CN112026816B - Undercarriage and Rail Vehicles - Google Patents
Undercarriage and Rail Vehicles Download PDFInfo
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- CN112026816B CN112026816B CN202010790086.8A CN202010790086A CN112026816B CN 112026816 B CN112026816 B CN 112026816B CN 202010790086 A CN202010790086 A CN 202010790086A CN 112026816 B CN112026816 B CN 112026816B
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- rear end
- mounting seat
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F1/00—Underframes
- B61F1/08—Details
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F19/00—Wheel guards; Bumpers; Obstruction removers or the like
- B61F19/04—Bumpers or like collision guards
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
- B61G7/00—Details or accessories
- B61G7/10—Mounting of the couplings on the vehicle
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Body Structure For Vehicles (AREA)
Abstract
The invention relates to the field of railway vehicles, and provides an underframe and a railway vehicle. The structure comprises a buffer beam, wherein the upper end of the buffer beam is respectively provided with a pair of anti-creeper mounting seats and an end door upright post mounting part; the pair of side beams are respectively connected to two ends of the buffer beam; the pair of front end traction beam bodies are connected between the coupler mounting seat and the buffer beam in an angle mode, and the pair of front end traction beam bodies, the coupler mounting seat and the buffer beam form a triangular force transmission structure; the pair of rear end traction beam bodies are connected between the coupler mounting seat and the sleeper beam in an angle manner; the coupler mounting seat, the pair of rear end traction beam bodies and the sleeper beam form a triangular force transmission structure; the pair of oblique beams are connected between the side beams and the buffer beam, the pair of front end cross beams are respectively arranged at the two transverse sides of the coupler mounting seat, and the front end traction beam body, the oblique beams and the front end cross beams form a triangular force transmission structure. The invention improves the compression and tensile load bearing capacity of the draw beam of the car coupler without increasing the weight of the draw beam, and meanwhile, local stress concentration cannot be generated at the floor at the rear end of the anti-creeper.
Description
Technical Field
The invention relates to the technical field of railway vehicles, in particular to an underframe and a railway vehicle.
Background
In the design of the underframe of the car body, because the end underframe needs to bear larger anti-creep compression load, the commonly adopted means is that a small longitudinal beam is arranged at the rear end of an anti-creep device and connected to a front end cross beam, the small longitudinal beam directly transmits the anti-creep compression load to the front end cross beam, and stress concentration is easily caused at the connection part; meanwhile, the chassis needs to bear larger longitudinal compression and tensile loads from the coupler, so that the stresses at the position of the front-end traction beam cutter handle and the position of the rear-end traction beam cutter handle are overhigh, the method adopted usually is to thicken the plate thickness of the traction beam so as to improve the longitudinal compression and tensile load bearing capacity of the coupler, but the mode causes the whole traction beam to be heavier. The weight, manufacturing cost, and manufacturing difficulty of the chassis are also increased.
Disclosure of Invention
The present invention is directed to solving at least one of the problems of the prior art. Therefore, the invention provides an underframe, which can improve the capacity of the draft sill for bearing the compression and tensile loads of a coupler without increasing or obviously increasing the weight of the draft sill, and can not generate local stress concentration at the rear end floor of an anti-creeper.
The invention further provides the railway vehicle.
According to an embodiment of a first aspect of the invention, a chassis comprises: the door structure comprises a bumper beam, wherein two ends of the front side of the bumper beam are respectively provided with an anti-creeper mounting seat, and the upper end of the bumper beam is respectively provided with an end door upright mounting part at one side of the anti-creeper mounting seat, which is close to the central axis of the bumper beam, and is used for mounting an end door upright;
the pair of edge beams are respectively connected to two ends of the buffer beam;
the front end traction beam comprises a pair of front end traction beam bodies, the rear ends of the front end traction beam bodies are connected to a car coupler mounting seat, the front end traction beam bodies are respectively connected to the rear side of the buffer beam in an inclined mode and correspond to the end door upright post mounting part, and the front end traction beam bodies, the car coupler mounting seat and the buffer beam form a triangular force transmission structure;
the rear end of each oblique beam is connected to the edge beam, and the front end of each oblique beam is connected to the rear side of the buffer beam and corresponds to the mounting seat of the anti-creeper;
the pair of front end cross beams are respectively arranged at the two transverse sides of the coupler mounting seat, the rear end of each front end traction beam body and the rear end of each oblique beam are connected to the front end cross beam at the side where the front end traction beam body and the oblique beams are arranged, and the front end traction beam body, the oblique beams and the front end cross beams form a triangular force transmission structure;
the rear end traction beam comprises a pair of rear end traction beam bodies, and the front ends of the rear end traction beam bodies are connected to the coupler mounting seat;
a pair of rear end trailing beam bodies extending obliquely and connected to the body bolster, respectively;
the coupler mounting seat, the pair of rear end traction beam bodies and the sleeper beam form a triangular force transmission structure.
According to one embodiment of the invention, the sleeper frame further comprises a rear end cross beam and a pair of sleeper inner longitudinal beams, two ends of the rear end cross beam are respectively connected between the pair of side beams, the pair of sleeper inner longitudinal beams are arranged at an angle, so that the front ends of the pair of sleeper inner longitudinal beams are respectively connected with the sleeper beam, and the rear ends of the pair of sleeper inner longitudinal beams are obliquely connected to the connection part of the rear end cross beam and the side beams.
According to one embodiment of the invention, each front end draft sill body and each rear end draft sill body comprise an L-shaped web, a reinforcing rib plate arranged on the horizontal section of the L-shaped web and opposite to the vertical section of the L-shaped web at intervals, and a cover plate fixedly covering the vertical section of the L-shaped web and the reinforcing rib plate.
According to one embodiment of the invention, the profile of the L-shaped web plate on one side far away from the horizontal section is in a fish belly shape, and specifically comprises a first straight line section, an arc line section and a second straight line section which are sequentially connected, wherein the distance between the first straight line section and the horizontal section is larger than the distance between the second straight line section and the horizontal section, the arc line section is in an S-like shape, one end of the arc line section is in smooth transition connection with the first straight line section, and the other end of the arc line section is in smooth transition connection with the second straight line section;
the corresponding side of the reinforcing rib plate is in a shape matched with the fish belly shape;
the cover plate comprises a first cover plate covered on the first straight line section, an arc-shaped cover plate covered on the arc-shaped line section and a second cover plate covered on the second straight line section;
the thickness of the arc cover plate is respectively greater than that of the first cover plate and that of the second cover plate.
According to one embodiment of the invention, each front end towing beam body and each rear end towing beam body are provided with an opening penetrating through the respective vertical section and the reinforcing rib plate, and sealing plates are packaged around the openings.
According to one embodiment of the invention, the opening is formed at the vertical section of the L-shaped web corresponding to the arc line section;
the shape of the sealing plate is matched with that of the opening, and the sealing plate is inserted into the opening and welded with the L-shaped web plate and the reinforcing rib plate.
According to one embodiment of the invention, the shape of the opening is a right triangle, and the hypotenuse of the right triangle opening faces the corresponding position of the arc segment.
According to one embodiment of the invention, the L-shaped web is integrally bent and formed, a transition fillet is formed at the bending position, and the reinforcing rib plate is parallel to the vertical section of the L-shaped web.
According to one embodiment of the invention, the two ends of the rear side of the buffer beam are respectively provided with an installation groove, the opening of the installation groove faces the direction of the coupler installation seat, the end door column installation part is positioned on the upper side face of the installation groove, and the front end of the front end traction beam body is inserted into the installation groove and abuts against the lower side of the end door column installation part.
According to one embodiment of the invention, the sleeper beam is provided with a mounting seat at the position for connecting a pair of rear end traction beam bodies;
a plurality of sleeper beam reinforcing ribs are arranged between the upper cover plate and the lower cover plate of the sleeper beam and between the pair of mounting seats at intervals;
the upper cover plate is provided with lightening holes.
According to the embodiment of the second aspect of the invention, the railway vehicle comprises a pair of end door columns and further comprises the underframe, wherein the pair of end door columns are installed on the end door column installation parts of the buffer beam.
One or more technical solutions in the embodiments of the present invention have at least one of the following technical effects:
according to the underframe provided by the embodiment of the invention, a pair of front-end traction beam bodies, a coupler mounting seat and a buffer beam form a triangular force transmission structure, and compression and tension loads of a coupler are transmitted from the front-end traction beam bodies to a side beam according to a force transmission path of the coupler for transmitting the loads, so that the front-end traction beam bodies are stable in structure and strong in capability of bearing the compression and tension loads of the coupler, the longitudinal compression and tension load bearing capability of the coupler is improved without increasing the thickness of a plate of the front-end traction beam, and the weight of the front-end traction beam is prevented from being increased; the car coupler mounting seat, the pair of rear end traction beam bodies and the sleeper beam form a triangular force transmission structure, the car coupler mounting seat is used as a triangular vertex, compression and tensile loads of the car coupler, borne by the car coupler mounting seat, are transmitted to the sleeper beam and are transmitted to the side beam according to a force transmission path, therefore, the longitudinal compression load capacity of the car coupler is improved without increasing the thickness of plates of the rear end traction beam, the increase of the weight of the rear end traction beam is avoided, the load bearing capacity of the underframe is increased, a larger space for arranging sleeper beam reinforcing ribs is reserved for the sleeper beam, and the structural strength of the sleeper beam is favorably ensured; the front end traction beam and the rear end traction beam form an X-shaped arrangement, so that the tensile and compressive loads of the car coupler can be effectively transferred; meanwhile, the front-end traction beam body, the oblique beam and the front-end cross beam form a triangular force transmission structure, and the stable triangular force transmission structure is formed, so that the compression load of the anti-creeper can be quickly transmitted to the traction beam and the side beam, and local stress concentration at the floor at the rear end of the anti-creeper can be avoided.
According to the railway vehicle provided by the embodiment of the invention, the end door upright post, the front end traction beam and the oblique beam form a stable frame structure to bear the compression and tension loads of the coupler together, so that the bearing capacity of the underframe is improved. And because the chassis as described above is installed, all the advantages of the chassis are achieved, and the description is omitted.
Additional aspects and advantages of the invention will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the invention.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the drawings without creative efforts.
FIG. 1 is a schematic perspective view of an undercarriage showing a forward sleeper beam according to an embodiment of the present invention;
FIG. 2 is a schematic top view of an undercarriage showing a front end draft sill according to an embodiment of the present invention;
FIG. 3 is a schematic perspective view of an undercarriage showing a front end draft sill according to an embodiment of the present invention;
FIG. 4 is a schematic perspective view of a front end draft sill body according to an embodiment of the present invention;
FIG. 5 is a schematic perspective view of a rear draft sill body mounted to a coupler mount of an embodiment of the present invention;
FIG. 6 is a schematic perspective view of a rear end draft sill body according to an embodiment of the present invention;
FIG. 7 is a schematic structural diagram of a cover plate according to an embodiment of the present invention;
FIG. 8 is a longitudinal cross-sectional structural view of a rear end draft sill body according to an embodiment of the present invention;
FIG. 9 is a schematic perspective view of a bumper beam in the undercarriage according to an embodiment of the present invention, wherein the mounting slot is shown;
FIG. 10 is a schematic perspective view of an embodiment of the invention showing the construction of a diagonal member of an undercarriage;
FIG. 11 is a schematic view of an overall three-dimensional structure of a chassis according to an embodiment of the present invention;
FIG. 12 is a schematic partial structural view of a rail vehicle illustrating an end door pillar according to an embodiment of the invention.
Reference numerals:
10: a bumper beam; 11: mounting grooves; 11-1: connecting holes; 11-2: a guide hole; 12: an anticreeper mount; 13: an end door pillar mounting section; 20-1: a front end draft sill; 20-2: a rear end draft sill; 21-1: a front end trailing beam body; 21-2: a rear end trailing beam body; 22: an L-shaped web; 22-1: a horizontal segment; 22-2: a vertical section; 23: reinforcing rib plates; 24: a cover plate; 24-1: a first cover plate; 24-2: an arc-shaped cover plate; 24-3: a second cover plate; 25: opening a hole; 26: closing the plate; 30: an oblique beam; 31: a vertical plate; 32: a transverse plate; 33: a notch; 40: a front end cross member; 50: a coupler mounting seat; 60: a bolster; 60-1: a mounting seat; 60-2: lightening holes; 70: a sleeper beam reinforcing rib; 80: a first auxiliary cross member; 90: a second auxiliary cross member; 100: a boundary beam; 110: an end door pillar; 120: a third auxiliary cross member; 130: a rear end cross member; 140: a sleeper inner stringer; 150: and a fourth auxiliary beam.
Detailed Description
The embodiments of the present invention will be described in further detail with reference to the drawings and examples. The following examples are intended to illustrate the invention but are not intended to limit the scope of the invention.
In the description of the embodiments of the present invention, it should be noted that the terms "center", "longitudinal", "lateral", "upper", "lower", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", and the like indicate orientations or positional relationships based on those shown in the drawings, and are only for convenience of describing the embodiments of the present invention and simplifying the description, but do not indicate or imply that the referred devices or elements must have a specific orientation, be constructed and operated in a specific orientation, and thus, should not be construed as limiting the embodiments of the present invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.
In the description of the embodiments of the present invention, it should be noted that, unless explicitly stated or limited otherwise, the terms "connected" and "connected" are to be interpreted broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; may be directly connected or indirectly connected through an intermediate. Specific meanings of the above terms in the embodiments of the present invention can be understood in specific cases by those of ordinary skill in the art.
In embodiments of the invention, unless expressly stated or limited otherwise, the first feature "on" or "under" the second feature may be directly contacting the first and second features or indirectly contacting the first and second features through intervening media. Also, a first feature "on," "over," and "above" a second feature may be directly or diagonally above the second feature, or may simply indicate that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature may be directly under or obliquely under the first feature, or may simply mean that the first feature is at a lesser elevation than the second feature.
In the description herein, references to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of an embodiment of the invention. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, various embodiments or examples and features of different embodiments or examples described in this specification can be combined and combined by one skilled in the art without contradiction.
As shown in fig. 1 to 11, in a first aspect, an underframe according to an embodiment of the invention includes a bumper beam 10, a pair of side beams 100, a pair of diagonal beams 30, a pair of front cross members 40, and front traction beams 20-1, rear traction beams 20-2, and a bolster 60.
It should be noted that the direction from front to back (i.e., from the vehicle head to the back) of the rail vehicle is the "front" and "back" directions described in the underframe of the present embodiment, the longitudinal direction of the rail vehicle is the "longitudinal direction", and the width direction of the rail vehicle is the "lateral direction".
In this embodiment, the front side both ends of bumper beam 10 are provided with anticreeper mount pad 12 respectively, and the anticreeper is installed on anticreeper mount pad 12, and the upper end of bumper beam 10 is equipped with end door column mounting portion 13 respectively in the one side that is located anticreeper mount pad 12 and is close to the central axis of bumper beam 10 for install end door column 110.
In this embodiment, a pair of side beams 100 are respectively connected to both ends of the bumper beam 10; in other words, the bumper beam 10 is installed between the pair of side beams 100 to form a frame structure.
In this embodiment, the front end draft sill 20-1 includes a pair of front end draft sill bodies 21-1, the rear ends of the pair of front end draft sill bodies 21-1 are both connected to a coupler mounting seat 50, the coupler mounting seat 50 is used for mounting a coupler, the coupler is located between the pair of front end draft sill bodies 21-1, the pair of front end draft sill bodies 21-1 extend obliquely, that is, the pair of front end draft sill bodies 21-1 are disposed at an angle, and both of them extend to be connected to the rear side of the bumper beam 10 and correspond to the end door pillar mounting portion 13.
Therefore, the pair of front end draft sill bodies 21-1, the coupler mounting seat 50 and the buffer beam 10 form a triangular force transmission structure, and compression and tensile loads of the coupler are transmitted from the front end draft sill bodies 21-1 to the side beam 100 according to a force transmission path of the coupler transmission load, so that the front end draft sill bodies 21-1 are stable in structure and strong in coupler compression and tensile load bearing capacity, the longitudinal compression and tensile load bearing capacity of the coupler is improved without increasing the plate thickness of the front end draft sill 20-1, and the weight of the front end draft sill 20-1 is prevented from being increased.
It should be noted that, a triangular force transmission structure is formed by the front end draft sill body 21-1, the coupler mounting seat 50 and the bumper beam 10, the coupler is mounted on the coupler mounting seat 50, when the coupler bears a compressive load, the compressive load is transmitted to the coupler mounting seat 50, that is, the coupler mounting seat 50 and the coupler bear the compressive load at the same time, the coupler mounting seat 50 serves as a vertex of the triangular force transmission structure, the borne compressive load is transmitted from the front end draft sill body 21-1 to the end door pillar mounting part 13 of the bumper beam 10, that is, to the end door pillar 110, the end door pillar 110 dissipates part of the load, the end door pillar 110 has strong bearing capacity, in addition, the bumper beam 10 and the side beam 100 also dissipate part of the load at the same time, and the bumper beam 10 and the side beam 100 have strong bearing capacity; the load borne by the front end draft sill body 21-1 itself is relatively small, so that the strength requirements for the front end draft sill 20-1 need not be excessive, and the thickness of the sheet material of the entire front end draft sill 20-1 need not be increased. And the weight, the manufacturing cost and the manufacturing difficulty of the underframe are reduced.
In the present embodiment, in the pair of oblique beams 30, each oblique beam 30 has a rear end connected to the side beam 100 and a front end connected to the rear side of the bumper beam 10 and corresponding to the anticreeper mounting seat 12.
In this embodiment, a pair of front end beams 40 are respectively disposed on both lateral sides of the coupler mounting seat 50, the rear end of each front end draft sill body 20-1 and the rear end of each oblique beam 30 are connected to the front end beam 40 on the side where the front end draft sill body 20-1, the oblique beam 30 and the front end beam 40 form a triangular force transmission structure. By forming a stable triangular force transmission structure, the compressive load of the anti-creeper can be quickly transmitted to the traction beam and the boundary beam 100, and local stress concentration cannot be generated at the floor at the rear end of the anti-creeper.
The rear draft sill 20-2 of this embodiment includes a pair of rear draft sill bodies 21-2, each of the pair of rear draft sill bodies 21-2 having a front end connected to a coupler mount 50.
The body bolster 60 is installed between the pair of underframe side members 100, and the pair of rear-end draft sill bodies 21-2 are respectively extended obliquely and connected to the body bolster 60, that is, the pair of rear-end draft sill bodies 21-2 are disposed at an angle therebetween.
Therefore, the coupler mounting seat 50, the pair of rear end draft sill bodies 21-2 and the sleeper beam 60 form a triangular force transmission structure. The coupler mounting base 50 serves as a triangular vertex, coupler compression and tensile loads borne by the coupler mounting base 50 are transmitted to the sleeper beam 60 and transmitted to the boundary beam 100 according to a force transmission path, the load bearing capacity of the underframe is improved, and meanwhile a larger space for arranging the sleeper beam reinforcing ribs 70 is reserved for the sleeper beam 60, so that the structural strength of the sleeper beam 60 is guaranteed.
In this embodiment, the front end draft sill 20-1 and the rear end draft sill 20-2 form an X-shaped arrangement that can effectively transfer coupler tension and compression loads.
It should be noted that, because the rear end draft sill body 21-2 reasonably transfers the compression and tension load of the coupler applied to the coupler mounting seat 50 to the bolster 60 and the side sill 100, the stress concentration at the connection between the rear end draft sill body 21-2 and the bolster 60 is avoided, thereby reducing the strength requirement of the rear end draft sill body 21-2, on one hand, the thickness of the plate of the rear end draft sill body 21-2 can be properly reduced, on the other hand, the problem of over high stress when the rear end draft sill 20-2 is under the compression load is overcome, and the rear end draft sill 20-2 can be eliminated from being provided with a lower cover plate spanning from one-position side draft sill to two-position side draft sill. The self weight of the vehicle body is reduced, the load bearing capacity of the underframe is increased, and the underframe structure is simplified.
In the prior art, after a compressive load is transmitted to a sleeper beam 60 from a traction beam, stress concentration is caused at the joint of the middle part of the sleeper beam 60 and a floor, the compressive load is continuously transmitted to a rear end floor by adopting an in-sleeper longitudinal beam, the weight of an end underframe is increased by the in-sleeper longitudinal beam, and the stress concentration is easily caused at the rear end floor, so that additional reinforcement measures are required.
In order to solve the problem, an embodiment of the present invention further includes a rear end cross member 130 and a pair of inner sleeper longitudinal members 140, two ends of the rear end cross member 130 are respectively connected between the pair of side members 100, a space is left between the rear end cross member 130 and the sleeper beam 60, and the pair of inner sleeper longitudinal members 140 are angularly disposed so that front ends of the pair of inner sleeper longitudinal members 140 are respectively connected with the sleeper beam 60, and rear ends of the pair of inner sleeper longitudinal members 140 are obliquely connected to a connection portion of the rear end cross member 130 and the side member 100. The bolster 60, the inner longitudinal beam 140 and the side beam 100 form a triangular force transmission structure, partial load borne by the bolster 60 is transmitted to the side beam 100, local stress concentration caused by the fact that the load is transmitted to a vehicle body floor is avoided, the inner longitudinal beam 140 is arranged according to a force transmission path, partial load of the bolster 60 is transmitted to the side beam 100 through the inner longitudinal beam 140, the requirement on the strength of the inner longitudinal beam 140 is lowered, the weight of the inner longitudinal beam 140 can be reduced, and therefore the weight of the underframe is reduced.
To facilitate the connection of the rear-end traction beam bodies 21-2 with the body bolster 60, according to one embodiment of the present invention, the body bolster 60 is configured with mounting seats 60-1 at positions for connecting a pair of the rear-end traction beam bodies 21-2, respectively.
The pair of rear-end draft sill bodies 21-2 are respectively disposed obliquely toward the body bolster 60 such that the distance between the pair of rear-end draft sill bodies 21-2 is larger closer to the body bolster 60, whereby the free space of the body bolster 60 between the pair of rear-end draft sill bodies 21-2 and the body bolster 60 at the junction of the pair of rear-end draft sill bodies 21-2 and the pair of rear-end draft sill bodies 21-2 is larger, and a plurality of body bolster reinforcing ribs 70 can be disposed in the free space, thereby enhancing the strength of the body bolster 60.
Specifically, a plurality of sleeper beam reinforcing ribs 70 are provided at intervals between the upper cover plate and the lower cover plate of the sleeper beam 60 and between the pair of mounting seats 60-1.
In one embodiment, the upper cover plate may be provided with lightening holes 60-2 for lightening the sleeper beam 60 and for providing a space for avoiding the vehicle lower parts.
According to an embodiment of the present invention, in order to enhance the connection strength between the pair of rear-end draft sill bodies 21-2, a plurality of second auxiliary cross members 90 are connected between the pair of rear-end draft sill bodies 21-2, and in order to enhance the support strength between the rear-end draft sill bodies 21-2 and the side sill 100, a plurality of third auxiliary cross members 120 are connected between each of the rear-end draft sill bodies 21-2 and the side sill 100 at intervals.
In this embodiment, the second auxiliary cross beam 90 and the third auxiliary cross beam 120 are b-shaped beams, which occupy a small space and are light in weight, and the weight of the underframe is not significantly increased.
In this embodiment, as shown in fig. 11, a plurality of fourth auxiliary beams 150 are spaced between the rear end beam 130 and the bolster 60, and the whole is reinforced by the plurality of auxiliary beams, so as to form an integral bearing structure.
As shown in fig. 4 to 8, according to an embodiment of the present invention, each of the front end draft sill body 21-1 and the rear end draft sill body 21-2 includes an L-shaped web 22, a reinforcing rib plate 23 disposed at a horizontal section 22-1 of the L-shaped web 22 and spaced apart from and opposed to a vertical section 22-2 of the L-shaped web 22, and a cover plate 24 fixedly covering the vertical section 22-2 of the L-shaped web 22 and the reinforcing rib plate 23. In other words, a space is reserved between the reinforcing rib plate 23 and the vertical section 22-2, the cover plate 24 covers the reinforcing rib plate 23 and the vertical section 22-2 to respectively enclose the cavity of the front end traction beam body 21-1 and the cavity of the rear end traction beam body 21-2, the cover plate 24 is separately arranged in the embodiment, so that the front end traction beam body 21-1 and the rear end traction beam body 21-2 can be conveniently assembled, and the thickness of the cover plate 24 can be locally adjusted according to stress.
Specifically, the L-shaped web 22 includes a vertical section 22-2 and a horizontal section 22-1 vertically connected to the vertical section 22-2, and the vertical section 22-2 and the horizontal section 22-1 are integrally formed by bending, and a transition fillet is formed at the bending position to avoid stress concentration.
During actual installation, the reinforcing rib plate 23 is fixed on the horizontal section 22-1 of the L-shaped web plate 22, so that the reinforcing rib plate 23 is parallel to the vertical section 22-2, and then the cover plate 24 is fixed on the reinforcing rib plate 23 and the vertical section 22-2 to form the front end traction beam body 21-1.
According to one embodiment of the invention, the profile shape of the L-shaped web plate 22 on the side far away from the horizontal section 22-1 is in a fish belly shape, and specifically comprises a first straight line section, an arc line section and a second straight line section which are sequentially connected, wherein the distance between the first straight line section and the horizontal section 22-1 is larger than the distance between the second straight line section and the horizontal section 22-1, namely the cross sections of the front end traction beam body 21-1 and the rear end traction beam body 21-2 are variable sections, the arc line section is in an S-like shape, one end of the arc line section is in smooth transition connection with the first straight line section, and the other end of the arc line section is in smooth transition connection with the second straight line section; the arc segments are also called the handle of the front end draft sill 20-1 and the handle of the rear end draft sill 20-2.
To facilitate the installation of the cover plate 24, the corresponding sides of the reinforcing ribs 23 are shaped to match the fish belly shape, i.e. the reinforcing ribs 23 are also shaped as fish bellies.
Specifically, in order to adapt to the fish belly shape of the L-shaped web 22 and the reinforcing plate 23, the cover plate 24 includes a first cover plate 24-1 covering the first straight line section, an arc-shaped cover plate 24-2 covering the arc-shaped line section, and a second cover plate 24-3 covering the second straight line section.
According to one embodiment of the present invention, the thickness of the arc-shaped cover plate 24-2 is greater than the thickness of the first cover plate 24-1 and the thickness of the second cover plate 24-3. Because the underframe bears larger longitudinal compression load from the car coupler, the stress at the tool holders (namely arc sections) of the front end traction beam 20-1 and the rear end traction beam 20-2 is overhigh, the embodiment can separately thicken and cover the thickness of the arc cover plate 24-2 arranged on the arc sections so as to enhance the strength of the tool holders, avoid thickening the integral thickness of the front end traction beam 20-1 and the rear end traction beam 20-2, and realize the weight reduction of the front end traction beam 20-1 and the rear end traction beam 20-2. That is, the thicknesses of the first cover plate 24-1 and the second cover plate 24-3 may not be increased or may be reduced, thereby facilitating weight reduction of the front end draft sill 20-1 and the rear end draft sill 20-2, i.e., the entire draft sill.
According to one embodiment of the invention, each front end traction beam body 21-1 and each rear end traction beam body 21-2 are provided with the opening 25 penetrating through the vertical section 22-2 and the reinforcing rib plate 23, so that the front end traction beam body 21-1 is convenient to reduce weight by arranging the opening 25, and the requirement of under-vehicle routing is met; sealing plates 26 are packaged around the opening 25, the sealing plates 26 can be welded at the opening 25, the sealing plates 26 play a role of reinforcing ribs, the strength of the front-end traction beam body 21-1 and the strength of the rear-end traction beam body 21-2 are enhanced, and the trouble that the reinforcing ribs are required to be arranged between the web plate and the reinforcing rib plate 23 respectively for the front-end traction beam body 21-1 and the rear-end traction beam body 21-2 in the prior art is avoided. The web of the front end draft sill 20-1 and the web of the rear end draft sill 20-2 are prevented from buckling under stress by the provision of the closing plate 26.
In one embodiment, the opening 25 is formed in the L-shaped web 22 at a position approximately corresponding to the vertical section 22-2 of the arc segment;
the shape of the sealing plate 26 is adapted to the shape of the opening 25, and the sealing plate 26 is inserted into the opening 25 and welded to the L-shaped web 22 and the reinforcing rib plate 23, so that the position of the L-shaped web 22 (i.e., the vertical section 22-2 corresponding to the arc segment) which is easy to bend is reinforced in strength, and the bending is avoided.
In order to facilitate structural optimization and according to stress analysis, the opening 25 is in the shape of a right triangle, the bevel edge of the right triangle opening 25 faces the position corresponding to the arc line segment, and the strength of the front end traction beam body 21-1 and the rear end traction beam body 21-2 can be further improved through the optimized design of the shape of the opening 25.
As shown in fig. 9, in order to facilitate quick and stable connection of the front end draft sill body 21-1 to the draft sill 10, according to one embodiment of the present invention, mounting grooves 11 are formed at both rear ends of the draft sill 10, the openings of the mounting grooves 11 are oriented in the direction of the coupler mounting seat 50, the end door pillar mounting part 13 is located at the upper side of the mounting grooves 11, and the front end of the front end draft sill body 21-1 is inserted into the mounting grooves 11 and abuts against the lower side of the end door pillar mounting part 13. The front end of the front end draft sill body 21-1 is matched with the height of the mounting groove 11, so that after the front end draft sill body 21-1 is inserted into the mounting groove 11, the upper and lower side surfaces of the front end draft sill body 21-1 are attached to the upper and lower side walls in the mounting groove 11, and the front end of the front end draft sill body 21-1 can be fixedly connected with the bumper beam 10 by welding the upper and lower side surfaces of the front end draft sill body 21-1 with the upper and lower side walls in the mounting groove 11.
In addition, the front end draft sill body 21-1 is connected to the end door pillar mounting part 13, so that the end door pillar 110, the front end draft sill 20-1 and the inclined beam 30 form a stable frame structure to jointly bear the compression and tension loads of the coupler, and the bearing capacity of the underframe is improved.
Specifically, the end door pillar mounting part 13 may be formed by thickening a side wall for the upper side wall of the installation groove 11, or may be a reinforcing plate additionally provided on the upper side wall of the installation groove 11.
According to an embodiment of the present invention, the anticreeper mounting seat 12 is formed outside the bottom wall of the mounting groove 11, and it should be noted that the side wall opposite to the opening of the open groove is the bottom wall. As shown in fig. 9, the bottom wall of the installation groove 11 is configured with a plurality of connection holes 11-1 penetrating the anticreeper mount 12 and guide holes 11-2 located between the plurality of connection holes 11-1, the anticreeper mount 12 may be a mount plate integrally formed at the outside of the bottom wall of the installation groove 11, and the anticreeper is mounted on the anticreeper mount 12, that is, the bumper beam 10, through the connection holes 11-1 by the connectors.
As shown in fig. 9, the guide hole 11-2 of the present embodiment may be in an i-shape, and when the anti-creeper is pressed to be collapsed backward, the guide mechanism of the anti-creeper is retracted into the installation groove 11 along the guide hole 11-2.
Specifically, the front end of the oblique beam 30 is inserted into the mounting groove 11 and located on one side of the mounting groove 11 close to the boundary beam 100, and the height of the front end of the oblique beam 30 is matched with the height in the mounting groove 11, so that after the oblique beam 30 is inserted into the mounting groove 11, the upper and lower side surfaces of the oblique beam 30 are both attached to the upper and lower side walls in the mounting groove 11, and the front end of the oblique beam 30 can be fixedly connected with the bumper beam 10 by welding the upper and lower side surfaces of the oblique beam 30 to the upper and lower side walls in the mounting groove 11.
According to an embodiment of the present invention, one side of the pair of side beams 100 opposite to each other is respectively configured with an open slot with an opening facing each other, that is, the open slot faces the center line direction of the bumper beam 10, two ends of the bumper beam 10 are inserted into the open slot, specifically, the height of the installation slot 11 for being inserted into the open slot is matched with the height of the open slot and is less than the height of other parts of the installation slot 11, it can be understood that the installation slot 11 comprises two sections of slot bodies, one section of slot body is used for installing the front end traction beam body 21-1 and the oblique beam 30, the height of the slot body is relatively higher, the slot body at the other end is used for being inserted into the open slot, due to the height limitation of the side beam 100, the height of the open slot is relatively lower, the slot bodies matched and connected with the open slot are connected in a transition manner, and an inclined arc surface is formed at the connection position.
Specifically, the rear end of the oblique beam 30 is inserted into the open slot, and in order to facilitate the connection between the rear end of the oblique beam 30 and the front end cross beam 40, the rear end of the oblique beam 30 may be partially located in the open slot, and a part of the rear end is exposed out of the open slot, so as to facilitate the connection with the front end cross beam 40.
As shown in fig. 10, in a specific embodiment, the inclined beam 30 includes a vertical plate 31 and a horizontal plate 32 bent and extended from the upper side and the lower side of the vertical plate 31 to the same side, and a structure with a U-shaped cross section is formed, where the vertical plate 31 gradually increases in width from one end to the other end, so as to adapt to that two ends of the inclined beam 30 are respectively installed in the open slots of the boundary beams 100 with different heights and the installation slots 11 of the bumper beam 10, in this embodiment, the height of the installation slot 11 is greater than that of the open slot, adaptively, the large end of the vertical plate 31 of this embodiment is installed in the installation slot 11, and the upper side and the lower side of the large end abut against the upper side wall and the lower side wall of the installation slot 11, the small end of the vertical plate 31 is installed in the open slot, and the upper side and the lower side of the small end abut against the upper side wall and the lower side of the open slot, and for manufacturing convenience, the lower side of the vertical plate 31 may be a plane, and the upper side is an inclined plane. The two ends of the transverse plate 32 on the side away from the vertical plate 31 are respectively configured as an inward concave arc-shaped surface, in other words, a side contour line of the transverse plate 32 on the side away from the vertical plate 31 has a straight line segment and an arc line segment located at the two ends of the straight line segment and connected with the straight line segment in a smooth transition manner. The concave arc surfaces are respectively arranged at the two ends of the transverse plate 32, so that the joint of the inclined plate and the front end cross beam 40 avoids stress concentration.
According to one embodiment of the invention, gaps are reserved between two ends of the transverse plate 32 and the vertical plate 31, so that notches 33 are formed at two ends of the transverse plate 32 and the vertical plate 31, the two ends of the transverse plate 32 can be adjusted at the gaps, and in order to enable the two ends of the transverse plate 32 to be better attached to the upper side wall and the lower side wall of the mounting groove 11 and the open groove, the end portions of the transverse beam are formed into free ends through the notches 33, and can be bent up and down to form cambered surfaces so as to adapt to the surface shapes in the mounting groove 11 and the open groove.
As shown in fig. 2 and 3, according to an embodiment of the present invention, one end of the front cross member 40 is connected to the rear side wall of the front draft sill body 21-1, the other end of the front cross member 40 is inserted into the open slot, the lateral plates 32 of the inclined member 30 are overlapped on the upper and lower surfaces of the front cross member 40 and welded at the overlapping portion, so that the two lateral plates 32 of the inclined member 30 are fixedly connected to the upper and lower surfaces of the front cross member 40, and the inclined member 30 is fixedly connected to the front cross member 40.
Referring to fig. 2 again, in addition, two ends of one side of the front end cross beam 40, which faces away from the oblique beam 30, are respectively configured as concave arc surfaces, so that stress concentration at the joint of the front end cross beam 40 and the front end draft sill body 21-1 and at the joint of the front end cross beam 40 and the side sill 100 is avoided.
In addition, in order to enhance the strength of the underframe, a first auxiliary cross beam 80 is further arranged between the bumper beam 10 and the front end cross beam 40, and in order to facilitate the arrangement of the first auxiliary cross beam 80, the first auxiliary cross beam 80 may include three sections, each section of the first auxiliary cross beam 80 on two sides is respectively connected between the oblique beam 30 and the front end draft sill body 21-1, and the section of the first auxiliary cross beam 80 in the middle is connected between the pair of front end draft sill bodies 21-1.
In a second aspect, as shown in fig. 12 and in combination with fig. 1, the embodiment of the present invention further provides a railway vehicle, which includes a pair of end door pillars 110, and an underframe, wherein the pair of end door pillars 110 are mounted on the end door pillar mounting portions 13 of the bumper beam 10, the end door pillars 110, the front end draft sill 20-1 and the cant beam 30 form a stable frame structure to jointly bear the compression and tension loads of the coupler, thereby improving the load-bearing capacity of the underframe, simplifying the underframe structure, and reducing the self weight of the front end draft sill 20-1, so as to reduce the self weight of the vehicle body. The rail vehicle of the present embodiment has all the advantages of the underframe, which will not be described herein.
The above embodiments are merely illustrative of the present invention and are not to be construed as limiting the invention. Although the present invention has been described in detail with reference to the embodiments, it should be understood by those skilled in the art that various combinations, modifications or equivalents may be made to the technical solution of the present invention without departing from the spirit and scope of the technical solution of the present invention, and the technical solution of the present invention is covered by the claims of the present invention.
Claims (11)
1. An undercarriage, comprising:
the door structure comprises a bumper beam, wherein two ends of the front side of the bumper beam are respectively provided with an anti-creeper mounting seat, and the upper end of the bumper beam is respectively provided with an end door upright mounting part at one side of the anti-creeper mounting seat, which is close to the central axis of the bumper beam, and is used for mounting an end door upright;
the pair of edge beams are respectively connected to two ends of the buffer beam;
the front end traction beam comprises a pair of front end traction beam bodies, the rear ends of the front end traction beam bodies are connected to a car coupler mounting seat, the front end traction beam bodies are respectively connected to the rear side of the buffer beam in an inclined mode and correspond to the end door upright post mounting part, and the front end traction beam bodies, the car coupler mounting seat and the buffer beam form a triangular force transmission structure;
the rear end of each oblique beam is connected to the edge beam, and the front end of each oblique beam is connected to the rear side of the buffer beam and corresponds to the mounting seat of the anti-creeper;
the pair of front end cross beams are respectively arranged at the two transverse sides of the coupler mounting seat, the rear end of each front end traction beam body and the rear end of each oblique beam are connected to the front end cross beam at the side where the front end traction beam body and the oblique beams are arranged, and the front end traction beam body, the oblique beams and the front end cross beams form a triangular force transmission structure;
the rear end traction beam comprises a pair of rear end traction beam bodies, and the front ends of the rear end traction beam bodies are connected to the coupler mounting seat;
a pair of rear end trailing beam bodies extending obliquely and connected to the body bolster, respectively;
the coupler mounting seat, the pair of rear end traction beam bodies and the sleeper beam form a triangular force transmission structure.
2. The underframe of claim 1, further comprising a rear end cross beam and a pair of bolster inner longitudinal beams, wherein two ends of the rear end cross beam are respectively connected between the pair of side beams, and the pair of bolster inner longitudinal beams are arranged at an angle, so that the front ends of the pair of bolster inner longitudinal beams are respectively connected with the bolster, and the rear ends of the pair of bolster inner longitudinal beams are obliquely connected to the connection position of the rear end cross beam and the side beams.
3. The underframe according to claim 1, wherein each front end draft sill body and each rear end draft sill body comprise an L-shaped web, a reinforcing rib plate arranged at the horizontal section of the L-shaped web and opposite to the vertical section of the L-shaped web at intervals, and a cover plate fixedly covering the vertical section of the L-shaped web and the reinforcing rib plate.
4. The underframe of claim 3, wherein the L-shaped web has a fish belly shape on the side far away from the horizontal section, and specifically comprises a first straight line section, an arc line section and a second straight line section which are connected in sequence, the distance between the first straight line section and the horizontal section is larger than the distance between the second straight line section and the horizontal section, the arc line section is in an S-like shape, one end of the arc line section is in smooth transition connection with the first straight line section, and the other end of the arc line section is in smooth transition connection with the second straight line section;
the corresponding side of the reinforcing rib plate is in a shape matched with the fish belly shape;
the cover plate comprises a first cover plate covered on the first straight line section, an arc-shaped cover plate covered on the arc-shaped line section and a second cover plate covered on the second straight line section;
the thickness of the arc cover plate is respectively greater than that of the first cover plate and that of the second cover plate.
5. The underframe according to claim 4, wherein each front end drag beam body and each rear end drag beam body are provided with an opening penetrating through the respective vertical section and the reinforcing rib plate, and sealing plates are packaged around the openings.
6. The chassis of claim 5, wherein the opening is formed at the vertical section of the L-shaped web corresponding to the arc segment;
the shape of the sealing plate is matched with that of the opening, and the sealing plate is inserted into the opening and welded with the L-shaped web plate and the reinforcing rib plate.
7. The chassis of claim 6, wherein the opening is shaped as a right triangle with a hypotenuse facing the arc segment at a corresponding location.
8. The underframe of claim 3, wherein the L-shaped web is integrally bent and formed, transition fillets are formed at the bent positions, and the reinforcing rib plates are parallel to the vertical sections of the L-shaped web.
9. The underframe according to any one of claims 1-8, wherein mounting grooves are respectively formed at two ends of the rear side of the buffer beam, the openings of the mounting grooves face the direction of the coupler mounting seat, the end door column mounting part is located on the upper side face of the mounting grooves, and the front end of the front end traction beam body is inserted into the mounting grooves and clings to the lower side of the end door column mounting part.
10. The undercarriage of any one of claims 1-8 wherein said bolster is configured with a mounting seat at a location for connecting a pair of said rear draft sill bodies, respectively;
a plurality of sleeper beam reinforcing ribs are arranged between the upper cover plate and the lower cover plate of the sleeper beam and between the pair of mounting seats at intervals;
the upper cover plate is provided with lightening holes.
11. A rail vehicle comprising a pair of end door pillars, further comprising the underframe of any one of claims 1-10, the pair of end door pillars being mounted on the end door pillar mounts of the bumper beam.
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| CN202010790086.8A CN112026816B (en) | 2020-08-07 | 2020-08-07 | Undercarriage and Rail Vehicles |
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| CN202010790086.8A CN112026816B (en) | 2020-08-07 | 2020-08-07 | Undercarriage and Rail Vehicles |
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| CN112026816B true CN112026816B (en) | 2021-11-12 |
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| CN112249069B (en) * | 2020-09-24 | 2023-06-06 | 中车南京浦镇车辆有限公司 | Box chassis end structure of rail vehicle |
| CN114162163B (en) * | 2021-12-29 | 2023-12-26 | 中车青岛四方机车车辆股份有限公司 | End underframe based on coupler box end beam and railway vehicle |
| CN115009315B (en) * | 2022-06-30 | 2023-12-26 | 中车青岛四方机车车辆股份有限公司 | Front-end chassis structure, vehicle chassis and rail vehicles |
| CN115320648B (en) * | 2022-07-22 | 2024-06-21 | 中车山东机车车辆有限公司 | A track flatbed vehicle capable of passing through small radius curves |
| CN115107815B (en) * | 2022-07-25 | 2024-02-23 | 中车青岛四方机车车辆股份有限公司 | Chassis structure and rail vehicle |
| CN116176643A (en) * | 2023-02-06 | 2023-05-30 | 江苏瑞铁轨道装备股份有限公司 | A rail vehicle buffer beam and its auxiliary structure |
| CN116811949A (en) * | 2023-06-30 | 2023-09-29 | 中车青岛四方机车车辆股份有限公司 | A rail vehicle chassis and a rail vehicle end frame |
| CN116811944A (en) * | 2023-06-30 | 2023-09-29 | 中车青岛四方机车车辆股份有限公司 | rail vehicle |
| CN116811951A (en) * | 2023-06-30 | 2023-09-29 | 中车青岛四方机车车辆股份有限公司 | rail vehicle |
| CN117341753A (en) * | 2023-10-31 | 2024-01-05 | 中车青岛四方机车车辆股份有限公司 | End chassis, car chassis and rail vehicles |
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| US6196137B1 (en) * | 1998-07-24 | 2001-03-06 | Nat Steel Car Ltd | Well car structure |
| JP2000264203A (en) * | 1999-03-16 | 2000-09-26 | Railway Technical Res Inst | Impact absorbing structure and impact absorbing method for railway vehicle |
| CN201158387Y (en) * | 2008-01-16 | 2008-12-03 | 长春轨道客车股份有限公司 | Vehicle base frame with diamond-type steel construction |
| JP6243596B2 (en) * | 2012-11-05 | 2017-12-06 | 川崎重工業株式会社 | Railway vehicle |
| CA2954240C (en) * | 2014-07-08 | 2022-07-05 | Rail-Veyor Technologies Global Inc. | Control system for an improved rail transport system for conveying bulk materials |
| CN205311614U (en) * | 2016-01-29 | 2016-06-15 | 中车齐齐哈尔车辆有限公司 | Boxcar and chassis thereof |
| CN108928359B (en) * | 2018-07-09 | 2020-06-16 | 中车青岛四方机车车辆股份有限公司 | Undercarriage structure and train having the same |
| CN108928358B (en) * | 2018-07-09 | 2020-02-14 | 中车青岛四方机车车辆股份有限公司 | Underframe structure and train with same |
| CN208868052U (en) * | 2018-09-06 | 2019-05-17 | 中车青岛四方机车车辆股份有限公司 | Underframe assembly for rail vehicle and rail vehicle |
| CN210126528U (en) * | 2019-06-04 | 2020-03-06 | 中车长春轨道客车股份有限公司 | Subway car tip chassis structure |
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