A lightweight aluminum alloy anti-collision cab for locomotive and mounting structure thereof

Abstract

The application discloses a lightweight aluminum alloy anti-collision driver's cab for a locomotive and a mounting structure thereof. The driver's cab comprises an aluminum alloy driver's cab and a carbon steel anti-collision shell, the aluminum alloy driver's cab is mounted in the interior of the carbon steel anti-collision shell, sealing glue is arranged between the boundary of the aluminum alloy driver's cab and the carbon steel anti-collision shell, and the carbon steel anti-collision shell shields and protects the front lower part and the two side faces of the aluminum alloy driver's cab. The mounting structure comprises a steel structure chassis of the locomotive and the driver's cab, and the aluminum alloy driver's cab is arranged on the steel structure chassis of the locomotive through a shock absorber. The application has the beneficial effects that the weight of the aluminum alloy driver's cab is reduced by one third compared with the carbon steel structure, the weight reduction effect is obvious, the shock absorber is modularly assembled, the vibration and noise in the interior of the driver's cab are effectively reduced, the modular under-vehicle assembly is carried out, the locomotive manufacturing efficiency is improved, the assembly relationship between the anti-collision device and the aluminum alloy driver's cab is good, the aluminum alloy driver's cab is well protected, and the design meets the strength requirement in the relevant requirement standards.

Description

Technical Field

[0001] This application belongs to the technical field of locomotive driver's cabs for rail transit, specifically relating to a lightweight aluminum alloy shock-absorbing driver's cab for locomotives and its installation structure. Background Technology

[0002] Most existing locomotive driver's cab structures adopt a welded steel structure, with the driver's cab welded to the underframe. For light axle load locomotives, the welded steel structure driver's cab cannot effectively reduce weight, leading to the locomotive axle load exceeding the tolerance. Weight reduction of the driver's cab steel structure often results in a decrease in strength, failing to meet standard requirements. With the steel structure welded to the frame, vibration and noise are directly transmitted to the driver's cab through the structure, resulting in significant internal noise and vibration for the driver and passengers, and poor comfort. Utility Model Content

[0003] The purpose of this application is to provide a lightweight aluminum alloy shock-absorbing driver's cab for locomotives and its installation structure, which solves the problems of excessive weight and high noise in existing locomotive driver's cabs.

[0004] The objective of this application is achieved through the following technical solution: A lightweight aluminum alloy shock-absorbing driver's cab for locomotives includes an aluminum alloy driver's cab and a carbon steel anti-collision shell. The aluminum alloy driver's cab is installed inside the carbon steel anti-collision shell. A sealant is provided between the boundary between the aluminum alloy driver's cab and the carbon steel anti-collision shell. The carbon steel anti-collision shell provides shielding and protection for the lower front and both sides of the aluminum alloy driver's cab.

[0005] Furthermore, the aluminum alloy driver's cab includes a cab frame welded from aluminum alloy profiles and a skin formed from aluminum alloy plates.

[0006] Furthermore, the aluminum alloy driver's cab includes a front cab surface and side cab surfaces. A horizontal front bumper beam is provided in the middle of the front cab surface, and a vertical side bumper beam is provided at the end of the side cab surface.

[0007] Furthermore, the aluminum alloy driver's cab also includes a rear cab surface, a top cab surface, and a bottom cab surface.

[0008] Furthermore, the carbon steel anti-collision shell includes a front anti-collision surface and a side anti-collision surface. The front anti-collision surface is provided with several vertical front anti-collision pillars in the middle and at the ends. The top end of the side anti-collision surface is provided with an arc transition part. The arc transition part is attached to the side of the aluminum alloy driver's cab and is engaged with the rear end.

[0009] Furthermore, the lower part of the front bumper surface is provided with several horizontal anti-climb strips.

[0010] An installation structure for a lightweight aluminum alloy shock-absorbing driver's cab for locomotives includes a locomotive steel structure underframe and the aforementioned lightweight aluminum alloy shock-absorbing driver's cab for locomotives. The aluminum alloy driver's cab is mounted on the locomotive steel structure underframe via shock absorbers.

[0011] Furthermore, the shock absorbers are provided in four parts and are located at the four corners of the aluminum alloy driver's cab.

[0012] Furthermore, the shock absorber includes an upper seat, an elastic element, a base, a connecting bolt, and a connecting nut. The base is fixed on the locomotive steel structure underframe. An elastic element is provided between the base and the upper seat. The upper seat contacts the aluminum alloy driver's cab. The screw head at the lower end of the connecting bolt is engaged with the base. The stud at the upper end of the connecting bolt passes through the base, the upper seat, and the aluminum alloy driver's cab and connects with the connecting nut.

[0013] Furthermore, the shock absorber is a rubber shock absorber, and the threaded head at the lower end of the connecting bolt is wrapped with a vulcanized rubber isolation sleeve.

[0014] The beneficial effects of this application are as follows: The lightweight anti-collision aluminum alloy shock-absorbing driver's cab is one-third lighter than the carbon steel structure, with a significant weight reduction effect. The four shock absorbers are modularly assembled, which effectively reduces the vibration and noise inside the driver's cab. Furthermore, the modular assembly under the vehicle and the overall assembly before the vehicle is lowered improves the locomotive manufacturing efficiency. The assembly relationship between the anti-collision device and the aluminum alloy driver's cab provides excellent protection for the aluminum alloy driver's cab. The overall design meets the strength requirements in the relevant standards.

[0015] The aforementioned main solution and its various further alternatives can be freely combined to form multiple solutions, all of which are solutions that can be adopted and claimed in this application; furthermore, the (non-conflicting alternatives) can also be freely combined with each other and with other alternatives. Those skilled in the art, after understanding this solution, will realize from the prior art and common general knowledge that there are many combinations, all of which are technical solutions to be protected in this application, and will not be exhaustively listed here. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the assembly structure of this application.

[0017] Figure 2 This is a schematic diagram of the breakdown structure of this application.

[0018] Figure 3 This is a structural schematic diagram of the carbon steel anti-collision shell of this application.

[0019] Figure 4 This is the main structural view of the installation structure in this application.

[0020] Figure 5 This is a bottom view of the installation structure of this application.

[0021] Figure 6 This is a structural schematic diagram of the shock absorber in this application.

[0022] In the diagram: 100-Aluminum alloy driver's cab, 200-Carbon steel anti-collision shell, 300-Shock absorber, 400-Locomotive steel structure underframe, 500-Sealant; 101-Front cab surface, 102-Front anti-collision beam, 103-Side cab surface, 104-Side anti-collision beam, 105-Rear cab surface, 106-Top cab surface, 107-Bottom cab surface; 201-Front anti-collision surface, 202-Front anti-collision post, 203-Anti-climbing strip, 204-Side anti-collision surface, 205-Arc transition section; 301-Upper seat, 302-Elastic element, 303-Base, 304-Connecting bolt, 305-Connecting nut, 306-Vulcanized rubber isolation sleeve. Detailed Implementation

[0023] The present application will be further described below with reference to specific embodiments and accompanying drawings.

[0024] Example 1 refer to Figures 1-3 As shown, a lightweight aluminum alloy shock-absorbing driver's cab for locomotives includes an aluminum alloy driver's cab 100 and a carbon steel shock-absorbing shell 200.

[0025] The aluminum alloy driver's cab 100 forms an enclosed space for the driver's operation, and its aluminum alloy material reduces the overall weight of the cab while maintaining strength. The aluminum alloy driver's cab 100 is installed inside a carbon steel crash barrier 200. The high strength of the carbon steel crash barrier 200 provides excellent crash protection, protecting the main components of the aluminum alloy driver's cab 100.

[0026] The carbon steel crash shell 200 provides shielding protection for the lower front and both sides of the aluminum alloy driver's cab 100. Specifically, the lower front and sides of the aluminum alloy driver's cab 100 are protected by the crash shell, while the upper front (front observation window) is left open to ensure the driver's normal visibility. The front of the crash shell can withstand an impact of 300 kN, and the front side corner posts can withstand an impact of 150 kN.

[0027] A sealant 500 is provided between the aluminum alloy driver's cab 100 and the carbon steel anti-collision shell 200 to seal the gap between them, preventing rainwater or air from entering the interior and affecting the overall airtightness of the driver's cab. The carbon steel anti-collision shell 200 has corresponding slots for windows, doors, or openings on the aluminum alloy driver's cab 100 to avoid affecting the normal function of the aluminum alloy driver's cab 100.

[0028] The aluminum alloy driver's cab 100 includes a cab frame welded from aluminum alloy profiles and a skin formed from aluminum alloy plates, which reduces weight by 30% compared to a carbon steel driver's cab. The aluminum alloy driver's cab 100 includes a front cab surface 101, a side cab surface 103, a rear cab surface 105, a top cab surface 106, and a bottom cab surface 107 to form a relatively enclosed working space.

[0029] A horizontal front anti-collision beam 102 is provided in the middle of the front compartment 101, and vertical side anti-collision beams 104 are provided at the front and rear ends of the side compartment 103. That is, the front and side parts of the aluminum alloy driver's cab 100 that are not protected by the anti-collision shell are made of high-strength aluminum profiles to form anti-collision beams, which have strong front and side anti-collision capabilities.

[0030] The carbon steel crash barrier 200 includes a front crash barrier 201 and a side crash barrier 204. The front crash barrier 201 is connected only between the lower parts of the side crash barriers 204 to leave space for the front observation window of the aluminum alloy driver's cab 100.

[0031] The front bumper 201 has several vertical front bumper posts 202 in the middle and at the ends. The top end of the side bumper 204 has an arc transition part 205. The arc transition part 205 fits against the side of the aluminum alloy driver's cab 100 and is engaged with the rear end, so that the frontal collision force can be better transferred to the entire vehicle body and avoid local stress concentration. The lower part of the front bumper 201 has several horizontal anti-climb strips 203, preferably three strips, to prevent the front of the vehicle from lifting up during a collision.

[0032] Example 2 refer to Figures 1-6 As shown, an installation structure for a lightweight aluminum alloy shock-absorbing driver's cab for locomotives includes a locomotive steel structure underframe 400 and the lightweight aluminum alloy shock-absorbing driver's cab for locomotives of Embodiment 1. The aluminum alloy driver's cab 100 is mounted on the locomotive steel structure underframe 400 via shock absorbers 300.

[0033] The aluminum alloy driver's cab 100 is connected to the locomotive steel structure underframe 400 by a shock absorber. The remaining parts are sealed with rubber strips to prevent the aluminum alloy driver's cab 100 from contacting the car body steel structure and causing electrode oxidation.

[0034] Four shock absorbers 300 are provided and located at the four corners of the aluminum alloy driver's cab 100 to ensure a uniform and reliable shock absorption effect on the aluminum alloy driver's cab 100.

[0035] The shock absorber 300 includes an upper seat 301, an elastic element 302, a base 303, connecting bolts 304, and connecting nuts 305. The base 303 is fixed to the locomotive steel structure underframe 400 by bolts. During installation, the shock absorber 300 is first installed at the bottom of the aluminum alloy driver's cab 100, then the aluminum alloy driver's cab 100 is placed in position, and then the base 303 is fixed.

[0036] An elastic element 302 is provided between the base 303 and the upper seat 301. The vibration of the locomotive is buffered and transitioned by the deformation of the elastic element 302 under force. The upper seat 301 contacts the aluminum alloy driver's cab 100. The screw head at the lower end of the connecting bolt 304 is engaged with the base 303. The stud at the upper end of the connecting bolt 304 passes through the base 303, the upper seat 301 and the aluminum alloy driver's cab 100 and is connected to the connecting nut 305. By tightening the connecting nut 305, the shock absorber 300 can be fixed on the aluminum alloy driver's cab 100.

[0037] The preload can be adjusted by rotating the upper seat and connecting bolts to accommodate the weight of the driver's cab. After installation, the distance between the lower end face of the bolt head and the lower seat is 4mm to achieve the best shock absorption effect. The shock absorber can withstand the impact of 2g vertically, 2g laterally, and 4g longitudinally on the driver's cab (weighing 2.6t).

[0038] The shock absorber 300 is a rubber shock absorber, meaning that the elastic element 302 is made of rubber. The threaded head at the lower end of the connecting bolt 304 is wrapped with a vulcanized rubber isolation sleeve 306 to prevent the bolt from making rigid contact with the lower seat and generating noise when the locomotive vibrates.

[0039] The foregoing basic examples and their further alternative examples can be freely combined to form multiple embodiments, all of which are embodiments that can be adopted and claimed in this application. In the scheme of this application, each alternative example can be arbitrarily combined with any other basic example and alternative example.

[0040] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A lightweight aluminum alloy shock-absorbing driver's cab for locomotives, comprising an aluminum alloy driver's cab (100), characterized in that: It also includes a carbon steel anti-collision shell (200), an aluminum alloy driver's cab (100) installed inside the carbon steel anti-collision shell (200), and a sealant (500) between the boundary between the aluminum alloy driver's cab (100) and the carbon steel anti-collision shell (200). The carbon steel anti-collision shell (200) provides shielding and protection for the lower front and both sides of the aluminum alloy driver's cab (100).

2. The lightweight aluminum alloy shock-absorbing driver's cab for locomotives according to claim 1, characterized in that: The aluminum alloy driver's cab (100) includes a cab frame welded from aluminum alloy profiles and a skin formed from aluminum alloy plates.

3. The lightweight aluminum alloy shock-absorbing driver's cab for locomotives according to claim 1 or 2, characterized in that: The aluminum alloy driver's cab (100) includes a front cab surface (101) and a side cab surface (103). A horizontal front anti-collision beam (102) is provided in the middle of the front cab surface (101), and a vertical side anti-collision beam (104) is provided at the end of the side cab surface (103).

4. The lightweight aluminum alloy shock-absorbing driver's cab for locomotives according to claim 3, characterized in that: The aluminum alloy driver's cab (100) also includes a rear cab surface (105), a top cab surface (106), and a bottom cab surface (107).

5. The lightweight aluminum alloy shock-absorbing driver's cab for locomotives according to claim 1, characterized in that: The carbon steel anti-collision shell (200) includes a front anti-collision surface (201) and a side anti-collision surface (204). The front anti-collision surface (201) has several vertical front anti-collision pillars (202) in the middle and at the ends. The side anti-collision surface (204) has an arc transition part (205) at the top end. The arc transition part (205) is attached to the side of the aluminum alloy driver's cab (100) and locked to the rear end.

6. The lightweight aluminum alloy shock-absorbing driver's cab for locomotives according to claim 5, characterized in that: The lower part of the front bumper (201) is provided with several horizontal anti-climb strips (203).

7. An installation structure for a lightweight aluminum alloy shock-absorbing driver's cab for locomotives, comprising a locomotive steel structure underframe (400), characterized in that: It also includes the locomotive anti-collision lightweight aluminum alloy shock-absorbing driver's cab as described in any one of claims 1 to 6, wherein the aluminum alloy driver's cab (100) is mounted on the locomotive steel structure underframe (400) via a shock absorber (300).

8. The installation structure of the lightweight aluminum alloy shock-absorbing driver's cab for locomotives according to claim 7, characterized in that: The shock absorbers (300) are provided in four parts and are located at the four corners of the aluminum alloy driver's cab (100).

9. The installation structure of the lightweight aluminum alloy shock-absorbing driver's cab for locomotives according to claim 7, characterized in that: The shock absorber (300) includes an upper seat (301), an elastic element (302), a base (303), a connecting bolt (304), and a connecting nut (305). The base (303) is fixed on the locomotive steel structure underframe (400). An elastic element (302) is provided between the base (303) and the upper seat (301). The upper seat (301) is in contact with the aluminum alloy driver's cab (100). The screw head at the lower end of the connecting bolt (304) is engaged on the base (303). The stud at the upper end of the connecting bolt (304) passes through the base (303), the upper seat (301), and the aluminum alloy driver's cab (100) and is connected to the connecting nut (305).

10. The installation structure of the lightweight aluminum alloy shock-absorbing driver's cab for locomotives according to claim 9, characterized in that: The shock absorber (300) is a rubber shock absorber, and the screw head at the lower end of the connecting bolt (304) is covered with a vulcanized rubber isolation sleeve (306).

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