CN112026836B - Draw beam force transmission structure, underframe and rail vehicle - Google Patents
Draw beam force transmission structure, underframe and rail vehicle Download PDFInfo
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- CN112026836B CN112026836B CN202010789108.9A CN202010789108A CN112026836B CN 112026836 B CN112026836 B CN 112026836B CN 202010789108 A CN202010789108 A CN 202010789108A CN 112026836 B CN112026836 B CN 112026836B
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- cover plate
- line section
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
- B61G9/00—Draw-gear
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F1/00—Underframes
- B61F1/08—Details
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F19/00—Wheel guards; Bumpers; Obstruction removers or the like
- B61F19/04—Bumpers or like collision guards
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
- B61G7/00—Details or accessories
- B61G7/10—Mounting of the couplings on the vehicle
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
- B61G9/00—Draw-gear
- B61G9/20—Details; Accessories
Abstract
The invention relates to the field of railway vehicles, and provides a traction beam force transmission structure, an underframe and a railway vehicle. The structure comprises a buffer beam, wherein the upper end of the buffer beam is respectively provided with a pair of end door upright post installation parts; the pair of side beams are respectively connected to two ends of the buffer beam; the front end traction beam comprises a pair of front end traction beam bodies, the rear ends of the front end traction beam bodies are connected to the car coupler mounting seat, the front end traction beam bodies are respectively inclined to the rear side of the buffer beam, and the front end traction beam bodies, the car coupler mounting seat and the buffer beam form a triangular force transmission structure; the rear end traction beam comprises a pair of rear end traction beam bodies, and the front ends of the pair of rear end traction beam bodies are connected to the coupler mounting seat; the sleeper beam is arranged between the pair of side beams, and the pair of rear end traction beam bodies are respectively connected to the sleeper beam in an inclined manner; the coupler mounting seat, the pair of rear end traction beam bodies and the sleeper beam form a triangular force transmission structure. The invention improves the compression and tensile load bearing capacity of the draw beam of the coupler under the condition of not increasing the weight of the draw beam.
Description
Technical Field
The invention relates to the technical field of railway vehicles, in particular to a traction beam force transmission structure, an underframe and a railway vehicle.
Background
In the design of the underframe of the car body, the underframe needs to bear larger longitudinal compression and tensile loads from the car coupler, so that the stress at the position of a front end towing beam cutter handle and the stress at the position of a rear end towing beam cutter handle are both too high, the method usually adopts the measure of thickening the thickness of a plate material of the towing beam to improve the longitudinal compression and tensile load bearing capacity of the car coupler, but the method causes the whole towing beam to be heavier. The weight, manufacturing cost, and manufacturing difficulty of the chassis are also increased.
Disclosure of Invention
The present invention is directed to solving at least one of the problems of the prior art. Therefore, the invention provides a traction beam force transmission structure which is used for improving the capacity of the traction beam for bearing the compression and tensile loads of a coupler under the condition of not increasing or obviously increasing the weight of the traction beam.
The invention also provides the underframe.
The invention further provides the railway vehicle.
A draft beam force transfer structure according to an embodiment of the first aspect of the invention includes: the upper end of the buffer beam is provided with end door upright post mounting parts respectively positioned on two sides of the central axis of the buffer beam and used for mounting end door upright posts;
the pair of edge beams are respectively connected to two ends of the buffer beam;
the front end traction beam comprises a pair of front end traction beam bodies, the rear ends of the front end traction beam bodies are connected to a car coupler mounting seat, the front end traction beam bodies are respectively connected to the rear side of the buffer beam in an inclined mode and correspond to the end door upright post mounting part, and the front end traction beam bodies, the car coupler mounting seat and the buffer beam form a triangular force transmission structure;
the rear end traction beam comprises a pair of rear end traction beam bodies, and the front ends of the rear end traction beam bodies are connected to the coupler mounting seat;
the sleeper beam is arranged between the pair of side beams, and the pair of rear end traction beam bodies are respectively connected to the sleeper beam in an inclined mode;
the coupler mounting seat, the pair of rear end traction beam bodies and the sleeper beam form a triangular force transmission structure.
According to one embodiment of the invention, each front end draft sill body and each rear end draft sill body comprise an L-shaped web, a reinforcing rib plate arranged on the horizontal section of the L-shaped web and opposite to the vertical section of the L-shaped web at intervals, and a cover plate fixedly covering the vertical section of the L-shaped web and the reinforcing rib plate.
According to one embodiment of the invention, the profile of the L-shaped web plate on one side far away from the horizontal section is in a fish belly shape, and specifically comprises a first straight line section, an arc line section and a second straight line section which are sequentially connected, wherein the distance between the first straight line section and the horizontal section is larger than the distance between the second straight line section and the horizontal section, the arc line section is in an S-like shape, one end of the arc line section is in smooth transition connection with the first straight line section, and the other end of the arc line section is in smooth transition connection with the second straight line section;
the corresponding side of the reinforcing rib plate is in a shape matched with the fish belly shape;
the cover plate comprises a first cover plate covered on the first straight line section, an arc-shaped cover plate covered on the arc-shaped line section and a second cover plate covered on the second straight line section;
the thickness of the arc cover plate is respectively greater than that of the first cover plate and that of the second cover plate.
According to one embodiment of the invention, each front end towing beam body and each rear end towing beam body are provided with an opening penetrating through the respective vertical section and the reinforcing rib plate, and sealing plates are packaged around the openings.
According to one embodiment of the invention, the opening is formed at the vertical section of the L-shaped web corresponding to the arc line section;
the shape of the sealing plate is matched with that of the opening, and the sealing plate is inserted into the opening and welded with the L-shaped web plate and the reinforcing rib plate.
According to one embodiment of the invention, the shape of the opening is a right triangle, and the hypotenuse of the right triangle opening faces the corresponding position of the arc segment.
According to one embodiment of the invention, the L-shaped web is integrally bent and formed, a transition fillet is formed at the bending position, and the reinforcing rib plate is parallel to the vertical section of the L-shaped web.
According to one embodiment of the invention, the two ends of the rear side of the buffer beam are respectively provided with an installation groove, the opening of the installation groove faces the direction of the coupler installation seat, the end door column installation part is positioned on the upper side face of the installation groove, and the front end of the front end traction beam body is inserted into the installation groove and abuts against the lower side of the end door column installation part.
According to one embodiment of the invention, the sleeper beam is provided with a mounting seat at the position for connecting a pair of rear end traction beam bodies;
a plurality of sleeper beam reinforcing ribs are arranged between the upper cover plate and the lower cover plate of the sleeper beam and between the pair of mounting seats at intervals;
the upper cover plate is provided with lightening holes.
A chassis according to an embodiment of a second aspect of the invention, comprising:
in the traction beam force transmission structure, the two ends of the front side of the buffer beam are respectively provided with an anti-creeper mounting seat;
the rear end of each oblique beam is connected to the edge beam, and the front end of each oblique beam is connected to the rear side of the buffer beam and corresponds to the mounting seat of the anti-creeper;
and the pair of front end cross beams are respectively arranged at the two transverse sides of the coupler mounting seat, and the rear end of each front end traction beam body and the rear end of each oblique beam are connected to the front end cross beam at the side where the front end traction beam body is arranged.
According to the third aspect of the invention, the rail vehicle comprises a pair of end door columns, the traction beam force transmission structure or the underframe, and the pair of end door columns are arranged on the end door column mounting parts of the buffer beam.
One or more technical solutions in the embodiments of the present invention have at least one of the following technical effects:
according to the traction beam force transmission structure, the pair of front end traction beam bodies, the coupler mounting seat and the buffer beam form a triangular force transmission structure, compression and tensile loads of a coupler are transmitted to the side beam from the front end traction beam bodies according to a force transmission path of the coupler for transmitting the loads, so that the front end traction beam bodies are stable in structure and strong in capability of bearing the compression and tensile loads of the coupler, the longitudinal compression and tensile load bearing capability of the coupler is improved without increasing the thickness of a plate of the front end traction beam, and the increase of the weight of the front end traction beam is avoided; the coupler mounting seat, the pair of rear end traction beam bodies and the sleeper beam form a triangular force transmission structure, the coupler mounting seat is used as a triangular vertex, coupler compression and tensile loads borne by the coupler mounting seat are transmitted to the sleeper beam and transmitted to the side beam according to a force transmission path, therefore, the longitudinal compression and tensile load capacity of the coupler is improved without increasing the thickness of plates of the rear end traction beam, the increase of the weight of the rear end traction beam is avoided, the load bearing capacity of the chassis is increased, meanwhile, a larger space for arranging sleeper beam reinforcing ribs is reserved for the sleeper beam, and the structural strength of the sleeper beam is favorably ensured.
According to the underframe disclosed by the embodiment of the invention, a front end traction beam body, an oblique beam and a front end cross beam form a triangular force transmission structure; through forming stable triangle-shaped force transmission structure, can transmit the compressive load of anticreeper to the boundary beam fast, can not produce local stress concentration in anticreeper rear end floor department.
According to the railway vehicle provided by the embodiment of the invention, the end door upright post, the front end traction beam and the oblique beam form a stable frame structure to bear the compression and tension loads of the coupler together, so that the bearing capacity of the underframe is improved. And because the traction beam force transmission structure or the underframe is arranged, the traction beam force transmission structure or the underframe has all the advantages of the traction beam force transmission structure or the underframe, and the description is omitted.
Additional aspects and advantages of the invention will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the invention.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the drawings without creative efforts.
FIG. 1 is a schematic perspective view of a trailing beam force transfer structure according to an embodiment of the invention;
FIG. 2 is a schematic top view of a trailing beam force transfer structure showing a front end trailing beam according to an embodiment of the invention;
FIG. 3 is a schematic perspective view of a trailing beam force transfer structure showing a leading trailing beam according to an embodiment of the invention;
FIG. 4 is a schematic perspective view of a front end draft sill body according to an embodiment of the present invention;
FIG. 5 is a schematic perspective view of a rear draft sill body mounted to a coupler mount of an embodiment of the present invention;
FIG. 6 is a schematic perspective view of a rear end draft sill body according to an embodiment of the present invention;
FIG. 7 is a schematic structural diagram of a cover plate according to an embodiment of the present invention;
FIG. 8 is a longitudinal cross-sectional structural view of a rear end draft sill body according to an embodiment of the present invention;
FIG. 9 is a schematic perspective view of a bumper beam in a trailing beam force transfer configuration of an embodiment of the present invention, showing mounting slots;
FIG. 10 is a schematic perspective view of a stringer in a trailing beam force transfer configuration according to an embodiment of the present invention;
FIG. 11 is a schematic partial structural view of a rail vehicle illustrating an end door pillar according to an embodiment of the invention.
Reference numerals:
10: a bumper beam; 11: mounting grooves; 11-1: connecting holes; 11-2: a guide hole; 12: an anticreeper mount; 13: an end door pillar mounting section; 20-1: a front end draft sill; 20-2: a rear end draft sill; 21-1: a front end trailing beam body; 21-2: a rear end trailing beam body; 22: an L-shaped web; 22-1: a horizontal segment; 22-2: a vertical section; 23: reinforcing rib plates; 24: a cover plate; 24-1: a first cover plate; 24-2: an arc-shaped cover plate; 24-3: a second cover plate; 25: opening a hole; 26: closing the plate; 30: an oblique beam; 31: a vertical plate; 32: a transverse plate; 33: a notch; 40: a front end cross member; 50: a coupler mounting seat; 60: a bolster; 60-1: a mounting seat; 60-2: lightening holes; 70: a sleeper beam reinforcing rib; 80: a first auxiliary cross member; 90: a second auxiliary cross member; 100: a boundary beam; 110: an end door pillar; 120: and a third auxiliary cross beam.
Detailed Description
The embodiments of the present invention will be described in further detail with reference to the drawings and examples. The following examples are intended to illustrate the invention but are not intended to limit the scope of the invention.
In the description of the embodiments of the present invention, it should be noted that the terms "center", "longitudinal", "lateral", "upper", "lower", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", and the like indicate orientations or positional relationships based on those shown in the drawings, and are only for convenience of describing the embodiments of the present invention and simplifying the description, but do not indicate or imply that the referred devices or elements must have a specific orientation, be constructed and operated in a specific orientation, and thus, should not be construed as limiting the embodiments of the present invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.
In the description of the embodiments of the present invention, it should be noted that, unless explicitly stated or limited otherwise, the terms "connected" and "connected" are to be interpreted broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; may be directly connected or indirectly connected through an intermediate. Specific meanings of the above terms in the embodiments of the present invention can be understood in specific cases by those of ordinary skill in the art.
In embodiments of the invention, unless expressly stated or limited otherwise, the first feature "on" or "under" the second feature may be directly contacting the first and second features or indirectly contacting the first and second features through intervening media. Also, a first feature "on," "over," and "above" a second feature may be directly or diagonally above the second feature, or may simply indicate that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature may be directly under or obliquely under the first feature, or may simply mean that the first feature is at a lesser elevation than the second feature.
In the description herein, references to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of an embodiment of the invention. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, various embodiments or examples and features of different embodiments or examples described in this specification can be combined and combined by one skilled in the art without contradiction.
As shown in fig. 1 to 10, in a first aspect, a draft sill force transfer structure according to an embodiment of the present invention includes a draft sill 10, a pair of side sills 100, and front and rear draft sills 20-1 and 20-2 and a bolster 60.
It should be noted that the direction from front to back (i.e., from the front to the back) of the rail vehicle is the "front" and "back" directions described in the traction beam force transmission structure of the present embodiment, the longitudinal direction of the rail vehicle is the "longitudinal direction", and the width direction of the rail vehicle is the "transverse direction".
In this embodiment, the upper end, i.e., the upper surface, of the bumper beam 10 is provided with end door pillar mounting portions 13, respectively, on both sides of the central axis of the bumper beam 10, for mounting the end door pillars 110.
A pair of side beams 100 are respectively connected to both ends of the bumper beam 10; in other words, the bumper beam 10 is installed between the pair of side beams 100 to form a frame structure.
The front end draft sill 20-1 comprises a pair of front end draft sill bodies 21-1, the rear ends of the pair of front end draft sill bodies 21-1 are connected to a coupler mounting seat 60-150, the coupler mounting seat 60-150 is used for mounting a coupler, the coupler is located between the pair of front end draft sill bodies 21-1, the pair of front end draft sill bodies 21-1 extend obliquely respectively, namely the pair of front end draft sill bodies 21-1 are arranged at an angle, and the front end draft sill bodies 21-1 and the coupler extend to the position where the front end of each front end draft sill body 21-1 is connected to the rear side of the bumper beam 10 and corresponds to the end door column mounting part 13.
Therefore, the pair of front end draft sill bodies 21-1, the coupler mounting seats 60-150 and the buffer beam 10 form a triangular force transmission structure, compression and tensile loads of the coupler are transmitted to the side beam 100 from the front end draft sill bodies 21-1 according to a force transmission path of load transmitted by the coupler, so that the front end draft sill bodies 21-1 are stable in structure and strong in capability of bearing the compression and tensile loads of the coupler, the longitudinal compression and tensile load bearing capability of the coupler is improved without increasing the thickness of a plate of the front end draft sill 20-1, and the weight of the front end draft sill 20-1 is prevented from being increased.
It should be noted that, a triangular force transmission structure is formed by the front end draft sill body 21-1, the coupler mounting seats 60-150 and the bumper beam 10, the coupler is mounted on the coupler mounting seats 60-150, when the coupler bears a compressive load, the compressive load is transmitted to the coupler mounting seats 60-150, namely the coupler mounting seats 60-150 and the coupler bear the compressive load at the same time, the coupler mounting seats 60-150 are used as the vertexes of the triangular force transmission structure, the borne compressive load is transmitted from the front end draft sill body 21-1 to the end door pillar mounting part 13 of the bumper beam 10, namely to the end door pillar 110, part of the load is dissipated by the end door pillar 110, the bearing capacity of the end door pillar 110 is strong, in addition, the bumper beam 10 and the sill 100 also dissipate part of the load at the same time, and the bearing capacities of the bumper beam 10 and the sill 100 are strong; the load borne by the front end draft sill body 21-1 itself is relatively small, so that the strength requirements for the front end draft sill 20-1 need not be excessive, and the thickness of the sheet material of the entire front end draft sill 20-1 need not be increased. And the weight, the manufacturing cost and the manufacturing difficulty of the underframe are reduced.
The rear draft sill 20-2 of this embodiment includes a pair of rear draft sill bodies 21-2, the front ends of the pair of rear draft sill bodies 21-2 are each connected to a coupler mount 60-150.
The bolster 60 is installed between a pair of underframe side rails 100, and a pair of rear-end draft sill bodies 21-2 are respectively extended obliquely until the rear end of each rear-end draft sill body 21-2 is connected to the bolster 60, that is, a pair of rear-end draft sill bodies 21-2 are disposed at an angle therebetween.
Therefore, the coupler mounting seat 60-150, the pair of rear end traction beam bodies 21-2 and the sleeper beam 60 form a triangular force transmission structure. The coupler mounting seats 60-150 are used as triangular vertexes, coupler compression loads borne by the coupler mounting seats 60-150 are transferred to the sleeper beams 60 and transferred to the boundary beams 100 according to force transfer paths, the load bearing capacity of the underframe is improved, and meanwhile, larger spaces for arranging sleeper beam reinforcing ribs 70 are reserved for the sleeper beams 60, so that the structural strength of the sleeper beams 60 is guaranteed.
It should be noted that, because the rear end draft sill body 21-2 reasonably transfers the coupler compressive load borne by the coupler mounting seat 60-150 to the body bolster 60 and the side sill 100, the stress concentration at the connection of the rear end draft sill body 21-2 and the body bolster 60 is avoided, thereby reducing the strength requirement on the rear end draft sill body 21-2, on one hand, the plate thickness of the rear end draft sill body 21-2 can be properly reduced, on the other hand, the problem of overhigh stress when the rear end draft sill 20-2 is under the compressive load is overcome, and the lower cover plate spanning from one-position side draft sill to two-position side draft sill can be cancelled. The self weight of the vehicle body is reduced, the load bearing capacity of the underframe is increased, and the underframe structure is simplified.
To facilitate the connection of the rear-end traction beam bodies 21-2 with the body bolster 60, according to one embodiment of the present invention, the body bolster 60 is configured with mounting seats 60-1 at positions for connecting a pair of the rear-end traction beam bodies 21-2, respectively.
The pair of rear-end draft sill bodies 21-2 are respectively disposed obliquely toward the body bolster 60 such that the distance between the pair of rear-end draft sill bodies 21-2 is larger closer to the body bolster 60, whereby the free space of the body bolster 60 between the pair of rear-end draft sill bodies 21-2 and the body bolster 60 at the junction of the pair of rear-end draft sill bodies 21-2 and the pair of rear-end draft sill bodies 21-2 is larger, and a plurality of body bolster reinforcing ribs 70 can be disposed in the free space, thereby enhancing the strength of the body bolster 60.
Specifically, a plurality of sleeper beam reinforcing ribs 70 are provided at intervals between the upper cover plate and the lower cover plate of the sleeper beam 60 and between the pair of mounting seats 60-1.
In one embodiment, the upper cover plate may be provided with lightening holes 60-2 for lightening the sleeper beam 60 and for providing a space for avoiding the vehicle lower parts.
According to an embodiment of the present invention, in order to enhance the connection strength between the pair of rear-end draft sill bodies 21-2, a plurality of second auxiliary cross members 90 are connected between the pair of rear-end draft sill bodies 21-2, and in order to enhance the support strength between the rear-end draft sill bodies 21-2 and the side sill 100, a plurality of third auxiliary cross members 120 are connected between each of the rear-end draft sill bodies 21-2 and the side sill 100 at intervals.
In this embodiment, the second auxiliary cross beam 90 and the third auxiliary cross beam 120 are b-shaped beams, which occupy a small space and are light in weight, and the weight of the underframe is not significantly increased.
As shown in fig. 4 to 8, according to an embodiment of the present invention, each of the front end draft sill body 21-1 and the rear end draft sill body 21-2 includes an L-shaped web 22, a reinforcing rib plate 23 disposed at a horizontal section 22-1 of the L-shaped web 22 and spaced apart from and opposed to a vertical section 22-2 of the L-shaped web 22, and a cover plate 24 fixedly covering the vertical section 22-2 of the L-shaped web 22 and the reinforcing rib plate 23. In other words, a space is reserved between the reinforcing rib plate 23 and the vertical section 22-2, the cover plate 24 covers the reinforcing rib plate 23 and the vertical section 22-2 to respectively enclose the cavity of the front end traction beam body 21-1 and the cavity of the rear end traction beam body 21-2, the cover plate 24 is separately arranged in the embodiment, so that the front end traction beam body 21-1 and the rear end traction beam body 21-2 can be conveniently assembled, and the thickness of the cover plate 24 can be locally adjusted according to stress.
Specifically, the L-shaped web 22 includes a vertical section 22-2 and a horizontal section 22-1 vertically connected to the vertical section 22-2, and the vertical section 22-2 and the horizontal section 22-1 are integrally formed by bending, and a transition fillet is formed at the bending position to avoid stress concentration.
During actual installation, the reinforcing rib plate 23 is fixed on the horizontal section 22-1 of the L-shaped web plate 22, so that the reinforcing rib plate 23 is parallel to the vertical section 22-2, and then the cover plate 24 is fixed on the reinforcing rib plate 23 and the vertical section 22-2 to form the front end traction beam body 21-1.
According to one embodiment of the invention, the profile shape of the L-shaped web plate 22 on the side far away from the horizontal section 22-1 is in a fish belly shape, and specifically comprises a first straight line section, an arc line section and a second straight line section which are sequentially connected, wherein the distance between the first straight line section and the horizontal section 22-1 is larger than the distance between the second straight line section and the horizontal section 22-1, namely the cross sections of the front end traction beam body 21-1 and the rear end traction beam body 21-2 are variable sections, the arc line section is in an S-like shape, one end of the arc line section is in smooth transition connection with the first straight line section, and the other end of the arc line section is in smooth transition connection with the second straight line section; the arc segments are also called the handle of the front end draft sill 20-1 and the handle of the rear end draft sill 20-2.
To facilitate the installation of the cover plate 24, the corresponding sides of the reinforcing ribs 23 are shaped to match the fish belly shape, i.e. the reinforcing ribs 23 are also shaped as fish bellies.
Specifically, in order to adapt to the fish belly shape of the L-shaped web 22 and the reinforcing plate 23, the cover plate 24 includes a first cover plate 24-1 covering the first straight line section, an arc-shaped cover plate 24-2 covering the arc-shaped line section, and a second cover plate 24-3 covering the second straight line section.
According to one embodiment of the present invention, the thickness of the arc-shaped cover plate 24-2 is greater than the thickness of the first cover plate 24-1 and the thickness of the second cover plate 24-3. Because the underframe bears larger longitudinal compression load from the car coupler, the stress at the tool holders (namely arc sections) of the front end traction beam 20-1 and the rear end traction beam 20-2 is overhigh, the embodiment can separately thicken and cover the thickness of the arc cover plate 24-2 arranged on the arc sections so as to enhance the strength of the tool holders, avoid thickening the integral thickness of the front end traction beam 20-1 and the rear end traction beam 20-2, and realize the weight reduction of the front end traction beam 20-1 and the rear end traction beam 20-2. That is, the thicknesses of the first cover plate 24-1 and the second cover plate 24-3 may not be increased or may be reduced, thereby facilitating weight reduction of the front end draft sill 20-1 and the rear end draft sill 20-2, i.e., the entire draft sill.
According to one embodiment of the invention, each front end traction beam body 21-1 and each rear end traction beam body 21-2 are provided with the opening 25 penetrating through the vertical section 22-2 and the reinforcing rib plate 23, so that the front end traction beam body 21-1 is convenient to reduce weight by arranging the opening 25, and the requirement of under-vehicle routing is met; sealing plates 26 are packaged around the opening 25, the sealing plates 26 can be welded at the opening 25, the sealing plates 26 play a role of reinforcing ribs, the strength of the front-end traction beam body 21-1 and the strength of the rear-end traction beam body 21-2 are enhanced, and the trouble that the reinforcing ribs are required to be arranged between the web plate and the reinforcing rib plate 23 respectively for the front-end traction beam body 21-1 and the rear-end traction beam body 21-2 in the prior art is avoided. The web of the front end draft sill 20-1 and the web of the rear end draft sill 20-2 are prevented from buckling under stress by the provision of the closing plate 26.
In one embodiment, the opening 25 is formed in the L-shaped web 22 at a position approximately corresponding to the vertical section 22-2 of the arc segment;
the shape of the sealing plate 26 is adapted to the shape of the opening 25, and the sealing plate 26 is inserted into the opening 25 and welded to the L-shaped web 22 and the reinforcing rib plate 23, so that the position of the L-shaped web 22 (i.e., the vertical section 22-2 corresponding to the arc segment) which is easy to bend is reinforced in strength, and the bending is avoided.
In order to facilitate structural optimization and according to stress analysis, the opening 25 is in the shape of a right triangle, the bevel edge of the right triangle opening 25 faces the position corresponding to the arc line segment, and the strength of the front end traction beam body 21-1 and the rear end traction beam body 21-2 can be further improved through the optimized design of the shape of the opening 25.
As shown in fig. 9, in order to facilitate the quick and stable connection of the front end draft sill body 21-1 with the draft sill 10, according to one embodiment of the present invention, the draft sill 10 is formed with mounting grooves 11 at both rear ends thereof, the mounting grooves 11 are opened toward the coupler mounting seats 60-150, the end door pillar mounting parts 13 are located at the upper side of the mounting grooves 11, and the front end of the front end draft sill body 21-1 is inserted into the mounting grooves 11 and abuts against the lower side of the end door pillar mounting parts 13. The front end of the front end draft sill body 21-1 is matched with the height of the mounting groove 11, so that after the front end draft sill body 21-1 is inserted into the mounting groove 11, the upper and lower side surfaces of the front end draft sill body 21-1 are attached to the upper and lower side walls in the mounting groove 11, and the front end of the front end draft sill body 21-1 can be fixedly connected with the bumper beam 10 by welding the upper and lower side surfaces of the front end draft sill body 21-1 with the upper and lower side walls in the mounting groove 11.
In a second aspect, a chassis according to an embodiment of the present invention, as shown in fig. 1 to 3, includes:
in the traction beam force transmission structure, two ends of the front side of a buffer beam 10 are respectively provided with an anti-creeper mounting seat 12, and the anti-creeper is mounted on the anti-creeper mounting seat 12;
the rear end of each oblique beam 30 is connected to the side beam 100, and the front end of each oblique beam 30 is connected to the rear side of the bumper beam 10 and corresponds to the anticreeper mounting seat 12;
and a pair of front end cross members 40 respectively disposed at both lateral sides of the coupler mounting seats 60-150, and a rear end of each front end draft sill body 21-1 and a rear end of each oblique member 30 are connected to the front end cross member 40 at the side thereof.
The front end traction beam body 21-1, the oblique beam 30 and the front end cross beam 40 form a triangular force transmission structure.
Because the underframe needs to bear a large anti-creep compression load, a commonly adopted means is that a small longitudinal beam is arranged at the rear end of an anti-creep device and connected to the front end cross beam 40, the small longitudinal beam directly transmits the anti-creep compression load to the front end cross beam 40, and stress concentration is easily caused at the connection position.
In the embodiment, the mounting seat 12 of the anti-creeper is used as the vertex of the triangular force transmission structure, and the stable triangular force transmission structure is formed, so that the compression load of the anti-creeper can be quickly transmitted to the boundary beam 100, the local stress concentration cannot be generated, and the underframe structure is simplified.
In addition, the front end draft sill body 21-1 is connected to the end door pillar mounting part 13, so that the end door pillar 110, the front end draft sill 20-1 and the inclined beam 30 form a stable frame structure to jointly bear the compression and tension loads of the coupler, and the bearing capacity of the underframe is improved.
Specifically, the end door pillar mounting part 13 may be formed by thickening a side wall for the upper side wall of the installation groove 11, or may be a reinforcing plate additionally provided on the upper side wall of the installation groove 11.
According to an embodiment of the present invention, the anticreeper mounting seat 12 is formed outside the bottom wall of the mounting groove 11, and it should be noted that the side wall opposite to the opening of the open groove is the bottom wall. As shown in fig. 9, the bottom wall of the installation groove 11 is configured with a plurality of connection holes 11-1 penetrating the anticreeper mount 12 and guide holes 11-2 located between the plurality of connection holes 11-1, the anticreeper mount 12 may be a mount plate integrally formed at the outside of the bottom wall of the installation groove 11, and the anticreeper is mounted on the anticreeper mount 12, that is, the bumper beam 10, through the connection holes 11-1 by the connectors.
As shown in fig. 9, the guide hole 11-2 of the present embodiment may be in an i-shape, and when the anti-creeper is pressed to be collapsed backward, the guide mechanism of the anti-creeper is retracted into the installation groove 11 along the guide hole 11-2.
Specifically, the front end of the oblique beam 30 is inserted into the mounting groove 11 and located on one side of the mounting groove 11 close to the boundary beam 100, and the height of the front end of the oblique beam 30 is matched with the height in the mounting groove 11, so that after the oblique beam 30 is inserted into the mounting groove 11, the upper and lower side surfaces of the oblique beam 30 are both attached to the upper and lower side walls in the mounting groove 11, and the front end of the oblique beam 30 can be fixedly connected with the bumper beam 10 by welding the upper and lower side surfaces of the oblique beam 30 to the upper and lower side walls in the mounting groove 11.
According to an embodiment of the present invention, one side of the pair of side beams 100 opposite to each other is respectively configured with an open slot with an opening facing each other, that is, the open slot faces the center line direction of the bumper beam 10, two ends of the bumper beam 10 are inserted into the open slot, specifically, the height of the installation slot 11 for being inserted into the open slot is matched with the height of the open slot and is less than the height of other parts of the installation slot 11, it can be understood that the installation slot 11 comprises two sections of slot bodies, one section of slot body is used for installing the front end traction beam body 21-1 and the oblique beam 30, the height of the slot body is relatively higher, the slot body at the other end is used for being inserted into the open slot, due to the height limitation of the side beam 100, the height of the open slot is relatively lower, the slot bodies matched and connected with the open slot are connected in a transition manner, and an inclined arc surface is formed at the connection position.
Specifically, the rear end of the oblique beam 30 is inserted into the open slot, and in order to facilitate the connection between the rear end of the oblique beam 30 and the front end cross beam 40, the rear end of the oblique beam 30 may be partially located in the open slot, and a part of the rear end is exposed out of the open slot, so as to facilitate the connection with the front end cross beam 40.
As shown in fig. 10, in a specific embodiment, the inclined beam 30 includes a vertical plate 31 and a horizontal plate 32 bent and extended from the upper side and the lower side of the vertical plate 31 to the same side, and a structure with a U-shaped cross section is formed, where the vertical plate 31 gradually increases in width from one end to the other end, so as to adapt to that two ends of the inclined beam 30 are respectively installed in the open slots of the boundary beams 100 with different heights and the installation slots 11 of the bumper beam 10, in this embodiment, the height of the installation slot 11 is greater than that of the open slot, adaptively, the large end of the vertical plate 31 of this embodiment is installed in the installation slot 11, and the upper side and the lower side of the large end abut against the upper side wall and the lower side wall of the installation slot 11, the small end of the vertical plate 31 is installed in the open slot, and the upper side and the lower side of the small end abut against the upper side wall and the lower side of the open slot, and for manufacturing convenience, the lower side of the vertical plate 31 may be a plane, and the upper side is an inclined plane. The two ends of the transverse plate 32 on the side away from the vertical plate 31 are respectively configured as an inward concave arc-shaped surface, in other words, a side contour line of the transverse plate 32 on the side away from the vertical plate 31 has a straight line segment and an arc line segment located at the two ends of the straight line segment and connected with the straight line segment in a smooth transition manner. The concave arc surfaces are respectively arranged at the two ends of the transverse plate 32, so that the joint of the inclined plate and the front end cross beam 40 avoids stress concentration.
According to one embodiment of the invention, gaps are reserved between two ends of the transverse plate 32 and the vertical plate 31, so that notches 33 are formed at two ends of the transverse plate 32 and the vertical plate 31, the two ends of the transverse plate 32 can be adjusted at the gaps, and in order to enable the two ends of the transverse plate 32 to be better attached to the upper side wall and the lower side wall of the mounting groove 11 and the open groove, the end portions of the transverse beam are formed into free ends through the notches 33, and can be bent up and down to form cambered surfaces so as to adapt to the surface shapes in the mounting groove 11 and the open groove.
As shown in fig. 2 and 3, according to an embodiment of the present invention, one end of the front cross member 40 is connected to the rear side wall of the front draft sill body 21-1, the other end of the front cross member 40 is inserted into the open slot, the lateral plates 32 of the inclined member 30 are overlapped on the upper and lower surfaces of the front cross member 40 and welded at the overlapping portion, so that the two lateral plates 32 of the inclined member 30 are fixedly connected to the upper and lower surfaces of the front cross member 40, and the inclined member 30 is fixedly connected to the front cross member 40.
Referring to fig. 2 again, in addition, two ends of one side of the front end cross beam 40, which faces away from the oblique beam 30, are respectively configured as concave arc surfaces, so that stress concentration at the joint of the front end cross beam 40 and the front end draft sill body 21-1 and at the joint of the front end cross beam 40 and the side sill 100 is avoided.
In addition, in order to enhance the strength of the underframe, a first auxiliary cross beam 80 is further arranged between the bumper beam 10 and the front end cross beam 40, and in order to facilitate the arrangement of the first auxiliary cross beam 80, the first auxiliary cross beam 80 may include three sections, each section of the first auxiliary cross beam 80 on two sides is respectively connected between the oblique beam 30 and the front end draft sill body 21-1, and the section of the first auxiliary cross beam 80 in the middle is connected between the pair of front end draft sill bodies 21-1. The underframe of the embodiment has all the advantages of the traction beam force transmission structure due to the arrangement of the traction beam force transmission structure, and the description is omitted.
In a third aspect, as shown in fig. 11 and in combination with fig. 1, an embodiment of the present invention further provides a rail vehicle, including a pair of end door columns 110 and a draft sill force transmission structure or underframe, wherein the pair of end door columns 110 are mounted on the end door column mounting portion 13 of the bumper beam 10, and the end door columns 110, the front end draft sill 20-1 and the oblique beam 30 form a stable frame structure to jointly bear compression and tension loads of a coupler, so that the load bearing capacity of the underframe is improved, the underframe structure is simplified, and the self weight of the front end draft sill 20-1 is reduced, so that the self weight of the vehicle body is reduced. The rail vehicle of this embodiment has all the advantages of the traction beam force transmission structure or the underframe, and will not be described in detail herein.
The above embodiments are merely illustrative of the present invention and are not to be construed as limiting the invention. Although the present invention has been described in detail with reference to the embodiments, it should be understood by those skilled in the art that various combinations, modifications or equivalents may be made to the technical solution of the present invention without departing from the spirit and scope of the technical solution of the present invention, and the technical solution of the present invention is covered by the claims of the present invention.
Claims (10)
1. A draft sill force transfer structure comprising:
the upper end of the buffer beam is provided with end door upright post mounting parts respectively positioned on two sides of the central axis of the buffer beam and used for mounting end door upright posts;
the pair of edge beams are respectively connected to two ends of the buffer beam;
the front end traction beam comprises a pair of front end traction beam bodies, the rear ends of the front end traction beam bodies are connected to a car coupler mounting seat, the front end traction beam bodies are respectively connected to the rear side of the buffer beam in an inclined mode and correspond to the end door upright post mounting part, and the front end traction beam bodies, the car coupler mounting seat and the buffer beam form a triangular force transmission structure;
the rear end traction beam comprises a pair of rear end traction beam bodies, and the front ends of the rear end traction beam bodies are connected to the coupler mounting seat;
the sleeper beam is arranged between the pair of side beams, and the pair of rear end traction beam bodies are respectively connected to the sleeper beam in an inclined mode;
the coupler mounting seat, the pair of rear end traction beam bodies and the sleeper beam form a triangular force transmission structure;
the rear side both ends of buffer beam are constructed the mounting groove respectively, the opening orientation of mounting groove the direction at coupling mount pad place, end door column mouting department is located the side of going up of mounting groove, the front end of front end draw beam body is inserted and is established in the mounting groove and paste and lean on the downside of end door column mouting department.
2. The trailing beam force-transfer structure of claim 1, wherein each of the front-end trailing beam bodies and each of the rear-end trailing beam bodies comprises an L-shaped web, a reinforcing rib plate disposed at a horizontal section of the L-shaped web and spaced apart from and opposite to a vertical section of the L-shaped web, and a cover plate fixedly covering the vertical section of the L-shaped web and the reinforcing rib plate.
3. The draft sill force transmission structure according to claim 2, wherein the L-shaped web has a fish belly shape on a side away from the horizontal section, and specifically comprises a first straight line section, an arc line section and a second straight line section which are connected in sequence, wherein a distance between the first straight line section and the horizontal section is larger than a distance between the second straight line section and the horizontal section, the arc line section is S-like, one end of the arc line section is in smooth transition connection with the first straight line section, and the other end of the arc line section is in smooth transition connection with the second straight line section;
the corresponding side of the reinforcing rib plate is in a shape matched with the fish belly shape;
the cover plate comprises a first cover plate covered on the first straight line section, an arc-shaped cover plate covered on the arc-shaped line section and a second cover plate covered on the second straight line section;
the thickness of the arc cover plate is respectively greater than that of the first cover plate and that of the second cover plate.
4. The trailing beam force-transfer structure of claim 3, wherein each of the front end trailing beam body and the rear end trailing beam body is provided with an opening penetrating through the respective vertical section and the reinforcing rib plate, and sealing plates are sealed around the openings.
5. The trailing beam force-transfer structure of claim 4, wherein the opening is provided at the vertical section of the L-web corresponding to the arc segment;
the shape of the sealing plate is matched with that of the opening, and the sealing plate is inserted into the opening and welded with the L-shaped web plate and the reinforcing rib plate.
6. The trailing beam force transfer structure of claim 5, wherein the opening is shaped as a right triangle with the hypotenuse of the right triangle opening facing the corresponding location of the arc segment.
7. The draft sill force transfer structure of claim 2, wherein the L-shaped web is integrally bent and formed, and a transition fillet is formed at the bent portion, and the reinforcing rib plate is parallel to the vertical section of the L-shaped web.
8. The trailing beam force transfer structure of any one of claims 1 to 7, wherein the bolster is configured with a mount at a position for connecting a pair of the trailing beam bodies;
a plurality of sleeper beam reinforcing ribs are arranged between the upper cover plate and the lower cover plate of the sleeper beam and between the pair of mounting seats at intervals;
the upper cover plate is provided with lightening holes.
9. An undercarriage, comprising:
the trailing beam force transfer structure of any one of claims 1-8, wherein the bumper beam is provided with an anti-creeper mount at each of its front ends;
the rear end of each oblique beam is connected to the edge beam, and the front end of each oblique beam is connected to the rear side of the buffer beam and corresponds to the mounting seat of the anti-creeper;
and the pair of front end cross beams are respectively arranged at the two transverse sides of the coupler mounting seat, and the rear end of each front end traction beam body and the rear end of each oblique beam are connected to the front end cross beam at the side where the front end traction beam body is arranged.
10. A rail vehicle comprising a pair of end door uprights, further comprising a draft sill force transfer structure according to any of claims 1 to 8 or an underframe according to claim 9, the pair of end door uprights being mounted on the end door upright mounting portion of the bumper beam.
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| CN202010789108.9A CN112026836B (en) | 2020-08-07 | 2020-08-07 | Draw beam force transmission structure, underframe and rail vehicle |
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| CN202010789108.9A CN112026836B (en) | 2020-08-07 | 2020-08-07 | Draw beam force transmission structure, underframe and rail vehicle |
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| CN112026836B true CN112026836B (en) | 2022-02-15 |
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| CN114735042A (en) * | 2022-05-10 | 2022-07-12 | 北京轨道交通技术装备集团有限公司 | Rail vehicle chassis structure and front end floor thereof |
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