CN207510435U - A kind of aluminum alloy bodywork of rail vehicle side bar integrated structure - Google Patents

Abstract

The utility model relates to an integrated structure of side beams of an aluminum alloy car body of a rail vehicle, comprising a side beam base body of an integrated structure formed by an extrusion process, the length of the side beam base body is the full length of the vehicle, and the Multiple mounting interfaces are integrally extruded, including side wall interfaces, side door interfaces, floor interfaces, under-vehicle equipment interfaces, middle apron interfaces, end apron interfaces, corbel interfaces, and car lift pad interfaces one or more of . Through reasonable structural design, the utility model realizes multiple joint forms on the full-length profile of the same side beam base, and one-time extrusion molding saves a lot of welding work. The advanced machining method can cut off the redundant part to realize the connection with different structural parts and equipment, meet the functional requirements of each interface, and do not need additional welding.

Description

An integrated structure of aluminum alloy car body side beams for rail vehicles

technical field

The utility model relates to a rail vehicle body, in particular to an integrated structure of an underframe side beam applied to an aluminum alloy body of a rail vehicle, and belongs to the technical field of rail vehicle manufacturing.

Background technique

With the continuous increase in the speed of rail vehicles, the requirements for the strength and light weight of the car body are also getting higher and higher. The underframe side beam is one of the most critical parts on the car body. It is the main bearing part of the car body. It is not only responsible for connecting large parts such as the floor, side walls, end walls, and corbel Installation interfaces are provided for side doors, lift pads, skirts, and under-vehicle equipment. When the vehicle runs at a higher speed, the stress of the side beam is more complicated. Therefore, the higher the speed level, the higher the requirements for the strength, stiffness and fatigue strength of the chassis side beam. In order to meet the higher requirements of strength and rigidity, the existing side beam structure of the underframe has the problems of complex structure and excessive weight. The degree of integration of the side beam structure is low. In order to connect with other structures and equipment of the vehicle, additional welding transition connectors are required, which increases the welding amount of the side beam of the underframe and reduces the fatigue strength of the side beam to a certain extent.

Utility model content

The main purpose of the utility model is to solve the above-mentioned problems, and to provide a rail vehicle aluminum alloy car body side beam integrated structure with high integration degree, simple structure, light weight and higher requirements for strength, rigidity and light weight.

In order to achieve the above object, the technical solution of the utility model is:

An integrated side beam structure of an aluminum alloy car body for a rail vehicle, comprising a side beam base body of an integrated structure formed by an extrusion process, the length of the side beam base body is the entire length of the vehicle, and integrally extruded on the side beam base body A plurality of installation interfaces, the installation interface includes one or more of side wall interface, side door interface, floor interface, under-vehicle equipment interface, middle apron interface, end apron interface, corbel interface, and car lift pad interface indivual.

Further, the side beam base body is a "┣" shaped hollow truss structure as a whole.

Further, the side beam base is divided into five sections connected sequentially from top to bottom, the first section at the top includes the side wall interface, the second section includes the side door interface, the third section includes the floor interface, and the fourth section includes the undercarriage The equipment interface and the middle apron interface, the fifth section includes the lifting pad interface and the end apron interface, and the third section, the fourth section and the fifth section together form the corbel interface.

Further, the side wall interface of the first section is formed by the tops of the outer side plate and the inner side plate of the side beam base protruding upward respectively, and the side wall interface and the side wall are plugged and fixed in the side wall installation area connect.

Further, the second section is composed of the outer side plate, the inner side plate, the first horizontal plate above, the second horizontal plate below and the first inclined rib located between the first horizontal plate and the second horizontal plate of the edge beam base , the second horizontal plate forms the side door interface.

Further, the third section of the side beam base is composed of an outer panel, an inner panel, a third horizontal panel and a plurality of second oblique ribs located between the second horizontal panel and the third horizontal panel, and the inner panel of the third section is ┓ shaped and protruding to one side, the third horizontal plate has an extended part that protrudes beyond the inner plate to one side, the inner plate of the third section has an overlapping plane, and the overlapping plane and the third horizontal The extended part of the board jointly forms the floor interface, and the upper and lower sides of the floor are respectively lapped on the overlapping plane and fixedly connected to the extended part.

Further, the fourth section is composed of the outer panel, the inner panel, the first C-shaped groove, the second C-shaped groove and the third oblique rib connecting the outer panel and the first C-shaped groove of the side beam base. The first The C-shaped groove is arranged in the mold cavity between the outer plate and the inner plate, the second C-shaped groove is arranged on the outer side of the inner plate, the first C-shaped groove and the second C-shaped groove are the equipment interfaces under the vehicle, so The third inclined rib forms the interface of the middle apron.

Further, the third oblique rib is a thin-walled structure.

Further, the fifth section is composed of an outer plate, an inner plate, a bottom plate and a plurality of fourth oblique ribs, and the bottom plate forms the interface of the lifting backing plate and the interface of the end skirt plate.

Further, the side surfaces of the inner panels of the third, fourth, and fifth sections jointly form a corbel interface, and the stepped structure on the side of the corbel is connected to the inner side of the third, fourth, and fifth sections respectively. The side surfaces of the plates are fixedly connected.

To sum up, compared with the prior art, the rail vehicle aluminum alloy car body side beam integrated structure described in the utility model has the following advantages:

(1) Through reasonable structural design, the utility model realizes various joint forms on the full-length profiles of the same side sill base, and one-time extrusion molding saves a lot of welding work, as long as different installation areas The connection with different structural parts and equipment can be realized by cutting off the redundant part through a specific machining method, which meets the functional requirements of each interface and does not require additional welding. It can not only meet the strength and connection requirements of the high-speed train car body, but also meet the installation interface requirements of various related equipment.

(2) Through reasonable structural design, under the premise of ensuring the overall structural strength and rigidity of the profile, the utility model adopts different shapes and wall thicknesses for the internal ribs of the profile, so that the section weight of the profile of the side beam base will not exceed 40kg/m, completely Meet the higher requirements of vehicle lightweight.

Description of drawings

Fig. 1 is a schematic diagram of the structure of the side beam base of the utility model;

Fig. 2 is a structural diagram of the side door installation area and the floor installation area of the utility model;

Fig. 3 is a structural diagram of the hanging area of the under-vehicle equipment and the installation area of the middle apron of the utility model;

Fig. 4 is a structural diagram of the transition from the installation area of the end apron to the installation area of the middle apron of the utility model;

Fig. 5 is a structural diagram of the installation area of the end skirt plate and the installation area of the lifting pad of the utility model;

Fig. 6 is a structural diagram of the corbel installation area of the utility model.

As shown in Figure 1 to Figure 6, the side beam base 1, the side wall interface 2, the side door interface 3, the floor interface 4, the under-vehicle equipment interface 5, the middle skirt plate interface 6, the corbel interface 7, and the car backing plate interface 8 , first section 9, second section 10, third section 11, fourth section 12, fifth section 13, outer panel 14, inner panel 15, first horizontal panel 16, second horizontal panel 17, third horizontal panel 18, the first inclined rib 19, the second inclined rib 20, the third inclined rib 21, the fourth inclined rib 22, the bottom plate 23, the first C-shaped groove 24, the second C-shaped groove 25, the end skirt plate interface 26, Overlap plane 27 , extension 28 , bent plate 29 .

Detailed ways

Below in conjunction with accompanying drawing and specific embodiment the utility model is described in further detail:

As shown in Figure 1, the utility model provides a rail vehicle aluminum alloy car body side beam integrated structure, including a side beam base 1, the length of the side beam base 1 is the entire length of the vehicle, and is extruded from an aluminum alloy material The integrated structure made of aluminum alloy material can greatly reduce the total weight of the side beam on the premise of meeting the structural strength and rigidity requirements. A plurality of installation interfaces are integrally extruded on the side beam base 1, wherein the installation interfaces include side wall interface 2, side door interface 3, floor interface 4, under-vehicle equipment interface 5, middle apron interface 6, corbel interface 7, One or more of the lifting pad interface 8 and the end apron interface 26 , in this embodiment, preferably all the above-mentioned installation interfaces are integrally provided on the side beam base 1 .

In different installation areas, according to the installation requirements, the excess part on the side beam base 1 is cut off by machining methods, and the required interface parts in the installation area are reserved to complete the connection with side walls, side doors, floors, under-vehicle equipment, and skirt boards. , corbel beam, lifting car pad, etc. installation and connection.

As shown in FIG. 1 , in this embodiment, the edge beam base 1 is a hollow truss structure in the shape of "┢" as a whole. The side beam matrix 1 is divided into five consecutively connected sections from top to bottom, namely the first section 9 at the top, the second section 10 in the middle, the third section 11 , the fourth section 12 and the fifth section 13 at the bottom.

Among them, the first section 9 at the top includes the side wall interface 2, the second section 10 includes the side door interface 3, the third section 11 includes the floor interface 4, and the fourth section 12 includes the under-vehicle equipment interface 5 and the middle apron interface 6, The fifth section 13 at the bottom includes the car lift pad interface 8 and the end apron interface 26, and the third section 11, the fourth section 12 and the fifth section 13 jointly form the corbel interface 7.

As shown in Figure 1, the side wall interface 2 of the first section 9 is formed by the tops of the outer side plate 14 and the inner side plate 15 of the side beam base 1 protruding upward respectively, and the first joint is reserved in the area where it needs to be installed with the side wall. In the structure of Section 9, the side wall interface 2 and the side wall (not shown in the figure) are plugged and fixedly connected, and then welded and fixed. The use of plug-in structure is to adopt penetration welding to meet the strength requirements of the connection with the side wall.

As shown in Fig. 1 and Fig. 2, the second section 10 is composed of the outer panel 14, the inner panel 15, the first horizontal panel 16 above, the second horizontal panel 17 below and the first horizontal panel 16 and The first oblique ribs 19 arranged diagonally between the second horizontal plates 17 form two triangles together with the outer plates 14, inner plates 15, first horizontal plates 16 and second horizontal plates 17. cavity.

In this embodiment, the second horizontal plate 17 is used to form the side door interface 3, and the side door interface 3 is the horizontal installation plane required for installation of the side door. In the installation area that needs to be installed with the side door, all the structures above the second horizontal plate 17 in the first section 9 and the second section 10 on the side beam base 1 are completely cut off, and the second horizontal plate 17 is left as required for side door installation. The installation plane, that is, the upper first section 9, the outer panel 14 above the second horizontal panel 17, the inner panel 15, the first horizontal panel 16 and the first oblique rib 19 are all cut off by machining, leaving the corresponding underside of the side door. Part of the second horizontal plate 17 provides an installation plane for the installation of the side door.

As shown in Fig. 1 and Fig. 2, the third section 11 of the side sill base body 1 has a part protruding to one side, that is, protruding in the direction of the longitudinal centerline of the vehicle body. The third section 11 is composed of an outer panel 14 , an inner panel 15 , a third horizontal panel 18 and a second oblique rib 20 located between the second horizontal panel 17 and the third horizontal panel 18 .

The second oblique ribs 20 in the third section 11 adopt multiple pieces, and are arranged in a wave shape as a whole, forming a plurality of triangular shaped cavities with different cross-sections within the scope of the third section 11. At the same time, in the fourth section, the first There are at least two second oblique ribs 20 at the root connection point between the C-shaped groove 24 and the second C-shaped groove 25 to enhance the structural strength and rigidity of the edge beam base 1 .

The third horizontal plate 18 has an extension 28 projecting to one side beyond the inner plate 15 . The inner plate 15 in the third section 11 is a ┓-shaped structure and protrudes to one side, and one side of the ┓-shaped inner plate 15 has an overlapping plane 27 . The overlapping plane 27 of the inner panel 15 together with the extension 28 of the third horizontal panel 18 forms the floor interface 4 . In the floor installation area, the upper and lower sides of the floor are respectively lapped on the overlapping plane 27 and the extension part 28 for fixed connection. The lap joint is used between the side beam base 1 and the floor, which can ensure the tolerance requirements in the vehicle width direction during vehicle body assembly by adjusting the lap joint amount, reduce a lot of grinding and assembly adjustment time, and reduce costs.

As shown in Figures 1 and 3, the fourth section 12 is composed of the outer plate 14, the inner plate 15, the first C-shaped groove 24 on the outer side, the second C-shaped groove 25 on the inner side, and the connecting outer plate 14 and the third oblique rib 21 connected diagonally to the first C-shaped groove 24. Wherein, the first C-shaped groove 24 and the second C-shaped groove 25 are equipment interfaces 5 under the vehicle, and the first C-shaped groove 24 and the second C-shaped groove 25 are located below the third horizontal plate 18, and the first C-shaped groove 24 The second C-shaped groove 25 is provided on the outer side of the inner plate 15 to meet different installation requirements. The roots of the first C-shaped groove 24 and the second C-shaped groove 25 are connected with two second oblique ribs 20 to enhance the structural strength and rigidity of the side beam base 1 and improve the bearing capacity of the under-vehicle equipment interface 5 .

In the equipment hoisting area under the vehicle, the structure below the fourth section 12 (that is, the fifth section 13) is cut off by machining methods, leaving the third oblique rib 21, the first C-shaped groove 24 and the second C-shaped groove 25, At this time, the first C-shaped groove 24 and the second C-shaped groove 25 are all exposed installation grooves, which are used for hoisting equipment under the vehicle.

As shown in FIG. 3 , the shape of the third oblique rib 21 transitions smoothly with the installation plane of the apron to form the interface 6 of the middle apron. The third inclined rib 21 next to the first C-shaped groove 24 becomes the sealing surface, which provides the sealing interface of the side beam and ensures the sealing and waterproofing of the equipment box under the vehicle.

Because the bearing capacity required for the position where the apron is installed is relatively small, the third oblique rib 21 adopts a thin-walled structure, and its thickness is smaller than that of the adjacent outer plate 14, third horizontal plate 18, and first C-shaped groove 24. The wall thickness of the side beam can be reduced under the premise of ensuring the overall structural strength and rigidity of the side beam.

As shown in FIG. 4 , the structure of the fourth section 12 and the fifth section 13 between the third horizontal plate 18 and the bottom plate 23 in FIG. 4 is obliquely cut by machining, and the oblique cutting curve is shown in FIG. 4 . In this way, there is a smooth transition from the large section structure at the end as shown in Figure 5 to the small section structure as shown in Figure 3, which avoids the occurrence of stress concentration points and provides a sealed interface for side beam profiles. At the chamfer, a bent plate 29 is welded at the mouth-shaped structure formed at the chamfer between the third horizontal plate 18, the base plate 23, the inner plate 15 and the outer plate 14, and the bent plate 29 seals the edge beam cavity , to ensure the watertightness and airtightness of the car body.

As shown in FIG. 5 , the fifth section 13 is composed of an outer plate 14 , an inner plate 15 , a bottom plate 23 and a plurality of fourth oblique ribs 22 , and the bottom plate 23 forms the car lift pad interface 8 and the end skirt plate interface 26 . The bottom plate 23 is a thick-walled structure, and its thickness is greater than that of the adjacent outer plate 14 , inner plate 15 and fourth oblique rib 22 . Mounting points are created on the thick-walled structure by specific machining methods, providing the lift pad interface 8 and the end skirt interface 26 .

As shown in Figure 6, the side surfaces of the inner side plates 15 of the third section 11, the fourth section 12 and the fifth section 13 together form the corbel interface 7, and in the corbel installation area, the extended part 28 of the third horizontal plate 18 And the second C-shaped groove 25 is cut off, and the stepped structure on the side of the corbel is welded and fixedly connected to the side surfaces of the inner plates 15 of the third section 11, the fourth section 12 and the fifth section 13 respectively.

Through reasonable structural design, the utility model realizes various joint forms on the full vehicle length profile of the same side beam base 1, and one-time extrusion molding saves a lot of welding work, and only through different installation areas The connection with different structural parts and equipment can be achieved by cutting off the redundant parts by specific machining methods. At the same time, through reasonable structural design, on the premise of ensuring the overall structural strength and rigidity of the profile, the internal ribs of the profile adopt different shapes and wall thicknesses. The cross-section weight of the profile of the side beam base 1 will not exceed 40kg/m, fully meeting the higher requirements for lightweight vehicles.

As mentioned above, a similar technical solution can be derived in combination with the content of the solution given in the accompanying drawings. However, any simple modifications, equivalent changes and modifications made to the above embodiments according to the technical essence of the present utility model without departing from the content of the technical solution of the utility model still belong to the scope of the technical solution of the utility model.

Claims (10)

1. a kind of aluminum alloy bodywork of rail vehicle side bar integrated structure, it is characterised in that：Integral type is formed including extrusion process The side bar matrix of structure, the length of the side bar matrix is full vehicle commander, the multiple peaces of integrated extrusion forming on the side bar matrix Attaching mouth, the installation interface include side wall interface, side door interface, floor interface, equipment interface under vehicle, middle part skirtboard interface, One or more of end skirtboard interface, sleeper beam interface, lift car cushion plate interface.

2. aluminum alloy bodywork of rail vehicle side bar integrated structure according to claim 1, it is characterised in that：The side bar The hollow truss structure of matrix generally " ┠ " shape.

3. aluminum alloy bodywork of rail vehicle side bar integrated structure according to claim 2, it is characterised in that：The side bar Matrix is divided into sequentially connected five section from top to bottom, and the first segment of top includes side wall interface, and the second section includes side door interface, Third section includes floor interface, and Section four includes equipment interface and middle part skirtboard interface under vehicle, and Section five connects comprising lift car cushion plate Mouth and end skirtboard interface, sleeper beam interface is collectively formed in the third section, Section four and Section five.

4. aluminum alloy bodywork of rail vehicle side bar integrated structure according to claim 3, it is characterised in that：Described first The side wall interface of section is stretched out formed respectively upwards by the outer panel of the side bar matrix and the top of interior plate, in side wall installing zone Domain connects plugged and fixed between the side wall interface and side wall.

5. aluminum alloy bodywork of rail vehicle side bar integrated structure according to claim 3, it is characterised in that：Described second Section is by the outer panel of side bar matrix, interior plate, the first level plate of top, the second level board of lower section and positioned at first level plate And second the first diagonal bar composition between level board, second level board form the side door interface.

6. aluminum alloy bodywork of rail vehicle side bar integrated structure according to claim 3, it is characterised in that：The side bar The third section of matrix is by outer panel, interior plate, third level board and a plurality of among the second level board and third level board Second diagonal bar forms, and the interior plate of third section is stretched out for ┓ shapes and to side, and the third level board has super to side stretching Go out the prolongation of interior plate, the interior plate of third section has overlap joint plane, the overlap joint plane and the third level board Floor interface is collectively formed in prolongation, and the upper and lower side on floor is overlapped on fixed on overlap joint plane and prolongation connect respectively It connects.

7. aluminum alloy bodywork of rail vehicle side bar integrated structure according to claim 3, it is characterised in that：Described 4th Section is by the outer panel of side bar matrix, interior plate, the first C-channel, the second C-channel and the third of connection outer panel and the first C-channel Diagonal bar forms, and first C-channel is arranged in the cavity between outer panel and interior plate, and second C-channel is arranged on interior On the outside of side plate, first C-channel and the second C-channel are equipment interface under vehicle, and the third diagonal bar forms the middle part skirtboard Interface.

8. aluminum alloy bodywork of rail vehicle side bar integrated structure according to claim 7, it is characterised in that：Third diagonal bar For thin-wall construction.

9. aluminum alloy bodywork of rail vehicle side bar integrated structure according to claim 3, it is characterised in that：Described 5th Section is made of outer panel, interior plate, bottom plate and a plurality of 4th diagonal bar, and the bottom plate forms lift car cushion plate interface and end skirtboard connects Mouthful.

10. aluminum alloy bodywork of rail vehicle side bar integrated structure according to claim 3, it is characterised in that：Described Three sections, Section four and Section five the side surface of interior plate sleeper beam interface is collectively formed, the step-like structure of sleeper beam side is divided Side surface not with third section, Section four and Section five interior plate is fixedly connected.