CN111361592B - Rail vehicle and vehicle body and end underframe thereof - Google Patents

Rail vehicle and vehicle body and end underframe thereof Download PDF

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Publication number
CN111361592B
CN111361592B CN201811593608.4A CN201811593608A CN111361592B CN 111361592 B CN111361592 B CN 111361592B CN 201811593608 A CN201811593608 A CN 201811593608A CN 111361592 B CN111361592 B CN 111361592B
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China
Prior art keywords
plate
welded
vertical
coupler
floor
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CN201811593608.4A
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CN111361592A (en
Inventor
刘娟娟
郭斌
范乐天
李东波
张硕韶
刘海波
李影
梅文博
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CRRC Tangshan Co Ltd
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CRRC Tangshan Co Ltd
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Priority to CN201811593608.4A priority Critical patent/CN111361592B/en
Priority to PCT/CN2019/090803 priority patent/WO2020133934A1/en
Publication of CN111361592A publication Critical patent/CN111361592A/en
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    • BPERFORMING OPERATIONS; TRANSPORTING
    • B61RAILWAYS
    • B61FRAIL 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
    • B61F1/00Underframes
    • B61F1/08Details
    • B61F1/10End constructions
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B61RAILWAYS
    • B61FRAIL 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
    • B61F1/00Underframes
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B61RAILWAYS
    • B61FRAIL 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
    • B61F1/00Underframes
    • B61F1/02Underframes with a single central sill

Abstract

The embodiment of the application relates to the technical field of railway vehicles, in particular to a railway vehicle and a vehicle body and an end underframe thereof. The end underframe comprises a front end beam, a rear end beam, two side beams, a sleeper beam and a traction beam; a force transfer beam corresponding to the position of the traction beam is welded and connected between the sleeper beam and the rear end beam; the boundary beam comprises a U-shaped channel steel with an opening facing the traction beam and a sealing plate welded to the opening, and the U-shaped channel steel and the sealing plate are of an integrally formed structure; the boundary beam is provided with a variable cross-section structure at one end departing from the traction beam, and the variable cross-section structure is used for enabling the cross-sectional area of the boundary beam to be gradually reduced along the direction from the front end beam to the rear end beam. The end underframe can meet the requirement of compressive resistance and heavy load bearing through the additional force transfer beam, the integrally formed boundary beam component and the variable cross-section structure at the end part of the boundary beam.

Description

Rail vehicle and vehicle body and end underframe thereof
Technical Field
The application relates to the technical field of railway vehicles, in particular to a railway vehicle and a vehicle body and an end underframe thereof.
Background
The vehicle body of the railway vehicle comprises an underframe, the underframe comprises an end underframe and a middle underframe, and the end underframe comprises an end beam, a side beam, a traction beam, a sleeper beam and the like. The boundary beam of the existing end underframe is of a three-section or multi-section tailor-welded structure, the manufacturability is poor, the straightness of the welded boundary beam is poor, the force transfer of the boundary beam is not facilitated, and the force transfer effect of the boundary beam is small, so that the existing end underframe generally adopts a middle force transfer structure. Meanwhile, at the joint of the end underframe and the middle underframe, the edge beam of the end underframe and the edge beam of the middle underframe are in vertical transition, so that stress concentration is easily generated at the joint. The inventors have found that the problem of the prior art end chassis not being able to meet the requirements of compressive heavy load resistance (e.g. a compressive load of 3560 KN).
Disclosure of Invention
The embodiment of the application provides a rail vehicle and automobile body and end chassis thereof, and this end chassis can satisfy the heavy requirement of bearing of anti compression through the biography power roof beam, integrated into one piece's boundary beam component and the variable cross section structure of boundary beam tip that add.
According to a first aspect of embodiments of the present application, there is provided an end underframe comprising a front end beam, a rear end beam, two side beams, a bolster beam and a draft sill; a force transfer beam corresponding to the position of the traction beam is welded and connected between the sleeper beam and the rear end beam;
the boundary beam comprises a U-shaped channel steel with an opening facing the traction beam and a sealing plate welded to the opening, and the U-shaped channel steel and the sealing plate are of an integrally formed structure;
the boundary beam is provided with a variable cross-section structure at one end departing from the traction beam, and the variable cross-section structure is used for enabling the cross-sectional area of the boundary beam to be gradually reduced along the direction from the front end beam to the rear end beam.
Preferably, the force transfer device further comprises stainless steel cover plates welded to the top and the bottom of the force transfer beam, and the stainless steel cover plates and the force transfer beam are used for forming a box-type structure.
Preferably, floor beams are welded and connected between the edge beam and the traction beam and between the edge beam and the force transmission beam, and a stainless steel floor is welded on one side of the floor beam, which is far away from the traction beam; and a floor longitudinal beam is welded on the surface of one side, facing the traction beam, of the stainless steel floor, and is used for improving the rigidity of the stainless steel floor.
Preferably, the floor beam is provided with an oval lightening hole; the floor longitudinal beam is welded on the stainless steel floor by spot welding.
Preferably, the stainless steel floor has a thickness of 2mm to 3 mm.
Preferably, the edges of the stainless steel floor are connected with the boundary beam, the traction beam, the sleeper beam, the front end beam, the rear end beam and the transfer beam through a full-length welding process.
Preferably, the draft sill comprises a bottom plate, a cover plate, a first vertical plate, a second vertical plate, a coupler panel, a horizontal support plate and a vertical support plate; wherein:
the cover plate and the bottom plate are arranged oppositely along the vertical direction;
the first vertical plate and the second vertical plate are oppositely arranged and are welded between the bottom plate and the cover plate;
the coupler panel is arranged along the vertical direction, one side surface of the coupler panel is used for installing a coupler, the other side surface of the coupler panel is used for installing a horizontal supporting plate, the coupler panel is welded with the bottom plate, the cover plate, the first vertical plate and the second vertical plate, an installation space is formed on one side, where the coupler is installed, of the coupler panel, and a cavity is formed on the other side, away from the coupler, of the coupler panel;
the horizontal supporting plate is positioned in the cavity and is connected with the coupler panel, the first vertical plate and the second vertical plate in a welding mode;
the vertical supporting plate is located in the cavity and is connected with the cover plate, the first vertical plate and the second vertical plate in a welding mode.
Preferably, the number of the horizontal support plates is at least two, and the horizontal support plates are arranged in parallel;
the length of the horizontal support plate is gradually reduced from the cover plate to the bottom plate.
Preferably, the vertical support plates are provided with at least two, and the at least two vertical support plates are arranged in parallel.
Preferably, the horizontal support plate is provided with a first lightening hole; the vertical support plate is provided with a second lightening hole; the bottom plate is provided with a third lightening hole.
Preferably, a plurality of first reinforcing ribs are welded on the surface of one side, away from the second vertical plate, of the first vertical plate, the tops of the first reinforcing ribs are welded with the cover plate, and the bottoms of the first reinforcing ribs are welded with the bottom plate;
the surface of one side, which is far away from the first vertical plate, of the second vertical plate is welded with a plurality of second reinforcing ribs, and the tops of the second reinforcing ribs are welded with the cover plate, and the bottoms of the second reinforcing ribs are welded with the bottom plate.
Preferably, anti-jumping mechanism frame bodies are arranged on the first vertical plate and the second vertical plate in the installation space and used for preventing the coupler from jumping in the vertical direction.
Preferably, a plurality of reinforcing plates are arranged in a boundary beam cavity formed by the U-shaped channel steel and the sealing plates, and the U-shaped channel steel, the sealing plates and the reinforcing plates are all made of carbon steel plates.
According to a second aspect of the embodiments of the present application, there is provided a vehicle body including any one of the end sills provided in the above-described aspects.
According to a third aspect of the embodiments of the present application, there is provided a rail vehicle including the vehicle body provided in the above technical solution.
By adopting the rail vehicle and the vehicle body and the end underframe thereof provided by the embodiment of the application, the force transfer beam corresponding to the position of the traction beam is welded between the sleeper beam and the rear end beam of the end underframe, and the load born by the traction beam and the sleeper beam can be transferred to the middle underframe through the force transfer beam; the U-shaped channel steel and the sealing plate of the boundary beam are of an integrally formed structure, and one end of the boundary beam is provided with a variable cross-section structure, so that the boundary beam has higher structural strength and rigidity and can bear and transfer heavy loads, the heavy loads borne by the traction beam and the sleeper beam can transfer force through the force transfer beam and the boundary beam simultaneously, the compression stress can be dispersed, and the variable cross-section structure of the boundary beam is connected with the boundary beam of the middle chassis, so that gradual transition can be realized, stress concentration is avoided, the force transfer effect is good, the welding workload in the assembly process can be reduced, the flatness of the boundary beam can be ensured, and the manufacturability is good; therefore, the end underframe can meet the requirement of compressive load resistance.
Drawings
The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the application and together with the description serve to explain the application and not to limit the application. In the drawings:
fig. 1 is a schematic perspective view of an end chassis according to an embodiment of the present disclosure;
FIG. 2 is a schematic view of the A-direction structure of the end chassis provided in FIG. 1;
FIG. 3 is a schematic cross-sectional view of the draft sill of the end chassis provided in FIG. 1 taken along line B-B;
FIG. 4 is a cross-sectional view of the floor cross member of the end chassis provided in FIG. 2 in the direction C-C;
FIG. 5 is a schematic cross-sectional view of the D-D direction of the floor stringer of the end chassis provided in FIG. 2;
FIG. 6 is a schematic perspective view of the edge beam of the end chassis provided in FIG. 1;
FIG. 7 is a schematic cross-sectional view of the edge beam provided in FIG. 6 in the direction E-E;
FIG. 8 is a schematic view of the F-shaped configuration of the edge beam provided in FIG. 6 with the closure plate removed;
FIG. 9 is a schematic sectional view of the edge rail provided in FIG. 8 in the direction G-G;
FIG. 10 is a schematic cross-sectional view of the side rail provided in FIG. 8 in the H-H direction;
FIG. 11 is a cross-sectional view of the I-I side of the edge beam provided in FIG. 8;
fig. 12 is a schematic sectional view of the edge beam provided in fig. 8 in the direction J-J.
1-end chassis; 11-a front end beam; 12-a rear end beam; 13-edge beam; 14-a bolster; 15-a draft sill; 16-a transfer beam; 17-stainless steel cover plate; 18-floor beam; 19-stainless steel floor; 20-floor stringer;
131-U-shaped channel steel; 132-a closing plate; 133-variable cross-section structure; 134-a reinforcement plate; 151-base plate; 152-a cover plate; 153-a first riser; 154-a second riser; 155-coupler panel; 156-horizontal support plate; 157-vertical support plates; 158-anti-jumping frame body; 159-front slave seat plate; 181-elliptical lightening holes;
1341-a first stiffener; 1342-a second stiffener plate; 1343-a third stiffener plate; 1344-a fourth stiffener plate; 1511-third lightening hole; 1541-a second stiffener; 1561-a first horizontal support plate; 1562-a second horizontal support plate; 1563-a third horizontal support plate; 1564-first lightening holes; 1571-a first vertical support plate; 1572-a second vertical support plate; 1573-second lightening holes.
Detailed Description
In carrying out the present application, the inventors have discovered that the problem of the prior end chassis failing to meet the compressive heavy load resistance requirements (e.g., 3560KN compressive load).
In view of the above problems, the embodiment of the application provides a rail vehicle and a vehicle body and an end underframe thereof, and the end underframe can meet the requirement of compressive resistance and heavy load bearing through the additionally arranged force transfer beam, the integrally formed edge beam component and the variable cross-section structure at the end part of the edge beam.
In order to make the technical solutions and advantages of the embodiments of the present application more apparent, the following further detailed description of the exemplary embodiments of the present application with reference to the accompanying drawings makes it clear that the described embodiments are only a part of the embodiments of the present application, and are not exhaustive of all embodiments. It should be noted that the embodiments and features of the embodiments in the present application may be combined with each other without conflict.
Example one
The embodiment of the application provides an end underframe 1, and as shown in the structures of fig. 1 and 2, the end underframe 1 comprises a front end beam 11, a rear end beam 12, two side beams 13, a sleeper beam 14 and a traction beam 15; a force transfer beam 16 corresponding to the traction beam 15 is welded between the sleeper beam 14 and the rear end beam 12; the front end beam 11, the rear end beam 12 and the two side beams 13 are welded and connected to form a rectangular frame structure; the sleeper beam 14 is welded and connected with the middle areas of the two boundary beams 13; the towing beam 15 is welded on one side of the sleeper beam 14 facing the front end beam 11 and the front end beam 11; the two sides of the sleeper beam 14 are respectively welded with a traction beam 15 and a transmission beam 16, and the transmission beam 16 can be butted with a middle beam of the underframe of the middle underframe so as to transmit high-pressure heavy load;
the edge beam 13 comprises a U-shaped channel steel 131 with an opening facing the traction beam 15 and a sealing plate 132 connected with the opening in a welding manner, and the U-shaped channel steel 131 and the sealing plate 132 are of an integrally formed structure; as shown in the structures of fig. 1, 6 and 7, the edge beam 13 includes a U-shaped channel steel 131 with an opening facing the towing beam, and a sealing plate 132 is welded at the opening of the U-shaped channel steel, so that the cross section of the edge beam 13 forms a rectangular structure, thereby improving the structural strength and rigidity of the edge beam 13 and further improving the bearing capacity of the edge beam 13; meanwhile, the U-shaped channel steel 131 and the sealing plate 132 which form the boundary beam 13 are integrally formed, namely, the U-shaped channel steel 131 and the sealing plate 132 are integrally formed and do not need to be welded, so that the welding workload is reduced, and various parameters such as the flatness of the boundary beam 13 are improved;
the side member 13 is provided with a variable cross-section structure 133 at an end facing away from the draft sill 15, and the variable cross-section structure 133 serves to gradually reduce the cross-sectional area of the side member 13 in a direction from the front end member 11 toward the rear end member 12. As shown in fig. 1, 2 and 6, a variable cross-section structure 133 is provided at one end of the edge beam 13 close to the rear end beam 12, that is, the cross-sectional area of the edge beam 13 at this part is gradually reduced from the front end beam 11 toward the rear end beam 12, so that when the end underframe 1 is connected with the middle underframe, a gradually transitional connecting structure is formed between the edge beam 13 and the underframe edge beam, and compared with the prior art, the stress concentration between the edge beam 13 and the underframe edge beam can be reduced when the whole car is in a compression working condition.
A force transfer beam 16 corresponding to the traction beam 15 is welded between the sleeper beam 14 and the rear end beam 12 of the end underframe 1, the force transfer beam 16 is opposite to the middle beam of the underframe of the middle underframe, and the load born by the traction beam 15 can be transferred to the middle underframe through the force transfer beam 16; the U-shaped channel steel 131 and the closing plate 132 of the boundary beam 13 are of an integrally formed structure, and one end of the boundary beam 13 is provided with a variable cross-section structure 133, so that the structural strength and rigidity of the boundary beam 13 are improved, heavy loads can be borne and transmitted, heavy loads borne by the traction beam 15 and the sleeper beam 14 can be transmitted through the force transmission beam 16 and the boundary beam 13 at the same time, compression stress borne by the traction beam 15 can be dispersed, and the variable cross-section structure 133 of the boundary beam 13 is connected with the boundary beam 13 of the middle chassis, so that gradual transition can be realized, stress concentration is avoided, the force transmission effect is good, the welding workload in the assembly process can be reduced, the flatness of the boundary beam 13 can be ensured, and the manufacturability is good; therefore, the end underframe 1 can meet the requirement of compressive load resistance.
In one embodiment, as shown in the configurations of fig. 1 and 2, the end frame 1 further comprises stainless steel cover plates 17 welded to the top and bottom of the transfer beam 16, so that the transfer beam 16 and the stainless steel cover plates 17 form a box-type structure.
Because the stainless steel cover plates 17 are welded at the top and the bottom of the force transfer beam 16, the force transfer beam 16 and the stainless steel cover plates 17 form a box-type structure, so that the structural strength and the rigidity of the force transfer beam 16 can be further enhanced through the stainless steel cover plates 17, the structural strength and the rigidity of the end underframe 1 are further improved, and the end underframe 1 can bear higher compressive stress.
Specifically, as shown in the structures of fig. 1 and 2, floor beams 18 are welded between the edge beam 13 and the draft sill 15 and between the edge beam 13 and the force transfer beam 16, and a stainless steel floor 19 is welded on one side of the floor beam 18, which is far away from the draft sill 15; the floor longitudinal beam 20 is welded on the surface of the stainless steel floor 19 facing the towing beam 15, and the floor longitudinal beam 20 is used for improving the rigidity of the stainless steel floor 19. As shown in fig. 1 and 2, a plurality of floor cross beams 18 are welded and connected between the edge beam 13 and the draft sill 15, a plurality of floor cross beams 18 are also welded and connected between the edge beam 13 and the draft sill 16, the floor cross beams 18 are used for fixedly installing and supporting a stainless steel floor 19, a plurality of floor longitudinal beams 20 are welded and connected on the stainless steel floor 19, and the floor longitudinal beams 20 are used for improving the structural strength and rigidity of the stainless steel floor 19; the cross-sectional shape of the floor beam 18 may be a U-beam as shown in the configuration of FIG. 4 or may be a hat shape as shown in the configuration of FIG. 5; the cross-sectional shape of the floor rail 20 may be hat-shaped as shown in the configuration of fig. 5 or U-shaped as shown in the configuration of fig. 4. The thickness of the stainless steel floor 19 may be 2mm to 3mm, such as: 2mm, 2.2mm, 2.3mm, 2.5mm, 2.7mm, 2.8mm, 3 mm.
The end underframe 1 is connected with the floor cross beam 18 between the boundary beam 13 and the draft sill 15 and the force transfer beam 16 through welding, so that a stainless steel floor 19 is convenient to install, and meanwhile, the structural strength and the rigidity of the end underframe 1 are further improved through the floor cross beam 18 and the stainless steel floor 19; the floor stringer 20 connected to one side of the stainless steel floor 19 by welding can improve the strength and rigidity of the stainless steel floor 19.
As shown in fig. 2, the floor cross member 18 is provided with a plurality of oval lightening holes 181, and the weight of the floor cross member 18 can be reduced by the oval lightening holes 181, thereby achieving the reduction in weight of the end chassis 1. In order to reduce the deformation of the stainless steel floor 19 during welding, the floor stringer 20 is spot-welded to one side surface of the stainless steel floor 19.
In order to isolate the top and bottom of the end underframe 1, i.e. the interior and exterior of the car body, the edges of the stainless steel floor 19 are connected to the edge beams 13, the draft sill 15, the bolster beams 14, the front end beam 11, the rear end beam 12 and the transfer beam 16 by a full weld process. The stainless steel floor 19 is welded to the edge beams 13, the draft sill 15, the bolster beams 14, the front end beam 11, the rear end beam 12 and the transfer beam 16 by full weld welding to isolate and seal the top and bottom of the end chassis 1 from the stainless steel floor 19.
In order to further improve the structural strength and rigidity of the end chassis 1, as shown in the structure of fig. 8, a plurality of reinforcing plates 134 are disposed in the boundary beam cavity formed by the U-shaped channel steel 131 and the sealing plate 132, and the U-shaped channel steel 131, the sealing plate 132 and the reinforcing plates 134 are made of carbon steel plates. As shown in the structure of fig. 8, a plurality of reinforcing plates 134 for improving the strength and rigidity of the edge beam 13 are disposed inside the edge beam 13, and the reinforcing plates 134 may include a plurality of first reinforcing plates 1341 disposed in parallel, a plurality of second reinforcing plates 1342 disposed in parallel, a third reinforcing plate 1343, and a fourth reinforcing plate 1344; as shown in the structure of fig. 10, three sides of the first reinforcing plate 1341 are welded to the U-shaped channel 131, and the other side is welded to the closing plate 132, so as to ensure the outer contour of the edge beam 13 and prevent welding deformation; as shown in the structure of fig. 9, three sides of the second reinforcing plate 1342 are also welded to the U-shaped channel 131, and the other side with a notch is welded to the sealing plate 132, so that the notch formed in the second reinforcing plate 1342 is used to prevent stress concentration during welding; as shown in fig. 11, the third reinforcing plate 1343 extends along the length direction of the edge beam 13, and is mainly used for reinforcing the structural strength and rigidity of the variable cross-section structure 133 of the edge beam 13; as shown in the structure of fig. 12, a fourth reinforcing plate 1344 is provided at the end of the edge beam 13 for improving the structural strength and rigidity of the end of the edge beam 13.
The structural strength and rigidity of the edge beam 13 can be further improved through the reinforcing plate 134 arranged inside the edge beam 13, and the compression-resistant bearing capacity of the end underframe 1 under the compression working condition can also be improved while the welding deformation of the edge beam 13 is prevented.
On the basis of the various embodiments, as shown in the structures of fig. 1, 2 and 3, the end chassis 1 comprises a draft sill 15, the draft sill 15 is used for connecting the coupler to the chassis of the car body in the railway vehicle, and the draft sill 15 comprises a bottom plate 151, a cover plate 152, a first vertical plate 153, a second vertical plate 154, a coupler panel 155, a horizontal support plate 156 and a vertical support plate 157; the bottom plate 151, the cover plate 152, the first vertical plate 153, the second vertical plate 154, the coupler panel 155, the horizontal support plate 156 and the vertical support plate 157 are all made of steel plates; wherein:
the cover plate 152 is disposed opposite to the base plate 151 in the vertical direction; as shown in the structure of fig. 3, the cover plate 152 is arranged on the top of the draft sill 15, the cover plate 152 is welded with the front end sill 11, the bottom plate 151 is arranged on the bottom of the draft sill 15, and the cover plate 152 and the bottom plate 151 are arranged oppositely;
the first vertical plate 153 and the second vertical plate 154 are oppositely arranged and are welded between the bottom plate 151 and the cover plate 152; as shown in the structure of fig. 3, the first vertical plate 153 is located on the left side, the second vertical plate 154 is located on the right side, and the first vertical plate 153 and the second vertical plate 154 are oppositely arranged and are welded between the cover plate 152 and the bottom plate 151; the bottom plate 151, the cover plate 152, the first vertical plate 153 and the second vertical plate 154 are welded to form a rectangular cylinder structure, so that the structural strength of the traction beam 15 is improved;
as shown in the structure of fig. 3, the coupler panel 155 is arranged along the vertical direction, one side surface is used for mounting a coupler, and the other side surface is used for mounting a horizontal support plate 156, the coupler panel 155 is welded with the bottom plate 151, the cover plate 152, the first vertical plate 153 and the second vertical plate 154, a mounting space is formed on one side of the coupler panel 155 where the coupler is mounted, and a cavity is formed on the other side of the coupler panel 155 away from the coupler; the tail part of the coupler is fixed through the coupler panel 155, so that the coupler is fixed and limited through the coupler panel 155, acting force of the coupler in the front and rear directions is borne, and bearing pressure on a draft sill is further improved through a horizontal support plate 156 welded on the other side of the coupler panel 155;
the horizontal support plate 156 is positioned in the cavity and is connected with the coupler panel 155, the first vertical plate 153 and the second vertical plate 154 in a welding manner; the horizontal support plate 156 may be provided with at least two, such as: two, three or more, or only one may be provided; when two or more horizontal support plates 156 are provided, at least two horizontal support plates 156 are disposed in parallel with each other. As shown in the structure of fig. 3, the draft sill 15 is provided with three horizontal support plates 156 each parallel to the horizontal plane, such as: a first horizontal support plate 1561, a second horizontal support plate 1562, and a third horizontal support plate 1563; the three horizontal support plates 156 can reinforce the structural strength and rigidity of the coupler panel 155, thereby increasing the overall structural strength and rigidity of the draft sill 15;
the vertical supporting plate 157 is located in the cavity and is welded to the cover plate 152, the first vertical plate 153 and the second vertical plate 154. As shown in the structure of fig. 3, two vertical support plates 157 are disposed in a cavity formed by coupler face plate 155, bottom plate 151, cover plate 152, first vertical plate 153, and second vertical plate 154, such as: the first vertical support plate 1571 and the second vertical support plate 1572 are arranged in parallel, and the first vertical support plate 1571 and the second vertical support plate 1572 are welded to the cover plate 152, the first vertical plate 153 and the second vertical plate 154, so that the structural strength and rigidity of the traction beam 15 are further improved, and the compression resistance of the traction beam 15 is improved; the vertical support plates 157 may be provided in one, two, or more number, and when at least two vertical support plates 157 are provided, at least two vertical support plates 157 are provided in parallel with each other, and the vertical support plates 157 are provided on the side of the cover plate 152 away from the coupler face 155.
The bottom plate 151, the cover plate 152, the first upright plate 153 and the second upright plate 154 of the draft sill 15 are welded to form a rectangular cylinder structure, the coupler panel 155 is arranged in the cylinder, the periphery of the coupler panel 155 is welded to the bottom plate 151, the cover plate 152, the first upright plate 153 and the second upright plate 154, an installation space for installing a coupler is formed on one side of the coupler panel 155, a cavity is formed on one side of the coupler panel 155, which is far away from the coupler, so that the draft sill 15 forms a box structure on the rear side of the coupler panel 155, and meanwhile, a horizontal support plate 156 and a vertical support plate 157 are welded in the cavity, the structural strength and rigidity of the draft sill 15 can be enhanced through the horizontal support plate 156 welded together with the coupler panel 155, the first upright plate 153 and the second upright plate 154, and the compression resistance of the draft sill in the horizontal direction can be improved, and the structural strength and rigidity of the draft sill 15 can be further enhanced through the vertical support plate 157 welded together with the cover plate 152, the first Rigidity, and can improve the anti compression performance of draw beam 15 in vertical direction, therefore, this draw beam 15's structural strength and rigidity are higher, can strengthen anti compression performance, and then make end chassis 1 satisfy the bearing requirement of heavy compression operating mode (for example compression 3560kN operating mode).
Further, when at least two horizontal support plates 156 are provided, the length of the horizontal support plates 156 gradually changes from the cover plate 152 toward the bottom plate 151. As shown in the structure of fig. 3, three horizontal support plates 156, namely a first horizontal support plate 1561, a second horizontal support plate 1562 and a third horizontal support plate 1563, are arranged in the cavity of the draft sill 15, and the lengths of the three horizontal support plates 156 are gradually reduced from the cover plate 152 to the bottom plate 151; in the actual design process, the lengths of the three horizontal support plates 156 may be set according to the specific space (e.g., height, width and length) of the cavity, that is, the lengths of the three horizontal support plates 156 may gradually decrease, may also adopt the same length, and may also gradually increase along the direction from the cover plate 152 to the bottom plate 151.
Through two at least horizontal backup pads 156 that the cavity at draw beam 15 set up, can strengthen the structural strength and the rigidity of coupling panel 155, can also transmit the effort that the coupling acted on coupling panel 155 to first riser 153 and second riser 154 through horizontal backup pad 156 dispersion, consequently, can further improve the structural strength and the rigidity of draw beam 15 through the horizontal backup pad 156 that adds, make the effort of coupling disperse the transmission fast, avoid stress concentration, improve the anti compression performance of draw beam 15 and end chassis 1.
On the premise that the structural strength and rigidity meet the requirements, in order to reduce the weight of the traction beam 15 and further reduce the overall weight of the railway vehicle, a first weight-reducing hole 1564 is arranged on the horizontal support plate 156, as shown in the structure of fig. 3, three first weight-reducing holes 1564 are arranged on the first horizontal support plate 1561, two first weight-reducing holes 1564 are arranged on the second horizontal support plate 1562, and one first weight-reducing hole 1564 is arranged on the third horizontal support plate 1563; the vertical support plate 157 is provided with a second lightening hole 1573, the first vertical support plate 1571 is provided with the second lightening hole 1573, and the second vertical support plate 1572 is also provided with the second lightening hole 1573; as shown in fig. 3, a plurality of third lightening holes 1511 are provided in the base plate 151.
Since the horizontal support plate 156 is provided with the first lightening hole 1564, the vertical support plate 157 is provided with the second lightening hole 1573, and the bottom plate 151 is provided with the third lightening hole 1511, the weight of the draft sill 15 can be reduced while saving materials and reducing costs through the lightening holes, and the weight of the whole railway vehicle can be reduced.
As shown in fig. 1, 2 and 3, in order to further improve the structural strength and rigidity of the draft sill 15 and further improve the compression resistance, a plurality of first reinforcing ribs are welded on the surface of one side of the first vertical plate 153, which is away from the second vertical plate 154, the top of each first reinforcing rib is welded with the cover plate 152, and the bottom of each first reinforcing rib is welded with the bottom plate 151; a plurality of parallel first reinforcing ribs are arranged on the surface of one side, away from the second vertical plate 154, of the first vertical plate 153 close to the coupler panel 155, and the first reinforcing ribs are of plate-shaped structures;
a plurality of second reinforcing ribs 1541 are welded on the surface of one side of the second vertical plate 154, which is away from the first vertical plate 153, the top of the second reinforcing ribs 1541 is welded with the cover plate 152, and the bottom is welded with the bottom plate 151. As shown in fig. 1, 2 and 3, a plurality of second reinforcing ribs 1541 arranged in parallel are welded to a surface of a side of the second upright plate 154 close to the coupler panel 155, which side faces away from the first upright plate 153, and the second reinforcing ribs 1541 are in a plate-shaped structure.
Through the plurality of first reinforcing ribs arranged on the surface of one side of the first vertical plate 153 and the plurality of second reinforcing ribs 1541 arranged on the surface of one side of the second vertical plate 154, the first vertical plate 153 and the second vertical plate 154 can be respectively fixed with the bottom plate 151 and the cover plate 152, so that the connection structure between the first vertical plate 153, the second vertical plate 154, the bottom plate 151 and the cover plate 152 is more reliable and stable, the structural strength and the rigidity of the draft sill 15 are further improved, especially when the first reinforcing ribs and the second reinforcing ribs 1541 are arranged near the coupler panel 155, the structural strength and the rigidity near the coupler panel 155 can be improved, the compression resistance of the coupler panel 155 is improved, and the reliability and the safety of the draft sill 15 are further improved.
In order to prevent the coupler from jumping in the vertical direction, as shown in the structure of fig. 3, anti-jumping mechanism frame bodies 158 are disposed on the first vertical plate 153 and the second vertical plate 154 in the installation space, and the anti-jumping mechanism frame bodies 158 are used for preventing the coupler from jumping in the vertical direction. As shown in fig. 3, the anti-jump mechanism 158 may include a plurality of plate-shaped structural members welded to the first and second vertical plates 153 and 154, and the plurality of plate-shaped structural members are fixedly connected to each other and are formed in a shape adapted to the top of the coupler so as to vertically restrain the coupler. In the embodiment of the present application, the specific structure of the anti-jump mechanism frame body 158 can refer to fig. 3. The specific structure of the anti-jump mechanism frame 158 is not specifically limited herein, as long as the limit of the coupler in the vertical direction can be realized, and the specific structure can also be set according to the specific shape and parameters of the coupler.
Because the anti-jumping mechanism frame body 158 is arranged in the installation space for installing the coupler, the coupler is limited in the vertical direction through the anti-jumping mechanism frame body 158, the freedom degree of the movement of the coupler in the vertical direction is limited, the fixed connection between the coupler and the traction beam 15 is realized, even when the coupler receives a large compression force, the coupler can be prevented from jumping in the vertical direction through the anti-jumping mechanism frame body 158, the coupler can be prevented from damaging the traction beam 15 through limiting the jumping of the coupler in the vertical direction, and further the safety and the reliability of the traction beam 15 are improved.
As shown in fig. 1 and 2, a mounting hole for mounting a hook bracket is provided at the bottom of the base plate 151. Because the bottom of the bottom plate 151 is provided with the mounting hole for mounting the coupler bracket, the coupler bracket can be conveniently mounted on the bottom plate 151 through the mounting hole when the coupler is mounted, and the improvement of the mounting efficiency and the convenience of the coupler bracket are facilitated.
In addition, as shown in the structure of fig. 3, front slave seat plates 159 for mounting the car hook are further provided on the first vertical plate 153 and the second vertical plate 154 in the installation space of the draft sill 15, and two front slave seat plates 159 are symmetrically provided, wherein one is provided on the first vertical plate 153, and the other is provided on the second vertical plate 154.
Example two
The embodiment of the application provides a vehicle body, which comprises any one of the end chassis 1 provided in the embodiment.
EXAMPLE III
The embodiment of the application provides a rail vehicle, and the rail vehicle comprises the vehicle body provided by the embodiment.
While the preferred embodiments of the present application have been described, additional variations and modifications in those embodiments may occur to those skilled in the art once they learn of the basic inventive concepts. Therefore, it is intended that the appended claims be interpreted as including preferred embodiments and all alterations and modifications as fall within the scope of the application.
It will be apparent to those skilled in the art that various changes and modifications may be made in the present application without departing from the spirit and scope of the application. Thus, if such modifications and variations of the present application fall within the scope of the claims of the present application and their equivalents, the present application is intended to include such modifications and variations as well.

Claims (14)

1. An end underframe is characterized by comprising a front end beam, a rear end beam, two side beams, a sleeper beam and a traction beam; a force transfer beam corresponding to the position of the traction beam is welded and connected between the sleeper beam and the rear end beam;
the boundary beam comprises a U-shaped channel steel with an opening facing the traction beam and a sealing plate welded to the opening, and the U-shaped channel steel and the sealing plate are of an integrally formed structure;
the variable cross-section structure is arranged at one end of the boundary beam, which is far away from the traction beam, and is used for enabling the cross-sectional area of the boundary beam to be gradually reduced along the direction from the front end beam to the rear end beam;
the traction beam comprises a bottom plate, a cover plate, a first vertical plate, a second vertical plate, a coupler panel, a horizontal supporting plate and a vertical supporting plate; wherein:
the cover plate and the bottom plate are arranged oppositely along the vertical direction;
the first vertical plate and the second vertical plate are oppositely arranged and are welded between the bottom plate and the cover plate;
the coupler panel is arranged along the vertical direction, one side surface of the coupler panel is used for installing a coupler, the other side surface of the coupler panel is used for installing a horizontal supporting plate, the coupler panel is welded with the bottom plate, the cover plate, the first vertical plate and the second vertical plate, an installation space is formed on one side, where the coupler is installed, of the coupler panel, and a cavity is formed on the other side, away from the coupler, of the coupler panel;
the horizontal supporting plate is positioned in the cavity and is connected with the coupler panel, the first vertical plate and the second vertical plate in a welding mode;
the vertical supporting plate is located in the cavity and is connected with the cover plate, the first vertical plate and the second vertical plate in a welding mode.
2. The end underframe of claim 1, further comprising stainless steel cover plates welded to the top and bottom of said transfer beam to form a box-like structure with said transfer beam.
3. The end underframe according to claim 1, wherein floor cross beams are welded between the edge beam and the traction beam and between the edge beam and the force transmission beam, and a stainless steel floor is welded on one side of the floor cross beam, which is far away from the traction beam; and a floor longitudinal beam is welded on the surface of one side, facing the traction beam, of the stainless steel floor, and is used for improving the rigidity of the stainless steel floor.
4. The end frame of claim 3, wherein the floor cross member is provided with an elliptical lightening hole; the floor longitudinal beam is welded on the stainless steel floor by spot welding.
5. The end chassis of claim 3, wherein the stainless steel floor has a thickness of 2mm to 3 mm.
6. The end chassis of claim 3, wherein the edges of the stainless steel floor are connected to the side beams, the draft sill, the bolster, the front end beam, the rear end beam, and the transfer beam by a full weld process.
7. The end brace of claim 1, wherein a plurality of stiffening plates are disposed within the perimeter beam cavity formed by the U-shaped channel and the sealing plates; the U-shaped channel steel, the sealing plate and the reinforcing plate are all made of carbon steel plates.
8. The end chassis of claim 1, wherein at least two of the horizontal support plates are arranged in parallel;
the length of the horizontal support plate is gradually reduced from the cover plate to the bottom plate.
9. The end chassis of claim 1, wherein there are at least two of the vertical support plates, at least two of the vertical support plates being disposed in parallel.
10. The end brace of claim 1, wherein the horizontal support plate is provided with a first lightening hole; the vertical support plate is provided with a second lightening hole; the bottom plate is provided with a third lightening hole.
11. The end chassis according to claim 1, wherein a plurality of first reinforcing ribs are welded on the surface of one side of the first vertical plate, which is away from the second vertical plate, the top of each first reinforcing rib is welded with the cover plate, and the bottom of each first reinforcing rib is welded with the bottom plate;
the surface of one side, which is far away from the first vertical plate, of the second vertical plate is welded with a plurality of second reinforcing ribs, and the tops of the second reinforcing ribs are welded with the cover plate, and the bottoms of the second reinforcing ribs are welded with the bottom plate.
12. The end chassis according to claim 1, wherein anti-bouncing frame bodies are arranged on the first vertical plate and the second vertical plate in the installation space, and are used for preventing the coupler from bouncing in the vertical direction.
13. A vehicle body comprising an end chassis according to any of claims 1 to 12.
14. A rail vehicle, characterized by comprising a vehicle body according to claim 13.
CN201811593608.4A 2018-12-25 2018-12-25 Rail vehicle and vehicle body and end underframe thereof Active CN111361592B (en)

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CN201811593608.4A CN111361592B (en) 2018-12-25 2018-12-25 Rail vehicle and vehicle body and end underframe thereof
PCT/CN2019/090803 WO2020133934A1 (en) 2018-12-25 2019-06-12 Railway car, car body thereof, and end underframe

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Application Number Priority Date Filing Date Title
CN201811593608.4A CN111361592B (en) 2018-12-25 2018-12-25 Rail vehicle and vehicle body and end underframe thereof

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