CA3196383A1 - Rail vehicle and underframe thereof - Google Patents
Rail vehicle and underframe thereofInfo
- Publication number
- CA3196383A1 CA3196383A1 CA3196383A CA3196383A CA3196383A1 CA 3196383 A1 CA3196383 A1 CA 3196383A1 CA 3196383 A CA3196383 A CA 3196383A CA 3196383 A CA3196383 A CA 3196383A CA 3196383 A1 CA3196383 A1 CA 3196383A1
- Authority
- CA
- Canada
- Prior art keywords
- underframe
- side beam
- plate
- upright plate
- stainless steel
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
Classifications
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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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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Body Structure For Vehicles (AREA)
- Arc Welding In General (AREA)
- Refuge Islands, Traffic Blockers, Or Guard Fence (AREA)
Abstract
A rail vehicle and an underframe thereof, the underframe comprising a middle underframe (11), end underframes (12), and transitional connection structures (13) that are fixedly connected between the middle underframe and the end underframes; an end underframe edge beam (123) is a double-edged beam structure, that comprises a low alloy steel edge beam (1231) that is weldingly connected to one end of a bolster (121) and a stainless steel edge beam (1232) that is weldingly connected to a side of the low alloy steel edge beam far from the bolster; a coupler mounting base (126) is fixedly installed to a side of an end underframe end beam (122) that is far from the bolster; a traction beam (124) is oppositely disposed to the end underframe end beam at the end of the coupler mounting base; the middle underframe comprises two middle underframe edge beams (111) provided with arc-shaped openings (1111) for forming gateways, at least one middle underframe middle beam (112), a cross beam (113), a middle underframe floorboard (114) and a gateway reinforcement structure; and the middle underframe middle beam is provided in parallel to the middle underframe edge beam. The underframe has the features of facilitating passengers to get on and off a vehicle, reducing the cross-sectional area of an edge beam, improving structural strength, and enabling a stainless steel sidewall and an underframe to be firmly welded.
Description
Rail Vehicle and Underframe Thereof FIELD OF THE INVENTION
[0001] The present disclosure relates to rail vehicles, and more particularly to a rail vehicle and an underframe thereof.
BACKGROUND OF THE INVENTION
[0001] The present disclosure relates to rail vehicles, and more particularly to a rail vehicle and an underframe thereof.
BACKGROUND OF THE INVENTION
[0002] The underframe of the related rail vehicle is the most important bearing structure of the stainless steel car body. In the car body structure in North America, the underframe needs to bear a much higher load than the car underframe in other areas, so the importance of the underframe is more prominent. In the standard of railway vehicles for passengers in APTA PR-CS-S-034-99 in North America, the design and manufacture standard requires that the car body should bear 3560KN of car end compression.
For the car body structure without a collision energy management system, it should be able to bear the coupler compression load of 2224KN. For the car body structure with a collision energy management system, it should be able to bear the coupler compression load not less than 1.25 times the shear load of the retractable coupler. With comparison, Chinese EMU has EN 12663 P-I1 standard with a coupler compression load of 1500KN, Chinese subway mostly has EN 12663 P-III standard with a coupler compression load of 800KN, Chinese carbon steel train has TB1335 standard with couplers compression load of 1180KN, UIC566 train has standard with compression load of car end where buffer positioned is 2000KN, JIS 7105 train and Shinkansen EMU has standard with couplers compression load of 980KN.
For the car body structure without a collision energy management system, it should be able to bear the coupler compression load of 2224KN. For the car body structure with a collision energy management system, it should be able to bear the coupler compression load not less than 1.25 times the shear load of the retractable coupler. With comparison, Chinese EMU has EN 12663 P-I1 standard with a coupler compression load of 1500KN, Chinese subway mostly has EN 12663 P-III standard with a coupler compression load of 800KN, Chinese carbon steel train has TB1335 standard with couplers compression load of 1180KN, UIC566 train has standard with compression load of car end where buffer positioned is 2000KN, JIS 7105 train and Shinkansen EMU has standard with couplers compression load of 980KN.
[0003] The underframe structures of two types of double decker train in North America are different due to the different doorway positions. The first type of double decker train is made of stainless steel, and the door is provided at the end underframe position, so that passengers can only use the side door with multi-steps near the end of the car while getting on and off from the low platform, and passengers with wheelchairs cannot board the train smoothly from the low platform. And the first type of the double decker train includes a stainless steel side beam with a large cross-section extended from one end of the underframe to the other end of the underframe and an intermediate underframe including partial side walls on two sides, and the underframe is similar to a ship-shaped structure, without a collision energy-absorbing management system, and unable to mount the retractable coupler on the underframe. The second type of double decker train provides a side door located in the middle of the passenger compartment, and there is no side beam through the whole length of the car body. There is no middle beam in the intermediate underframe, and the side beam of the intermediate underframe needs to have a large section to bear, which limits the adjustment space of the plane section of the car. The outer surface of a low alloy steel car has a coating that increases weight. If the outer surface is changed into stainless steel uncoated structure, the side wall needs to be changed into stainless steel, and the side beam of the end underframe and the side beam of the intermediate underframe in contact with the side wall must also be changed into stainless steel. Because low alloy steel and stainless steel are spot welded, and there is almost no nugget on one side of low alloy steel, the welding is unqualified. However, there is no thick plate in stainless steel, and it is difficult to meet the strength requirements of the car body by simply changing materials. The intermediate underframe is made of ordinary low alloy steel, which has a poor anticorrosion effect.
SUMMARY OF THE INVENTION
SUMMARY OF THE INVENTION
[0004] The embodiment of the present disclosure provides a rail vehicle and an underframe thereof. The underframe has the advantages of facilitating passengers to get on and off the train, reducing the cross-sectional area of the side beam of the intermediate underframe, increasing the available space in the car, improving the structural strength, and firmly welding between the stainless steel side wall and the underframe.
[0005] According to a first aspect of the embodiment of the present disclosure, an underframe of a rail vehicle is provided, including an intermediate underframe and an end underframe arranged at two ends of the intermediate underframe, further including a transition connecting structure fixedly connected between the intermediate underframe and the end underframe.
[0006] The end underframe includes a bolster beam, an end beam of the end underframe, a side beam of the end underframe, a draft beam, and a floor of the end underframe. The side beam of the end underframe is a double-sided beam structure, and the side beam of the end underframe includes a low-alloy steel side beam welded to one end of the bolster beam and a stainless steel side beam welded to one side of the low-alloy steel side beam away from the bolster beam. The end beam of the end underframe is fixedly mounted with a coupler mounting seat to mount a retractable coupler on one side away from the bolster beam. The draft beam is fixedly connected with the end beam of the end underframe and the bolster beam. The draft beam and the coupler mounting seat are corresponding to each other across the end beam of the end underframe.
[0007] The intermediate underframe includes two side beams of the intermediate underframe arranged with an arc opening to form a doorway, at least one middle beam, a cross beam, a floor of the intermediate underframe, and a doorway reinforcing structure arranged around the arc opening. The two side beams of the intermediate underframe are relatively arranged and both extended along the longitudinal direction of the intermediate underframe. The middle beam of the intermediate underframe is arranged in parallel with the side beam of the intermediate underframe. The cross beam is fixedly connected between the side beam of the intermediate underframe and the middle beam of the intermediate underframe.
[0008] In some alternative embodiments, the transition connecting structure includes two corresponding side transition beams, at least one intermediate transition beam arranged between the two side transition beams, and a connecting plate welded between the side transition beams and the intermediate transition beam.
[0009] The intermediate transition beam is fixedly connected between the end underframe and the middle beam of the intermediate underframe.
[0010] The side transition beam is fixedly connected between the side beam of the end underframe and the side beam of the intermediate underframe.
[0011] In some alternative embodiments, the intermediate transition beam is made of stainless steel material.
[0012] The side transition beam is made of low alloy steel material.
[0013] In some alternative embodiments, the coupler mounting seat is a hollow structure, and the end of the coupler mounting seat away from the end underframe is provided with a coupler mounting surface.
[0014] The end beam of the end underframe is provided with a retracting through hole arranged in a case where the retractable coupler is retracted from the coupler mounting seat towards the draft beam.
[0015] The draft beam is provided with a retracting space to receive the retractable coupler.
[0016] In some alternative embodiments, the coupler mounting seat is a rectangular tubular structure, and the coupler mounting seat is provided with a plurality of through holes with a thickness of penetrating the wall.
[0017] In some alternative embodiments, the through holes are uniformly disposed along the circumferential direction of the coupler mounting seat and are disposed at the edges of the coupler mounting seat.
[0018] In some alternative embodiments, the low alloy steel side beam includes a U-shaped channel steel side beam with an opening facing the draft beam and an upright plate to cover the opening.
[0019] The stainless steel side beam is a U-shaped stainless steel side beam, and the U-shaped stainless steel side beam is sleeved on the outer peripheral surface of one side of the U-shaped channel steel side beam away from the draft beam.
[0020] Along the longitudinal direction of the U-shaped channel steel side beam extended, a plurality of reinforcing plates of the side beam of the end underframe are welded in a cavity surrounded by the U-shaped channel steel side beam and the upright plate.
[0021] In some alternative embodiments, the draft beam includes a first upright plate, a second upright plate, a top plate, a partition plate, and a bottom plate.
[0022] The first upright plate and the second upright plate are arranged in parallel with the side beam of the end underframe.
[0023] The bottom plate and the top plate are arranged in the horizontal direction and welded between the first upright plate and the second upright plate.
[0024] The partition plate is welded to the first upright plate and the second upright plate, and is vertically located between the bottom plate and the top plate.
[0025] In some alternative embodiments, the heights of both the first upright plate and the second upright plate are gradually reduced in a direction from the end underframe toward the intermediate underframe.
[0026] In some alternative embodiments, the doorway reinforcing structure includes a doorway reinforcing beam welded to the inner side of the side beam of the intermediate underframe and corresponding to the arc opening, a plurality of reinforcing plates connected to the arc opening side of the side beam of the intermediate underframe and arranged in the horizontal direction, and a blocking plate welded to the side of the arc opening of the side beam of the intermediate underframe.
[0027] The doorway reinforcing beam is attached to the inner side of the side beam of the intermediate underframe. Along the longitudinal direction of the intermediate underframe, the length of the doorway reinforcing beam is larger than the length of the arc opening.
[0028] In some alternative embodiments, the side beam of the intermediate underframe includes a first end side beam, a middle side beam, and a second end side beam welded and connected in sequence along the longitudinal direction of the intermediate underframe.
[0029] The middle side beam is made of a stainless steel with a thickness of 5mm.
[0030] The first end side beam and the second end side beam are made of stainless steel with a thickness of 6mm.
[0031] The weld beads of the middle side beam, the first end side beam, and the second end side beam are located in the middle of the doorway.
[0032] In some alternative embodiments, the first end side beam, the middle side beam, and the second end side beam are each provided with protrusions facing one side of the doorway reinforcing beam at the arc opening.
[0033] The doorway reinforcing beam is provided with a side surface form-fitted with the protrusions.
[0034] In some alternative embodiments, the present disclosure further includes a foot pedal fixedly mounted on the bottom of the side beam of the intermediate underframe and corresponding to the arc opening.
[0035] In some alternative embodiments, the intermediate underframe further includes a triangular reinforcing plate fixedly connected between the side beam of the intermediate underframe and the middle beam of the intermediate underframe.
[0036] A plurality of anti-buckling plates to prevent the underframe from buckling are welded on the top surface of the middle beam of the intermediate underframe, and the anti-buckling plates are fixedly connected to the middle beam of the intermediate underframe and the cross beam arranged on two sides of the middle beam of the intermediate underframe.
[0037] The middle beam of the intermediate underframe is a rectangular tubular structure.
[0038] The floor of the intermediate underframe is a stainless steel corrugated plate.
[0039] According to the second aspect of the embodiment of the present disclosure, a rail vehicle is further provided, which includes any one of the underframes provided by the technical proposal.
[0040] The rail vehicle and the underframe thereof provided in the embodiment of the present disclosure have the following beneficial effects:
[0041] The underame has a non-ship-shaped structure. The intermediate underframe and the end underframe are fixedly connected by the transition connecting structure, and the arc opening to form the doorway is arranged on the side beam of the intermediate underframe, so that that doorway can be arranged on the portion of the intermediate underframe. The height of the doorway is reduced, and the foot pedal is arranged under the doorway, which is convenient for passengers to get on and off, so that rail vehicles are more suitable to operate with a low platform operation environment, especially convenient for people with difficulties to board through a small slope wheelchair ramp with one end placed at the doorway and one end placed on the platform. The intermediate underframe is not only provided with the side beams of the intermediate underframe, but also with at least one middle beam of the intermediate underframe between the side beams of the intermediate underframe, which can share the load of the side beams of the intermediate underframe, reduce the cross-sectional area of the side beams of the intermediate underframe, and improve the compression load that the underframe can bear. The side beam of the end underframe has a double-sided beam structure, and includes a low alloy steel side beam welded to one end of the bolster beam and a stainless steel side beam welded to the low alloy steel side beam. The low alloy steel side beam is convenient to weld with the bolster beam, while the stainless steel side beam is convenient to weld with the stainless steel side wall, so that the stainless steel side wall and the end underframe can be firmly welded, and the connection strength between the side wall and the end underframe is improved. Moreover, the coupler mounting seat to mount the retractable coupler is mounted on the end underframe, and the retractable coupler can be employed through the coupler mounting seat, and the retractable coupler can be retracted and absorb energy during a collision, which is conducive to improving the safety of passengers during the collision of the rail vehicle.
[0042] Therefore, the underframe has the advantages of facilitating passengers to get on and off the train, reducing the cross-sectional area of the side beam of the intermediate underframe, increasing the available space in the car, improving the structural strength and firmly welding between the stainless steel side wall and the end underframe.
BRIEF DESCRIPTION OF THE DRAWINGS
BRIEF DESCRIPTION OF THE DRAWINGS
[0043] The drawings illustrated herein serve to provide a further understanding of and constitute a part of this present disclosure, and the illustrative embodiments of this present disclosure and the description thereof are used to explain this present disclosure and are not unduly limiting. In the drawings:
[0044] Fig. 1 is a structural schematic view of an underframe provided by the embodiment of the present disclosure.
[0045] Fig. 2 is a partially enlarged structural schematic view of the underframe provided in Fig. 1 in area A.
[0046] Fig. 3 is a partial structural schematic view of a transition connecting structure of the underframe provided in Fig. 1.
[0047] Fig. 4 is a structural schematic view of the end underframe of the underframe provided in Fig. 1.
[0048] Fig. 5 is a structural schematic view of the end underframe of the underframe provided in Fig. 1 at another angle.
[0049] Fig. 6 is a structural schematic view of a side beam of the end underframe provided in Fig. 4.
[0050] Fig. 7 is a sectional structural view of the side beam of the end underframe provided in Fig. 6 along line B-B.
[0051] Fig. 8 is a structural schematic view of the intermediate underframe of the underframe provided in Fig. 1.
[0052] Fig. 9 is a structural schematic view of a doorway portion of the underframe provided in Fig. 1.
[0053] Fig. 10 is a structural schematic view of the doorway portion of the intermediate underframe provided in Fig. 8.
[0054] REFERENCES IN THE DRAWINGS:
[0055] 1-underframe; 11-intermediate underframe; 12-end underframe; 13-transition connecting structure; 14-foot pedal;
[0056] 111-side beam of intermediate underframe; 112-middle beam of intermediate underframe; 113-cross beam; 114-floor of the intermediate underframe; 115-doorway reinforcing beam; 116-reinforcing plate; 117-blocking plate; 118-triangular reinforcing plate;
119-anti-buckling plate; 1111-arc opening; 1112-first end side beam; 1113-middle side beam; 1114-second end side beam;
119-anti-buckling plate; 1111-arc opening; 1112-first end side beam; 1113-middle side beam; 1114-second end side beam;
[0057] 121-bolster beam; 122-end beam of the end underframe; 123-side beam of the end underframe; 124-draft beam; 125-floor of the end underframe; 126-coupler mounting seat; 1231-low alloy steel side beam; 1232-stainless steel side beam; 1233-reinforcing plate of the side beam of the end underframe; 1261-through hole; 12311-U-shaped channel steel side beam; 12312-upright plate;
[0058] 131-side transition beam; 132-intermediate transition beam; 133-connecting plate.
DETAILED DESCRIPTION OF THE EMBODIMENTS
DETAILED DESCRIPTION OF THE EMBODIMENTS
[0059] In order to clarify the technical solutions and advantages of the embodiments of the present disclosure, the following further detailed description of the exemplary embodiments of the present disclosure is given in conjunction with the accompanying drawings, and it is apparent that the described embodiments are only a part of the embodiments of the present disclosure, and are not exhaustive of all embodiments. It should be noted that the embodiments in the present disclosure and the features in the embodiments can be combined with each other without conflict.
[0060] The embodiment of the present disclosure provides a rail vehicle and an underframe of a car body thereof, wherein the rail vehicle includes a car body, and the car body can include any one of the underframe provided by the following embodiments. The practical structure of the underframe can refer to the following embodiments.
[0061] As shown in Fig. 1, an underframe 1 for a rail vehicle includes an intermediate underframe 11, an end underframe 12 arranged at two ends of the intermediate underframe 11, and a transition connecting structure 13 fixedly connected between the intermediate underframe 11 and the end underframe 12. The practical structure of the intermediate underframe 11 can be referred to Fig. 8. The practical structure of the end underframe 12 can be referred to Figs. 4 and 5. The practical structure of the transition connecting structure 13 can be referred to Fig. 3. As shown in Fig. 1, two ends of the intermediate underframe 11 are respectively provided with an end underframe 12, wherein one end of the intermediate underframe 11 is mounted with one end underframe 12 through one transition connecting structure 13, and the other end is mounted with another end underframe 12 through another transition connecting structure 13. As shown in Figs. 1 and 3, the transition connecting structure 13 is arranged inclinedly to fixedly connect the end underframe 12 and the intermediate underframe 11 with a height difference therebetween.
The transition connecting structure 13 can be made of a stainless steel material and transmits a compressive load from the end underframe 12 to the intermediate underframe 11.
The transition connecting structure 13 can be made of a stainless steel material and transmits a compressive load from the end underframe 12 to the intermediate underframe 11.
[0062] The end underframe 12 includes a bolster beam 121, an end beam 122 of the end underframe, a side beam 123 of the end underframe, a draft beam 124, and a floor 125 of the end underframe. The side beam 123 of the end underframe is a double-sided beam structure, and the side beam 123 of the end underframe includes a low-alloy steel side beam 1231 welded to one end of the bolster beam 121 and a stainless steel side beam 1232 welded to one side of the low-alloy steel side beam 1231 away from the bolster beam 121. The end beam 122 of the end underframe is fixedly mounted with a coupler mounting seat 126 to mount a retractable coupler on one side away from the bolster beam 121. The draft beam 124 is fixedly connected with the end beam 122 of the end underframe and the bolster beam 121. The draft beam 124 is arranged corresponding to the coupler mounting seat 126 on the underframe end beam 122. As shown in Figs. 4, 5, 6, and 7, along the width direction of the underframe 1, the end underframe 12 is provided with two corresponding side beams 123 of the end underframe. The side beam 123 of the end underframe is a double-sided beam structure, including a low-alloy steel side beam 1231 and a stainless steel side beam 1232 stacked arranged. The low-alloy steel side beam 1231 is welded to the bolster beam 121. Since the bolster beam 121 is made of low-alloy steel, the low-alloy steel side beam 1231 can be melted and welded to the bolster beam 121, so that the low-alloy steel side beam 1231 and the bolster beam 121 can be firmly connected. Since both the stainless steel side beam 1232 and the stainless steel side wall are made of a stainless steel material, spot welding with the stainless steel side wall is facilitated by the stainless steel side beam 1232 arranged outside the side beam 123 of the end underframe, thereby improving the connection strength between the side beam 123 of the end underframe and the side wall. The low alloy steel side beam 1231 and the stainless steel side beam 1232 can be welded by fusion welding, and the weld bead can be shielded inside, thereby improving the connection strength and reliability between the end underframe 12 and the side wall. The coupler mounting seat 126 to mount a retractable coupler is provided on the end underframe 12. During the collision of the rail vehicle, the crushing pipe of the retractable coupler can generate compression deformation by absorbing impact force. In a case where the load borne by the coupler exceeds the shearing load of the coupler, the coupler can be retracted toward the bottom of the end underframe 12 without being blocked by the car body, thereby preventing the coupler from directly transmitting collision force to the car body, facilitating other energy absorbing devices to be triggered to participate in energy-absorbing during the shearing and retraction of the coupler, instead of directly deforming the car body, and improving the safety of the rail vehicle.
[0063] The intermediate underframe 11 includes two side beams 111 of the intermediate underframe arranged with an arc opening 1111 to form a doorway, at least one middle beam 112 of the intermediate underframe, a cross beam 113, a floor 114 of the intermediate underframe and a doorway reinforcing structure arranged around the arc opening 1111.
The two side beams 111 of the intermediate underframe are relatively arranged and both extended along the longitudinal direction of the intermediate underframe 11.
The middle beam 112 of the intermediate underframe is arranged in parallel with the side beam 111 of the intermediate underframe. The cross beam 113 is fixedly connected between the side beam 111 of the intermediate underframe and the middle beam 112 of the intermediate underframe. As shown in Figs. 1, 2, 3 and 8, the intermediate underframe 11 is provided with not only two side beams 111 of the intermediate underframe, but also with two middle beams 112 of the intermediate underfrarne between the two side beams 111 of the intermediate underframe. By providing a through middle beam 112 of the intermediate underframe, so that the intermediate underframe 11 can not only be supported by the side beam 111 of the intermediate underframe, but also the load borne by the side beam 111 of the intermediate underframe can be shared by the middle beam 112 of the intermediate underframe, thereby reducing the load borne by the side beam 111 of the intermediate underframe, thereby reducing the structural size and cross-sectional area of the side beam 111 of the intermediate underframe, reducing the cross-sectional height of the side beam 111 of the intermediate underframe, and providing more effective space in height for the rail vehicle. The intermediate underframe 11 is made of stainless steel material, and the intermediate underframe 11 of the embodiment of the present disdosure is advantageous in improving anticorrosion performance compared with the related intermediate underframe made of carbon steel material. The amount of middle beam of the intermediate underframe 112 is not limited to two as shown in Fig. 1 but can be one, three, or more and the specific number and position can be disposed according to actual requirement. As shown in Figs. 1 and 8, the arc opening 1111 to form a doorway is provided in the side beam 111 of the intermediate underframe. Two arc openings 1111 are arranged on each side beam 111 of the intermediate underframe, and the arc openings 1111 are arranged close to the side of the end underframe 12. Because the height of the intermediate underframe 11 is relatively low, the doorway is arranged on the intermediate underframe 11, which is convenient for passengers to get on and off the train, and is more suitable for operating in a low platform environment, especially for people with mobility difficulties to board the train through wheelchair ramp.
The two side beams 111 of the intermediate underframe are relatively arranged and both extended along the longitudinal direction of the intermediate underframe 11.
The middle beam 112 of the intermediate underframe is arranged in parallel with the side beam 111 of the intermediate underframe. The cross beam 113 is fixedly connected between the side beam 111 of the intermediate underframe and the middle beam 112 of the intermediate underframe. As shown in Figs. 1, 2, 3 and 8, the intermediate underframe 11 is provided with not only two side beams 111 of the intermediate underframe, but also with two middle beams 112 of the intermediate underfrarne between the two side beams 111 of the intermediate underframe. By providing a through middle beam 112 of the intermediate underframe, so that the intermediate underframe 11 can not only be supported by the side beam 111 of the intermediate underframe, but also the load borne by the side beam 111 of the intermediate underframe can be shared by the middle beam 112 of the intermediate underframe, thereby reducing the load borne by the side beam 111 of the intermediate underframe, thereby reducing the structural size and cross-sectional area of the side beam 111 of the intermediate underframe, reducing the cross-sectional height of the side beam 111 of the intermediate underframe, and providing more effective space in height for the rail vehicle. The intermediate underframe 11 is made of stainless steel material, and the intermediate underframe 11 of the embodiment of the present disdosure is advantageous in improving anticorrosion performance compared with the related intermediate underframe made of carbon steel material. The amount of middle beam of the intermediate underframe 112 is not limited to two as shown in Fig. 1 but can be one, three, or more and the specific number and position can be disposed according to actual requirement. As shown in Figs. 1 and 8, the arc opening 1111 to form a doorway is provided in the side beam 111 of the intermediate underframe. Two arc openings 1111 are arranged on each side beam 111 of the intermediate underframe, and the arc openings 1111 are arranged close to the side of the end underframe 12. Because the height of the intermediate underframe 11 is relatively low, the doorway is arranged on the intermediate underframe 11, which is convenient for passengers to get on and off the train, and is more suitable for operating in a low platform environment, especially for people with mobility difficulties to board the train through wheelchair ramp.
[0064] As shown in Fig. 1, the underframe 1 has a non-ship-shaped structure.
The intermediate underframe 11 and the end underframe 12 are fixedly connected by the transition connecting structure 13, and the arc opening 1111 to form the doorway is arranged on the side beam 111 of the intermediate underframe, so that that doorway can be arranged on the portion of the intermediate underframe 11. The height of the doorway is reduced. The foot pedal is arranged under the doorway, and the foot pedal is convenient for passengers to get on and off, so that rail vehicles are more suitable to operate with a low platform environment, especially convenient for people with difficulties to board the train through a wheelchair ramp. The intermediate underframe 11 is not only provided with the side beams 111 of the intermediate underframe, but also with at least one middle beam 112 of the intermediate underframe between the side beams 111 of the intermediate underframe. The middle beam 112 of the intermediate underframe can share the load of the side beams 111 of the intermediate underframe, reduce the cross-sectional area of the side beams 111 of the intermediate underframe, and improve the compression load that the underframe 1 can bear. The side beam 123 of the end underframe 12 has a double-sided beam structure, and includes a low alloy steel side beam 1231 welded to one end of the bolster beam 121 and a stainless steel side beam 1232 welded to the low alloy steel side beam 1231. The low alloy steel side beam 1231 is convenient to weld with the bolster beam 121, while the stainless steel side beam 1232 is convenient to weld with the stainless steel side wall, so that the stainless steel side wall and the end underframe 12 can be firmly welded, and the connection strength between the side wall and the end underframe 12 is improved. Moreover, a coupler mounting seat 126 to mount a retractable coupler is mounted on the end underframe 12. The retractable coupler can be employed with the coupler mounting seat 126, during a collision, the retractable coupler absorbs part of collision energy and then is sheared and retracted. During the retraction, the coupler does not contact the car body in the rear, so that the collision load exceeding the shear force of the coupler is not directly transmitted to the car body, which is convenient for other energy absorbing devices to be triggered to participate in energy-absorbing in a case where the coupler is retracted, instead of the car body directly deforming, thus being conducive to improving the safety of passengers during the collision of the rail vehicle.
The intermediate underframe 11 and the end underframe 12 are fixedly connected by the transition connecting structure 13, and the arc opening 1111 to form the doorway is arranged on the side beam 111 of the intermediate underframe, so that that doorway can be arranged on the portion of the intermediate underframe 11. The height of the doorway is reduced. The foot pedal is arranged under the doorway, and the foot pedal is convenient for passengers to get on and off, so that rail vehicles are more suitable to operate with a low platform environment, especially convenient for people with difficulties to board the train through a wheelchair ramp. The intermediate underframe 11 is not only provided with the side beams 111 of the intermediate underframe, but also with at least one middle beam 112 of the intermediate underframe between the side beams 111 of the intermediate underframe. The middle beam 112 of the intermediate underframe can share the load of the side beams 111 of the intermediate underframe, reduce the cross-sectional area of the side beams 111 of the intermediate underframe, and improve the compression load that the underframe 1 can bear. The side beam 123 of the end underframe 12 has a double-sided beam structure, and includes a low alloy steel side beam 1231 welded to one end of the bolster beam 121 and a stainless steel side beam 1232 welded to the low alloy steel side beam 1231. The low alloy steel side beam 1231 is convenient to weld with the bolster beam 121, while the stainless steel side beam 1232 is convenient to weld with the stainless steel side wall, so that the stainless steel side wall and the end underframe 12 can be firmly welded, and the connection strength between the side wall and the end underframe 12 is improved. Moreover, a coupler mounting seat 126 to mount a retractable coupler is mounted on the end underframe 12. The retractable coupler can be employed with the coupler mounting seat 126, during a collision, the retractable coupler absorbs part of collision energy and then is sheared and retracted. During the retraction, the coupler does not contact the car body in the rear, so that the collision load exceeding the shear force of the coupler is not directly transmitted to the car body, which is convenient for other energy absorbing devices to be triggered to participate in energy-absorbing in a case where the coupler is retracted, instead of the car body directly deforming, thus being conducive to improving the safety of passengers during the collision of the rail vehicle.
[0065] Therefore, the underframe 1 has the advantages of facilitating passengers to get on and off the train, reducing the cross-sectional area of the side beam 111 of the intermediate underframe, increasing the available space in the car, improving the structural strength and firmly welding between the stainless steel side wall 12 and the end underframe.
[0066] In a practical embodiment, as shown in Figs. 1 and 3, the transition connecting structure 13 includes two corresponding side transition beams 131, at least one intermediate transition beam 132 arranged between the two side transition beams 131, and a connecting plate 133 welded between the side transition beams 131 and the intermediate transition beam 132. The intermediate transition beam 132 is fixedly connected between the end underframe 12 and the middle beam 112 of the intermediate underframe. The side transition beam 131 is fixedly connected between the side beam 123 of the end underframe and the side beam 111 of the intermediate underframe.
The intermediate transition beam 132 is made of stainless steel. The side transition beam 131 is made of low alloy steel.
The intermediate transition beam 132 is made of stainless steel. The side transition beam 131 is made of low alloy steel.
[0067] As shown in Fig. 3, the transition connecting structure 13 is provided with two side transition beams 131, the side transition beams 131 correspond one-to-one with the side beam 123 of the end underframe 12 and the side beam 111 of the intermediate underframe 12, and the side beam 123 of the end underframe and the side beam 111 of the intermediate underframe on the same side of the underframe 1 are fixedly connected through the side transition beams 131. The intermediate transition beam 132 corresponds one-to-one with the middle beam 112 of the intermediate underframe 11 and a longitudinal beam (not shown in the drawings) of the end underframe 12, and the middle beam 112 of the intermediate underfranne and the longitudinal beam of the end underframe 12 are fixedly connected by the intermediate transition beam 132, thereby realizing load transition between the end underframe 12 and the intermediate underframe 11. The location and the amount of the intermediate transition beam 132 may correspond one-to-one with the middle beam 112 of the intermediate underframe. The transition connecting structure 13 has the above structure, which can ensure the connection strength and rigidity between the end underframe 12 and the intermediate underframe 11, and meet the index requirements of passenger railway vehicles.
[0068] As shown in Figs. 4 and 5, the coupler mounting seat 126 has a hollow structure, and a coupler mounting surface is provided at the end of the coupler mounting seat 126 away from the end underframe 12, so that the retractable coupler can be smoothly retracted during the collision of the rail vehicle. The end beam 122 of the end underframe is provided with a retracting through hole arranged where the retractable coupler is retracted from the coupler mounting seat 126 towards the draft beam 124. The draft beam 124 is provided with a retracting space to receive the retractable coupler.
Alternatively, the coupler mounting seat 126 can be in a rectangular tubular structure and is provided with a plurality of through holes 1261 with a thickness of penetrating the wall. The through holes 1261 are uniformly disposed along the circumferential direction of the coupler mounting seat 126 and are disposed at the edges of the coupler mounting seat 126. To facilitate the connection of the coupler mounting seat 126 with the end underframe 12 and the retractable coupler, connecting flanges (not shown in the drawings) can be provided at two ends of the coupler mounting seat 126. The through hole 1261 can be provided on the edge of the coupler mounting seat 126 or on the side surface of the coupler mounting seat 126. That is, the arranging position and the amount of the through hole 1261 can be determined according to the actual situation, and is not limited to the coupler mounting seat 126 shown in Figs. 4 and 5. The coupler mounting seat 126 can be a hollow steel casting.
Alternatively, the coupler mounting seat 126 can be in a rectangular tubular structure and is provided with a plurality of through holes 1261 with a thickness of penetrating the wall. The through holes 1261 are uniformly disposed along the circumferential direction of the coupler mounting seat 126 and are disposed at the edges of the coupler mounting seat 126. To facilitate the connection of the coupler mounting seat 126 with the end underframe 12 and the retractable coupler, connecting flanges (not shown in the drawings) can be provided at two ends of the coupler mounting seat 126. The through hole 1261 can be provided on the edge of the coupler mounting seat 126 or on the side surface of the coupler mounting seat 126. That is, the arranging position and the amount of the through hole 1261 can be determined according to the actual situation, and is not limited to the coupler mounting seat 126 shown in Figs. 4 and 5. The coupler mounting seat 126 can be a hollow steel casting.
[0069] As shown in Figs. 6 and 7, the low alloy steel side beam 1231 includes a U-shaped channel steel side beam 12311 with an opening facing the draft beam 124 and an upright plate 12312 to cover the opening. The stainless steel side beam 1232 is a U-shaped stainless steel side beam 1232, and the U-shaped stainless steel side beam 1232 is sleeved on the outer peripheral surface of one side of the U-shaped channel steel side beam 12311 away from the draft beam 124. Along the longitudinal direction of the U-shaped channel steel side beam 12311 extended, a plurality of reinforcing plates 1233 of the side beam 12311 of the end underframe are welded in a cavity surrounded by the U-shaped channel steel side beam 12311 and the upright plate 12312.
[0070] In the assembly process of the car body, the U-shaped stainless steel side beam 1232 is convenient for welding with the stainless steel side plate of the side wall, and the U-shaped channel steel side beam 12311 is convenient for welding with carbon steel components such as the cross beam of the end underframe and the bolster beam 121.
Therefore, the side beam 123 of the end underframe with a double-layer structure is suitable for the stainless steel car body. With the upright plate 12312 arranged inside the stainless steel side beam 1232 and the reinforcing plate 1233 of the side beam of the end underframe, the whole structure of the side beam 123 of the end underframe can form a stable box structure, which can greatly improve the anti-compression performance of the coupler, and make the car body structure meet the bearing requirements of heavy compression conditions (for example, compression of 3560kN).
Therefore, the side beam 123 of the end underframe with a double-layer structure is suitable for the stainless steel car body. With the upright plate 12312 arranged inside the stainless steel side beam 1232 and the reinforcing plate 1233 of the side beam of the end underframe, the whole structure of the side beam 123 of the end underframe can form a stable box structure, which can greatly improve the anti-compression performance of the coupler, and make the car body structure meet the bearing requirements of heavy compression conditions (for example, compression of 3560kN).
[0071] As shown in Fig. 5, the draft beam 124 includes a first upright plate (not shown in the drawings), a second upright plate (not shown in the drawings), a top plate (not shown in the drawings), a partition plate (not shown in the drawings), and a bottom plate (not shown in the drawings). The first upright plate and the second upright plate are arranged in parallel with the side beam 123 of the end underframe. Along the direction from the end underframe 12 toward the intermediate underframe 11, the heights of the first upright plate and the second upright plate are gradually reduced. The bottom plate and the top plate are arranged in the horizontal direction and welded between the first upright plate and the second upright plate. The partition plate is welded to the first upright plate and the second upright plate, and is vertically located between the bottom plate and the top plate.
[0072] The draft beam 124 is formed by welding a plurality of plates and forms a box-shaped structure, so that the draft beam 124 has relatively higher structural strength and rigidity during normal operation, and the retractable coupler can be smoothly retracted from the outside of the end underframe 12 to the side of the draft beam 124 under the extrusion of collision energy during the collision of the rail vehicle.
[0073] In order to improve the structural strength of the intermediate underframe 11, the doorway reinforcing structure is provided in the surrounding area where the intermediate underframe 11 is provided with a doorway, as shown in Figs. 9 and 10. The doorway reinforcing structure includes a doorway reinforcing beam 115 welded to the inner side of the side beam 111 of the intermediate underframe and corresponding to the position of the arc opening 1111, a plurality of reinforcing plates 116 welded to the arc opening 1111 side of the side beam 111 of the intermediate underframe and disposed in the horizontal direction, and a blocking plate 117 welded to the arc opening 1111 side of the side beam 111 of the intermediate underframe. The doorway reinforcing beam 115 is attached to the inner side of the side beam 111 of the intermediate underframe. Along the longitudinal direction of the intermediate underframe 11, the length of the doorway reinforcing beam 115 is larger than the length of the arc opening 1111.
[0074] With the doorway reinforcing beam 115, the reinforcing plate 116, and the blocking plate 117 arranged around the doorway, the side beam 111 of the intermediate underframe having the arc opening 1111 can be partially structurally strengthened, so that the structural strength and rigidity of the intermediate underframe 11 can prevent from being reduced due to the arc opening 1111, and the structural strength and rigidity of the underframe 1 can be increased through the doorway reinforcement structure, so that the underframe 1 can meet the customer's requirements.
[0075] In order to make the side beam 111 of the intermediate underframe not only have sufficient structural strength, but also reduce the weight and realize the lightweight design, as shown in Figs. Band 10. The side beam 111 of the intermediate underframe includes a first end side beam 1112, a middle side beam 1113, and a second end side beam which are welded in sequence along the longitudinal direction of the intermediate underframe 11. The middle side beam 1113 is made of a stainless steel with a thickness of 5mm. The first end side beam 1112 and the second end side beam 1114 are made of stainless steel with a thickness of 6mm. The weld beads of the middle side beam 1113, the first end side beam 1112, and the second end side beam 1114 are located in the middle of the doorway.
[0076] Since a first end side beam 1112 and a second end side beam 1114 made of 6mm thick stainless steel plate are employed at the end of the intermediate underframe 11, the structural strength of the intermediate underframe 11 around the doorway can be improved.
The structural strength of the side beam 111 of the intermediate underframe is prevented from being reduced by the arc opening 1111 provided in the side beam 111 of the intermediate underframe. And the middle side beam 1113 made of 5mm thickness stainless steel plate is employed in the middle of the intermediate underframe 11, so that the weight of the side beam 111 of the intermediate underframe can be reduced on the premise that the structural strength requirement is met, which is conducive to the lightweight design of the underframe 1.
The structural strength of the side beam 111 of the intermediate underframe is prevented from being reduced by the arc opening 1111 provided in the side beam 111 of the intermediate underframe. And the middle side beam 1113 made of 5mm thickness stainless steel plate is employed in the middle of the intermediate underframe 11, so that the weight of the side beam 111 of the intermediate underframe can be reduced on the premise that the structural strength requirement is met, which is conducive to the lightweight design of the underframe 1.
[0077] Moreover, in order to further improve the structural strength and rigidity of the side beam 111 of the intermediate underframe at the end, as shown in Fig. 10, the first end side beam 1112, the middle side beam 1113, and the second end side beam 1114 are all provided with protrusions facing the doorway reinforcing beam 115 at the positions of the arc openings 1111. The doorway reinforcing beam 115 is provided with a side surface form-fitted with the protrusions. That is, along the width direction of the underframe 1, the width dimension of the side beam 111 of the intermediate underframe around the doorway is larger than the width dimension of other parts, thereby increasing the width dimension of the side beam 111 of the intermediate underframe around the doorway, further improving the structural strength and rigidity of the side beam 111 of the intermediate underframe around the doorway, and enabling the underframe 1 to meet the customer's requirements.
[0078] As shown in Fig. 9, the underframe 1 further includes a foot pedal 14 fixedly mounted to the bottom of the side beam 111 of the intermediate underframe and corresponding to the arc opening 1111. By additionally providing a foot pedal 14 at the bottom of the doorway, it is convenient for passengers to get on and off the train.
[0079] On the basis of the various embodiments described above, in order to further improve the structural strength of the underframe 1 and make the underframe 1 meet the requirements of compression and heavy load resistance (for example, compression of 3560kN), as shown in Fig. 2, the intermediate underframe 11 also includes a triangular reinforcing plate 118 fixedly connected between the side beam 111 of the intermediate underframe and the middle beam 112 of the intermediate underframe, and the triangular reinforcing plate 118 can be welded on the floor 114 of the intermediate underframe. A
plurality of anti-buckling plates 119 to prevent the underframe 1 from buckling are welded to the top surface of the middle beam 112 of the intermediate underframe, the anti-buckling plates 119 are fixedly connected to the middle beam 112 of the intermediate underframe and the cross beams 113 provided on two sides of the middle beam 112 of the intermediate underframe, and buckling of the underframe 1 under a large compressive load can be prevented by the anti-buckling plates 119. The middle beam 112 of the intermediate underframe is a rectangular tubular structure. The floor 114 of the intermediate underframe is a stainless steel corrugated plate, through which buckling of the low place floor in the middle can be prevented.
plurality of anti-buckling plates 119 to prevent the underframe 1 from buckling are welded to the top surface of the middle beam 112 of the intermediate underframe, the anti-buckling plates 119 are fixedly connected to the middle beam 112 of the intermediate underframe and the cross beams 113 provided on two sides of the middle beam 112 of the intermediate underframe, and buckling of the underframe 1 under a large compressive load can be prevented by the anti-buckling plates 119. The middle beam 112 of the intermediate underframe is a rectangular tubular structure. The floor 114 of the intermediate underframe is a stainless steel corrugated plate, through which buckling of the low place floor in the middle can be prevented.
[0080] Although some alternative embodiments of the present disclosure have been described additional changes and modifications can be made to these embodiments once the basic inventive concepts are known to those skilled in the art.
Accordingly, the appended claims are intended to be interpreted to encompass some alternative embodiments as well as all changes and modifications falling within the scope of the present disclosure.
Accordingly, the appended claims are intended to be interpreted to encompass some alternative embodiments as well as all changes and modifications falling within the scope of the present disclosure.
[0081] Apparently those skilled in the art may make various changes and modifications to the present disclosure without departing from the spirit and scope of the present disclosure. Thus the present disclosure is intended to include such modifications and variations provided that they fall within the scope of the claims and their equivalents.
Claims (20)
1. An underframe of a rail vehicle is provided, cornprising: an intermediate underframe and an end underframe arranged at two ends of the intermediate underframe, further comprising a transition connecting structure fixedly connected between the intermediate underframe and the end underframe;
wherein the end underframe includes a bolster beam, an end beam of the end underframe, a side beam of the end underframe, a draft beam and a floor of the end underframe, the side beam of the end underframe is a double-sided beam structure, the side beam of the end underframe includes a low-alloy steel side beam welded to one end of the bolster beam and a stainless steel side beam welded to one side of the low-alloy steel side beam away from the bolster beam, the end beam of the end underframe is fixedly mounted with a coupler mounting seat to mount a retractable coupler on one side away from the bolster beam, the draft beam is fixedly connected with the end beam of the end underframe and the bolster beam, and the draft beam and the coupler mounting seat are corresponding to each other across the end beam of the end underframe;
wherein the intermediate underframe includes two side beams of the intermediate underframe arranged with an arc opening to form a doorway, at least one middle beam, a cross beam, a floor of the intermediate underframe, and a doorway reinforcing structure arranged around the arc opening, the two side beams of the intermediate underframe are relatively arranged and both extended along the longitudinal direction of the intermediate underframe, the middle beam of the intermediate underframe is arranged in parallel with the side beam of the intermediate underframe, and the cross beam is fixedly connected between the side beam of the intermediate underframe and the middle beam of the intermediate underframe.
wherein the end underframe includes a bolster beam, an end beam of the end underframe, a side beam of the end underframe, a draft beam and a floor of the end underframe, the side beam of the end underframe is a double-sided beam structure, the side beam of the end underframe includes a low-alloy steel side beam welded to one end of the bolster beam and a stainless steel side beam welded to one side of the low-alloy steel side beam away from the bolster beam, the end beam of the end underframe is fixedly mounted with a coupler mounting seat to mount a retractable coupler on one side away from the bolster beam, the draft beam is fixedly connected with the end beam of the end underframe and the bolster beam, and the draft beam and the coupler mounting seat are corresponding to each other across the end beam of the end underframe;
wherein the intermediate underframe includes two side beams of the intermediate underframe arranged with an arc opening to form a doorway, at least one middle beam, a cross beam, a floor of the intermediate underframe, and a doorway reinforcing structure arranged around the arc opening, the two side beams of the intermediate underframe are relatively arranged and both extended along the longitudinal direction of the intermediate underframe, the middle beam of the intermediate underframe is arranged in parallel with the side beam of the intermediate underframe, and the cross beam is fixedly connected between the side beam of the intermediate underframe and the middle beam of the intermediate underframe.
2. The underframe according to claim 1, wherein the transition connecting structure includes two corresponding side transition beams, at least one intermediate transition beam arranged between the two side transition beams, and a connecting plate welded between the side transition beams and the intermediate transition beam;
wherein the intermediate transition beam is fixedly connected between the end underframe and the middle beam of the intermediate underframe;
wherein the side transition beam is fixedly connected between the side beam of the end underframe and the side beam of the intermediate underframe.
wherein the intermediate transition beam is fixedly connected between the end underframe and the middle beam of the intermediate underframe;
wherein the side transition beam is fixedly connected between the side beam of the end underframe and the side beam of the intermediate underframe.
3. The underframe according to claim 2, wherein the intermediate transition beam is made of stainless steel material;
wherein the side transition beam is made of low alloy steel material.
wherein the side transition beam is made of low alloy steel material.
4. The underframe according to claim 2, wherein the coupler mounting seat is a hollow structure, and the end of the coupler mounting seat away from the end underframe is provided with a coupler mounting surface;
wherein the end beam of the end underframe is provided with a retracting through hole arranged in a case where the retractable coupler is retracted from the coupler mounting seat towards the draft beam;
wherein the draft beam is provided with a retracting space to receive the retractable coupler.
wherein the end beam of the end underframe is provided with a retracting through hole arranged in a case where the retractable coupler is retracted from the coupler mounting seat towards the draft beam;
wherein the draft beam is provided with a retracting space to receive the retractable coupler.
5. The underfrarne according to claim 4, wherein the coupler mounting seat is a rectangular tubular structure, and the coupler mounting seat is provided with a plurality of through holes penetrating the wall thickness.
6. The underfrarne according to claim 5, wherein the through holes are uniformly disposed along the circumferential direction of the coupler mounting seat and the through holes are arranged on the edges of the coupler mounting seat.
7. The underframe according to claim 1, wherein the low alloy steel side beam includes a U-shaped channel steel side beam with an opening facing the draft beam and an upright plate to cover the opening;
wherein the stainless steel side beam is a U-shaped stainless steel side beam, and the U-shaped stainless steel side beam is sleeved on the outer peripheral surface of one side of the U-shaped channel steel side beam away from the draft beam;
wherein along the longitudinal direction of the U-shaped channel steel side beam extended, a plurality of reinforcing plates of the side beam of the end underframe are welded in a cavity surrounded by the U-shaped channel steel side beam and the upright plate.
wherein the stainless steel side beam is a U-shaped stainless steel side beam, and the U-shaped stainless steel side beam is sleeved on the outer peripheral surface of one side of the U-shaped channel steel side beam away from the draft beam;
wherein along the longitudinal direction of the U-shaped channel steel side beam extended, a plurality of reinforcing plates of the side beam of the end underframe are welded in a cavity surrounded by the U-shaped channel steel side beam and the upright plate.
8. The underframe according to claim 1, wherein the draft beam includes a first upright plate, a second upright plate, a top plate, a partition plate, and a bottom plate;
wherein the first upright plate and the second upright plate are arranged in parallel with the side beam of the end underframe;
wherein the bottom plate and the top plate are arranged in the horizontal direction and welded between the first upright plate and the second upright plate;
wherein the partition plate is welded to the first upright plate and the second upright plate, and is vertically located between the bottom plate and the top plate.
wherein the first upright plate and the second upright plate are arranged in parallel with the side beam of the end underframe;
wherein the bottom plate and the top plate are arranged in the horizontal direction and welded between the first upright plate and the second upright plate;
wherein the partition plate is welded to the first upright plate and the second upright plate, and is vertically located between the bottom plate and the top plate.
9. The underframe according to claim 7, wherein the heights of the first upright plate and the second upright plate are gradually reduced in a direction from the end underframe towards the intermediate underframe.
10. The underframe according to any one of claims 1 to 9, wherein the doorway reinforcing structure includes a doorway reinforcing beam welded to the inner side of the side beam of the intermediate underframe and corresponding to the arc opening, a plurality of reinforcing plates connected to the arc opening side of the side beam of the intermediate underframe and arranged in the horizontal direction, and a blocking plate welded to the side of the arc opening of the side beam of the intermediate underframe;
wherein the doorway reinforcing beam is attached to the inner side of the side beam of the intermediate underframe, along the longitudinal direction of the intermediate underframe, and the length of the doorway reinforcing beam is larger than the length of the arc opening.
wherein the doorway reinforcing beam is attached to the inner side of the side beam of the intermediate underframe, along the longitudinal direction of the intermediate underframe, and the length of the doorway reinforcing beam is larger than the length of the arc opening.
11. The underframe according to claim 10, wherein the side beam of the intermediate underframe includes a first end side beam, a middle side beam, and a second end side beam welded and connected in sequence along the longitudinal direction of the intermediate underframe;
wherein the middle side beam is made of a stainless steel with a thickness of 5mm;
wherein the first end side beam and the second end side beam are made of stainless steel with a thickness of 6mm;
wherein the weld beads of the middle side beam, the first end side beam, and the second end side beam are located in the middle of the doorway.
wherein the middle side beam is made of a stainless steel with a thickness of 5mm;
wherein the first end side beam and the second end side beam are made of stainless steel with a thickness of 6mm;
wherein the weld beads of the middle side beam, the first end side beam, and the second end side beam are located in the middle of the doorway.
12. The underframe according to claim 11, wherein the first end side beam, the middle side beam, and the second end side beam are each provided with protrusions facing one side of the doorway reinforcing beam at the arc opening;
wherein the doorway reinforcing beam is provided with a side surface form-fitted with the protrusions.
wherein the doorway reinforcing beam is provided with a side surface form-fitted with the protrusions.
13. The underframe according to any one of claims 1 to 9, further comprising a foot pedal fixedly mounted to the bottom of the side beam of the intermediate underframe and corresponding to the arc opening.
14. The underframe according to any one of claims 1 to 9, wherein the intermediate underframe further includes a triangular reinforcing plate fixedly connected between the side beam of the intermediate underframe and the middle beam of the intermediate underframe;
wherein a plurality of anti-buckling plates to prevent the underframe from buckling are welded on the top surface of the middle beam of the intermediate underframe, and the anti-buckling plates are fixedly connected to the middle beam of the intermediate underframe and the cross beam arranged on two sides of the middle beam of the intermediate underframe;
wherein the middle beam of the intermediate underframe is a rectangular tubular structure;
wherein the floor of the intermediate underframe is a stainless steel corrugated plate.
wherein a plurality of anti-buckling plates to prevent the underframe from buckling are welded on the top surface of the middle beam of the intermediate underframe, and the anti-buckling plates are fixedly connected to the middle beam of the intermediate underframe and the cross beam arranged on two sides of the middle beam of the intermediate underframe;
wherein the middle beam of the intermediate underframe is a rectangular tubular structure;
wherein the floor of the intermediate underframe is a stainless steel corrugated plate.
15. A rail vehicle comprising an underfrarne according to any one of claims 1 to 14.
16. The underframe according to claim 2, wherein the low alloy steel side beam includes a U-shaped channel steel side beam with an opening facing the draft beam and an upright plate to cover the opening;
wherein the stainless steel side beam is a U-shaped stainless steel side beam, and the U-shaped stainless steel side beam is sleeved on the outer peripheral surface of one side of the U-shaped channel steel side beam away from the draft beam;
wherein along the longitudinal direction of the U-shaped channel steel side beam extended, a plurality of reinforcing plates of the side beam of the end underframe are welded in a cavity surrounded by the U-shaped channel steel side beam and the upright plate.
wherein the stainless steel side beam is a U-shaped stainless steel side beam, and the U-shaped stainless steel side beam is sleeved on the outer peripheral surface of one side of the U-shaped channel steel side beam away from the draft beam;
wherein along the longitudinal direction of the U-shaped channel steel side beam extended, a plurality of reinforcing plates of the side beam of the end underframe are welded in a cavity surrounded by the U-shaped channel steel side beam and the upright plate.
17. The underframe according to claim 2, wherein the draft beam includes a first upright plate, a second upright plate, a top plate, a partition plate, and a bottom plate;
wherein the first upright plate and the second upright plate are arranged in parallel with the side beam of the end underframe;
wherein the bottom plate and the top plate are arranged in the horizontal direction and welded between the first upright plate and the second upright plate;
wherein the partition plate is welded to the first upright plate and the second upright plate, and is vertically located between the bottom plate and the top plate.
wherein the first upright plate and the second upright plate are arranged in parallel with the side beam of the end underframe;
wherein the bottom plate and the top plate are arranged in the horizontal direction and welded between the first upright plate and the second upright plate;
wherein the partition plate is welded to the first upright plate and the second upright plate, and is vertically located between the bottom plate and the top plate.
18. The underframe according to claim 16, wherein the heights of the first upright plate and the second upright plate are gradually reduced in a direction from the end underframe towards the intermediate underframe.
19. The underframe according to claim 3, wherein the low alloy steel side beam includes a U-shaped channel steel side beam with an opening facing the draft beam and an upright plate to cover the opening;
wherein the stainless steel side beam is a U-shaped stainless steel side beam, and the U-shaped stainless steel side beam is sleeved on the outer peripheral surface of one side of the U-shaped channel steel side beam away from the draft beam;
wherein along the longitudinal direction of the U-shaped channel steel side beam extended, a plurality of reinforcing plates of the side beam of the end underframe are welded in a cavity surrounded by the U-shaped channel steel side bearn and the upright plate.
wherein the stainless steel side beam is a U-shaped stainless steel side beam, and the U-shaped stainless steel side beam is sleeved on the outer peripheral surface of one side of the U-shaped channel steel side beam away from the draft beam;
wherein along the longitudinal direction of the U-shaped channel steel side beam extended, a plurality of reinforcing plates of the side beam of the end underframe are welded in a cavity surrounded by the U-shaped channel steel side bearn and the upright plate.
20. The underframe according to claim 3, wherein the draft beam includes a first upright plate, a second upright plate, a top plate, a partition plate, and a bottom plate;
wherein the first upright plate and the second upright plate are arranged in parallel with the side beam of the end underframe;
wherein the bottom plate and the top plate are arranged in the horizontal direction and welded between the first upright plate and the second upright plate;
wherein the partition plate is welded to the first upright plate and the second upright plate, and is vertically located between the bottom plate and the top plate.
wherein the first upright plate and the second upright plate are arranged in parallel with the side beam of the end underframe;
wherein the bottom plate and the top plate are arranged in the horizontal direction and welded between the first upright plate and the second upright plate;
wherein the partition plate is welded to the first upright plate and the second upright plate, and is vertically located between the bottom plate and the top plate.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201911284670.X | 2019-12-13 | ||
| CN201911284670.XA CN112977516B (en) | 2019-12-13 | 2019-12-13 | Rail vehicle and chassis thereof |
| PCT/CN2019/126491 WO2021114345A1 (en) | 2019-12-13 | 2019-12-19 | Rail vehicle and underframe thereof |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA3196383A1 true CA3196383A1 (en) | 2021-06-17 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA3196383A Pending CA3196383A1 (en) | 2019-12-13 | 2019-12-19 | Rail vehicle and underframe thereof |
Country Status (3)
| Country | Link |
|---|---|
| CN (1) | CN112977516B (en) |
| CA (1) | CA3196383A1 (en) |
| WO (1) | WO2021114345A1 (en) |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114179842B (en) * | 2021-12-03 | 2023-05-23 | 中车唐山机车车辆有限公司 | Double-deck chassis, automobile body and rail vehicle |
| CN114162164B (en) * | 2021-12-03 | 2023-05-23 | 中车唐山机车车辆有限公司 | Train adopting hinged bogie |
| CN114162161B (en) * | 2021-12-03 | 2023-03-21 | 中车唐山机车车辆有限公司 | Underframe, car body and rail car |
| 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 |
Family Cites Families (14)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6659017B2 (en) * | 2000-11-02 | 2003-12-09 | National Steel Car Limited | Dropped deck center beam rail road car structure |
| CN103569148A (en) * | 2012-08-10 | 2014-02-12 | 齐齐哈尔轨道交通装备有限责任公司 | Center sill and underframe of hopper car |
| US9205847B2 (en) * | 2013-06-07 | 2015-12-08 | Bombardier Transportation Gmbh | Crash structure for a railcar |
| CN104149799B (en) * | 2014-08-15 | 2016-10-05 | 中车眉山车辆有限公司 | Multi-mode combination loads container unitrain |
| CN204137005U (en) * | 2014-09-29 | 2015-02-04 | 南车株洲电力机车有限公司 | A kind of vehicle body of railway vehicle edge beam of underframe and end pieces connection structure |
| JP6462534B2 (en) * | 2015-08-28 | 2019-01-30 | 株式会社日立製作所 | Rail vehicle structure |
| CN205632506U (en) * | 2016-05-27 | 2016-10-12 | 中车眉山车辆有限公司 | Concave structures chassis |
| CN107856688B (en) * | 2017-11-14 | 2019-06-11 | 中车长春轨道客车股份有限公司 | Delay the lightweight Subway Body of structure with novel pillow pulling |
| CN109808725B (en) * | 2017-11-22 | 2020-10-16 | 中车唐山机车车辆有限公司 | Control vehicle chassis and control vehicle |
| JP6916125B2 (en) * | 2018-02-01 | 2021-08-11 | 株式会社日立製作所 | Rail vehicle structure |
| CN108313084B (en) * | 2018-04-11 | 2019-07-02 | 中车长春轨道客车股份有限公司 | Meet the underframe of subway structure of the requirement of Unite States Standard ASME RT-2 2014 |
| 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 |
| CN208868050U (en) * | 2018-08-27 | 2019-05-17 | 中车青岛四方机车车辆股份有限公司 | A kind of fish-bellied type chassis |
| CN110304091B (en) * | 2019-07-16 | 2020-10-20 | 中车株洲电力机车有限公司 | Rail vehicle and chassis structure thereof |
-
2019
- 2019-12-13 CN CN201911284670.XA patent/CN112977516B/en active Active
- 2019-12-19 CA CA3196383A patent/CA3196383A1/en active Pending
- 2019-12-19 WO PCT/CN2019/126491 patent/WO2021114345A1/en active Application Filing
Also Published As
| Publication number | Publication date |
|---|---|
| CN112977516A (en) | 2021-06-18 |
| CN112977516B (en) | 2022-08-30 |
| WO2021114345A1 (en) | 2021-06-17 |
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