CN112977516A - Rail vehicle and chassis thereof - Google Patents
Rail vehicle and chassis thereof Download PDFInfo
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- CN112977516A CN112977516A CN201911284670.XA CN201911284670A CN112977516A CN 112977516 A CN112977516 A CN 112977516A CN 201911284670 A CN201911284670 A CN 201911284670A CN 112977516 A CN112977516 A CN 112977516A
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- underframe
- boundary
- chassis
- edge
- coupler
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F1/00—Underframes
- B61F1/08—Details
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance
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- Mechanical Engineering (AREA)
- Body Structure For Vehicles (AREA)
- Arc Welding In General (AREA)
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Abstract
The embodiment of the application relates to the technical field of railway vehicles, in particular to a railway vehicle and an underframe thereof. The underframe comprises a middle underframe, an end underframe and a transitional connecting structure fixedly connected between the middle underframe and the end underframe; the end chassis boundary beam is of a double-side beam structure and comprises a low alloy steel boundary beam welded and connected to one end of the sleeper beam and a stainless steel boundary beam welded and connected to one side, away from the sleeper beam, of the low alloy steel boundary beam; a coupler mounting seat is fixedly arranged on one side, away from the sleeper beam, of the end underframe end beam; the draw beam and the end beam of the bottom bracket at the separation end of the coupler mounting base are oppositely arranged; the middle underframe comprises two middle underframe boundary beams provided with arc-shaped openings for forming doorways, at least one middle underframe beam, a cross beam, a middle underframe floor and a doorway reinforcing structure; the middle beam of the middle underframe is arranged in parallel with the edge beam of the middle underframe. The underframe has the characteristics of facilitating passengers to get on or off the train, reducing the sectional area of the boundary beam, improving the structural strength and ensuring firm welding between the stainless steel side wall and the underframe.
Description
Technical Field
The application relates to the technical field of railway vehicles, in particular to a railway vehicle and an underframe thereof.
Background
The underframe of the existing railway vehicle is the most important bearing structure of a stainless steel vehicle body. In the North American passenger car body structure, the load that the chassis needs to bear is far higher than the passenger car chassis in other areas, and the importance of the chassis is more prominent. The design and manufacturing standard APTA PR-CS-S-034-99 of North American passenger railway vehicles requires that the vehicle body be subjected to 3560KN of vehicle end compression; for a body structure without a crash energy management system, coupler compressive loads of 2224KN should be withstood; for a body structure including a crash energy management system, the body structure should be able to withstand coupler compressive loads of no less than 1.25 times the shear load of a retractable coupler. In contrast, the domestic motor train unit adopts an EN 12663P-II standard, the compression load of the car coupler is 1500KN, most domestic subways adopt an EN 12663P-III standard, and the compression load of the car coupler is 800 KN; the domestic carbon steel vehicle adopts TB1335 standard, and the compression load of the coupler is 1180 KN; UIC566 Standard end buffer position compressive load is 2000 KN; the compression load of the coupler of the JIS 7105 passenger car and the new-mainline bullet train is 980 KN.
In contrast, the strength requirements of north american passenger cars are significantly higher than in other regions. The undercarriage of a railway vehicle needs to withstand greater compressive loads. The two types of double-deck cars in north america have different chassis structures due to different doorway positions. The first double-layer vehicle is made of stainless steel, and the vehicle door is arranged at the position of the end underframe, so that passengers can only use a side door with multiple steps close to the most end part of the vehicle when getting on or off the low platform, and passengers using a wheelchair cannot smoothly get on the low platform; comprises a stainless steel large-section boundary beam extending from one end underframe to the other end underframe; the middle underframe comprises side walls at two side parts, and is shaped like a boat; and a chassis cannot be provided with a backspacing type coupler without a collision energy-absorbing management system. The other double-layer car side door is positioned in the middle of the passenger room and is not provided with a side beam which penetrates through the whole car body; the middle underframe is not provided with a middle beam, and the edge beam of the middle underframe needs a larger section for bearing, so that the adjustment space of the flat section of the vehicle is limited; the outer surface of the low alloy steel car body is coated, so that the weight is increased; if the outer surface is changed into a stainless steel non-coating structure, the side wall needs to be changed into a stainless steel material, and the end chassis boundary beam and the middle chassis boundary beam which are in contact with the side wall need to be changed into the stainless steel material, because the low alloy steel and the stainless steel are subjected to spot welding, one side of the low alloy steel is almost free of nuggets, and the welding is unqualified; however, the stainless steel plate has no thick plate, and the strength requirement of the vehicle body is difficult to meet by simply replacing materials; the middle chassis is made of common low alloy steel, and the anti-corrosion effect is poor.
Disclosure of Invention
The embodiment of the application provides a rail vehicle and an underframe thereof, and the underframe has the characteristics of facilitating passengers to get on or off a train, reducing the sectional area of a boundary beam of a middle underframe, increasing the available space in the train, improving the structural strength and enabling the stainless steel side wall and the underframe to be welded firmly.
According to a first aspect of embodiments of the present application, there is provided an underframe for a rail vehicle, comprising a middle underframe and end underframe arranged at two ends of the middle underframe; the transition connection structure is fixedly connected between the middle underframe and the end underframe;
the end underframe comprises a sleeper beam, an end underframe end beam, an end underframe side beam, a traction beam and an end underframe floor; the end chassis boundary beam is of a double-side beam structure and comprises a low alloy steel boundary beam welded and connected to one end of the sleeper beam and a stainless steel boundary beam welded and connected to one side, away from the sleeper beam, of the low alloy steel boundary beam; a coupler mounting seat for mounting a backspacing coupler is fixedly mounted on one side, away from the sleeper beam, of the end underframe end beam; the traction beam is fixedly connected with the end underframe end beam and the sleeper beam; the draft sill and the coupler mounting seat are oppositely arranged at the interval of the end underframe end beam;
the middle underframe comprises two middle underframe boundary beams provided with arc-shaped openings for forming doorways, at least one middle underframe beam, a cross beam, a middle underframe floor and a doorway reinforcing structure arranged on the periphery of the arc-shaped openings; the two middle underframe boundary beams are oppositely arranged and extend along the length direction of the middle underframe; the middle beam of the middle underframe is parallel to the edge beam of the middle underframe; the cross beam is fixedly connected between the middle underframe boundary beam and the middle underframe middle beam.
Preferably, the transition connection structure comprises two side transition beams which are oppositely arranged, at least one middle transition beam which is arranged between the two side transition beams, and a connecting plate which is connected between the side transition beams and the middle transition beam in a welding way;
the middle transition beam is fixedly connected between the end underframe and the middle beam of the middle underframe;
the side transition beam is fixedly connected between the end chassis boundary beam and the middle chassis boundary beam.
Preferably, the intermediate transition beam is made of stainless steel material;
the side transition beam is made of low alloy steel material.
Preferably, the coupler mounting seat is of a hollow structure, and a coupler mounting surface is arranged at the end part of the coupler mounting seat, which is away from the end underframe;
the end underframe end beam is provided with a back-off through hole for enabling a back-off type coupler to pass through when the back-off type coupler backs from the coupler mounting seat towards the direction of the towing beam;
the draft sill is provided with a retraction space for accommodating the retraction type coupler.
Preferably, the coupler mounting base is of a rectangular tubular structure and is provided with a plurality of through holes penetrating through the wall thickness.
Preferably, the through holes are uniformly distributed along the circumferential direction of the coupler mounting seat and are arranged on the edges of the coupler mounting seat.
Preferably, the low alloy steel edge beam comprises a U-shaped channel steel edge beam with an opening facing the towing beam and a vertical plate for blocking the opening;
the stainless steel edge beam is a U-shaped stainless steel edge beam, and the U-shaped stainless steel edge beam is sleeved on the outer peripheral surface of one side of the U-shaped channel steel edge beam, which is far away from the traction beam;
and along the length extending direction of the U-shaped channel steel edge beam, a cavity enclosed by the U-shaped channel steel edge beam and the vertical plate is welded with a plurality of end chassis edge beam reinforcing plates.
Preferably, the traction beam comprises a first vertical plate, a second vertical plate, a top plate, a partition plate and a bottom plate;
the first vertical plate and the second vertical plate are both arranged in parallel with the end underframe side beam;
the bottom plate and the top plate are arranged along the horizontal direction and are welded and connected between the first vertical plate and the second vertical plate;
the baffle is connected with the first vertical plate and the second vertical plate in a welding mode and is located between the bottom plate and the top plate along the vertical direction.
Preferably, the heights of the first vertical plate and the second vertical plate are gradually reduced along the direction from the end underframe to the middle underframe.
Preferably, the doorway reinforcing structure comprises a doorway reinforcing beam welded to the inner side of the middle chassis boundary beam and corresponding to the arc-shaped opening, a plurality of reinforcing plates welded to the arc-shaped opening side of the middle chassis boundary beam and arranged in the horizontal direction, and a blocking plate welded to the arc-shaped opening side of the middle chassis boundary beam;
the doorway reinforcing beam is attached to the inner side of the middle underframe boundary beam; along the length direction of middle chassis, the length of gate reinforcing beam is greater than arc opening's length.
Preferably, the middle underframe edge beam is composed of a first end edge beam, a middle edge beam and a second end edge beam which are welded and connected in sequence along the length direction of the middle underframe; wherein:
the middle boundary beam is made of a stainless steel plate with the thickness of 5 mm;
the first end edge beam and the second end edge beam are both made of stainless steel plates with the thickness of 6 mm;
and the middle edge beam and the welding seams of the first end edge beam and the second end edge beam are positioned in the middle of the doorway.
Preferably, the first end side beam, the middle side beam and the second end side beam are provided with protrusions facing one side of the doorway reinforcing beam at the arc-shaped opening positions;
the doorway reinforcing beam is provided with a side surface which is matched with the bulge in shape.
Preferably, the bicycle further comprises a pedal fixedly arranged at the bottom of the edge beam of the middle underframe and opposite to the arc-shaped opening.
Preferably, the middle underframe further comprises a triangular reinforcing plate fixedly connected between the middle underframe edge beam and the middle underframe middle beam;
the top surface of the middle beam of the middle underframe is welded with a plurality of anti-buckling plates for preventing the underframe from buckling, and the anti-buckling plates are used for fixedly connecting the middle beam of the middle underframe and the cross beams arranged on two sides of the middle beam of the middle underframe;
the middle beam of the middle underframe is of a rectangular tubular structure;
the middle underframe floor is a stainless steel corrugated plate.
According to a second aspect of the embodiments of the present application, there is also provided a rail vehicle including any one of the underframes provided in the above technical solutions.
Adopt rail vehicle and chassis that provides in this application embodiment, have following beneficial effect:
the underframe adopts a non-ship-shaped structure, the middle underframe and the end underframe are fixedly connected together through the transitional connection structure, and an arc-shaped opening forming a doorway is arranged on a side beam of the middle underframe, so that the doorway can be arranged on the part of the middle underframe, the height of the doorway is reduced, and a pedal plate is arranged below the doorway, so that passengers can conveniently get on or off the train, the railway vehicle is more suitable for operation under a low platform operation environment, and particularly, people with mobility inconvenience can conveniently get on the train through a small-gradient wheelchair ramp with one end arranged at the doorway and the other end arranged at the platform; the middle underframe is provided with the middle underframe boundary beams, and at least one middle underframe middle beam is arranged between the middle underframe boundary beams, so that the load of the middle underframe boundary beams can be shared by the middle underframe middle beams, the sectional area of the middle underframe boundary beams can be reduced, and the compressive load which can be borne by the underframe can be improved; the end underframe edge beam of the end underframe adopts a double-edge beam structure and comprises a low alloy steel edge beam welded and connected to one end of the sleeper beam and a stainless steel edge beam welded and connected to the low alloy steel edge beam, the low alloy steel edge beam is convenient to be welded and connected with the sleeper beam, and the stainless steel edge beam is convenient to be welded and connected with the stainless steel side wall, so that the stainless steel side wall and the end underframe can be firmly welded, and the connection strength between the side wall and the end underframe is improved; meanwhile, a coupler mounting seat for mounting a backspacing coupler is arranged on the end underframe, the backspacing coupler can be adopted by the coupler mounting seat, and the backspacing coupler can backspin and absorb energy during collision, so that the safety of passengers during collision of the railway vehicle can be improved.
Therefore, the underframe has the characteristics of facilitating passengers to get on and off the train, reducing the sectional area of the side beam of the middle underframe, increasing the available space in the train, improving the structural strength and ensuring the firm welding between the stainless steel side wall and the end underframe.
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 structural diagram of a chassis according to an embodiment of the present disclosure;
FIG. 2 is an enlarged partial view of the chassis provided in FIG. 1 at section A;
FIG. 3 is a partial schematic view of a transitional coupling arrangement of the chassis provided in FIG. 1;
FIG. 4 is a schematic view of the end chassis of the chassis provided in FIG. 1;
FIG. 5 is a schematic view of another angle of an end chassis of the chassis provided in FIG. 1;
FIG. 6 is a schematic structural view of an end chassis edge rail of the end chassis provided in FIG. 4;
FIG. 7 is a schematic cross-sectional view B-B of the end chassis edge rail provided in FIG. 6;
FIG. 8 is a schematic view of an intermediate chassis of the chassis provided in FIG. 1;
FIG. 9 is a schematic view of the structure of the doorway portion of the underframe provided in FIG. 1;
fig. 10 is a schematic view of the structure of the doorway part of the intermediate underframe provided in fig. 8.
Reference numerals:
1-a chassis; 11-an intermediate chassis; 12-end chassis; 13-a transitional connecting structure; 14-a foot pedal;
111-middle chassis edge beam; 112-middle underframe center sill; 113-a cross beam; 114-middle chassis floor; 115-doorway reinforcing beam; 116-a stiffener; 117-closure plate; 118-triangular stiffening plate; 119-anti-buckling plate; 1111-arc opening; 1112-a first end edge beam; 1113-middle edge beam; 1114-a second end sill;
121-corbel; 122-end chassis end beams; 123-end chassis edge beam; 124-a traction beam; 125-end underframe floor; 126-coupler mount; 1231-low alloy steel edge beam; 1232-stainless steel edge beam; 1233-end underframe edge beam stiffener plate; 1261-a through hole; 12311-U-shaped channel side beam; 12312-vertical plate;
131-side transition beam; 132-intermediate transition beam; 133-connecting plate.
Detailed Description
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.
The embodiment of the application provides a rail vehicle and an underframe of a vehicle body of the rail vehicle, the rail vehicle comprises the vehicle body, and the vehicle body can adopt any underframe provided by the following embodiment. The specific structure of the chassis can be referred to the following embodiments.
As shown in the structure of fig. 1, the underframe 1 for the railway vehicle comprises a middle underframe 11, end underframe 12 arranged at two ends of the middle underframe 11, and a transitional connecting structure 13 fixedly connected between the middle underframe 11 and the end underframe 12; the specific structure of the intermediate chassis 11 can refer to fig. 8; the specific structure of the end chassis 12 can be referred to fig. 4 and 5; the specific structure of the transition connecting structure 13 can refer to fig. 3; as shown in the structure of fig. 1, two ends of the middle chassis 11 are respectively provided with an end chassis 12, wherein one end of the middle chassis 11 is provided with one end chassis 12 through one transitional connecting structure 13, and the other end is provided with the other end chassis 12 through the other transitional connecting structure 13; as shown in the structures of fig. 1 and 3, the transitional connecting structure 13 is obliquely arranged to fixedly connect the end chassis 12 with the height difference and the middle chassis 11 together; the transitional coupling structure 13 may be made of stainless steel material and transmits the compressive load from the end chassis 12 to the middle chassis 11;
end chassis 12 includes bolster 121, end chassis end beam 122, end chassis edge beam 123, draft sill 124, and end chassis floor 125; the end underframe boundary beam 123 is of a double-side beam structure, and the end underframe boundary beam 123 comprises a low alloy steel boundary beam 1231 welded and connected to one end of the sleeper beam 121 and a stainless steel boundary beam 1232 welded and connected to one side, away from the sleeper beam 121, of the low alloy steel boundary beam 1231; a coupler mounting seat 126 for mounting a retraction type coupler is fixedly mounted on one side of the end chassis end beam 122, which is far away from the sleeper beam 121; the traction beam 124 is fixedly connected with the end underframe end beam 122 and the sleeper beam 121; the draft sill 124 is disposed opposite the coupler mount 126 from the end sill 122; as shown in fig. 4, 5, 6 and 7, the end chassis 12 is provided with two opposite end chassis boundary beams 123 along the width direction of the chassis 1, the end chassis boundary beams 123 adopt a double-boundary beam structure, and include a low alloy steel boundary beam 1231 and a stainless steel boundary beam 1232 which are stacked, and are welded with the bolster 121 through the low alloy steel boundary beam 1231, because the bolster 121 is made of a low alloy steel material, the low alloy steel boundary beam 1231 can be melt-welded with the bolster 121, so that the low alloy steel boundary beam 1231 and the bolster 121 can be firmly connected together; because the stainless steel edge beam 1232 and the stainless steel side wall plate are both made of stainless steel materials, the stainless steel edge beam 1232 arranged on the outer side of the end underframe edge beam 123 facilitates spot welding with the stainless steel side wall plate, so that the connection strength of the end underframe edge beam 123 and the side wall plate is improved; the low alloy steel edge beam 1231 and the stainless steel edge beam 1232 can be welded by fusion welding, and the welding seam can be shielded inside, so that the connection strength and reliability between the end underframe 12 and the side wall are improved; the coupler mounting seat 126 for mounting the backspacing coupler is arranged on the end chassis 12, in the collision process of the railway vehicle, the crushing pipe of the backspacing coupler can generate compression deformation by absorbing impact force, and after the load born by the coupler exceeds the shearing load of the coupler, the coupler can also backset towards the bottom of the end chassis 12 without being blocked by the vehicle body, so that the coupler is prevented from directly transmitting the impact force to the vehicle body, other energy absorption devices are triggered to participate in energy absorption in the shearing and backspacing process of the coupler, and the vehicle body is not directly deformed, and the safety of the railway vehicle is improved.
The middle underframe 11 comprises two middle underframe boundary beams 111 provided with an arc-shaped opening 1111 for forming a doorway, at least one middle underframe beam 112, a cross beam 113, a middle underframe floor 114 and a doorway reinforcing structure arranged at the periphery of the arc-shaped opening 1111; the two middle underframe edge beams 111 are oppositely arranged and extend along the length direction of the middle underframe 11; the middle underframe middle beam 112 and the middle underframe boundary beam 111 are arranged in parallel; the cross member 113 is fixedly connected between the middle chassis side member 111 and the middle chassis center member 112. As shown in the structures of fig. 1, 2, 3 and 8, the middle underframe 11 is not only provided with two middle underframe boundary beams 111, but also provided with two middle underframe middle beams 112 between the two middle underframe boundary beams 111, and by arranging the through middle underframe middle beams 112, the middle underframe 11 can be borne by the middle underframe boundary beams 111, and can also share the load borne by the middle underframe boundary beams 111 through the middle underframe middle beams 112, so that the load borne by the middle underframe boundary beams 111 can be reduced, the structural size and the sectional area of the middle underframe boundary beams 111 can be reduced, the sectional height of the middle underframe boundary beams 111 can be reduced, and more effective height spaces can be provided for each rail vehicle; middle chassis 11 all adopts stainless steel material to make, compares with chassis in the middle of the current carbon steel material, and middle chassis 11 of this application embodiment is favorable to improving corrosion resisting property. The number of the middle beams 112 of the middle underframe is not limited to two as shown in fig. 1, and may be one, three or more, and the specific number and position may be set according to actual needs; as shown in the structure of fig. 1 and 8, the middle underframe boundary beams 111 are provided with arc-shaped openings 1111 for forming doorways, each middle underframe boundary beam 111 is provided with two arc-shaped openings 1111, the arc-shaped openings 1111 are arranged close to one side of the near-end underframe 12, and the doorways are arranged on the middle underframe 11 due to the lower height of the middle underframe 11, so that passengers can get on or off the train conveniently, the wheelchair is more suitable for operation in a low platform operation environment, and particularly, people with mobility difficulties can get on the train through a wheelchair ramp.
As shown in the structure of fig. 1, the underframe 1 is of a non-boat-shaped structure, the middle underframe 11 and the end underframe 12 are fixedly connected together through the transitional connection structure 13, and the middle underframe boundary beam 111 of the middle underframe 11 is provided with an arc-shaped opening 1111 forming a doorway, so that the doorway can be arranged on the middle underframe 11 part, the height of the doorway is reduced, passengers can conveniently get on or off the railway without boarding ladders, the railway vehicle is more suitable for operation in a low-platform operation environment, and particularly, people with inconvenient actions can conveniently board the railway vehicle through a wheelchair ramp; the middle underframe 11 is provided with not only middle underframe boundary beams 111, but also at least one middle underframe middle beam 112 between the middle underframe boundary beams 111, and the load of the middle underframe boundary beams 111 can be shared by the middle underframe middle beams 112, so that the sectional area of the middle underframe boundary beams 111 can be reduced, and the compressive load which can be borne by the underframe 1 can be improved; the end underframe boundary beam 123 of the end underframe 12 adopts a double-boundary beam structure and comprises a low alloy steel boundary beam 1231 welded and connected to one end of the sleeper beam 121 and a stainless steel boundary beam 1232 welded and connected to the low alloy steel boundary beam 1231, the low alloy steel boundary beam 1231 is convenient for being welded and connected with the sleeper beam 121, and the stainless steel boundary beam 1232 is convenient for being welded and connected with the stainless steel side wall, so that the stainless steel side wall and the end underframe 12 can be firmly welded, and the connection strength between the side wall and the end underframe 12 is improved; meanwhile, a coupler mounting seat 126 for mounting a retraction type coupler is mounted on the end chassis 12, the retraction type coupler can be adopted through the coupler mounting seat 126, the retraction type coupler absorbs part of collision energy during collision and then shears and retracts, the coupler does not contact with a rear car body during retraction, so that collision load exceeding the shearing force of the coupler is not directly transmitted to the car body, other energy absorption devices are triggered to participate in energy absorption during retraction of the coupler, the car body is not directly deformed, and accordingly the safety of passengers during collision of the railway vehicle is improved.
Therefore, the underframe 1 has the characteristics of facilitating passengers to get on and off the train, reducing the sectional area of the boundary beam 111 of the middle underframe, increasing the available space in the train, improving the structural strength and ensuring firm welding between the stainless steel side wall and the end underframe 12.
In a specific embodiment, as shown in the structure of fig. 1 and 3, the transition connecting structure 13 includes two side transition beams 131 oppositely disposed, at least one middle transition beam 132 disposed between the two side transition beams 131, and a connecting plate 133 welded between the side transition beams 131 and the middle transition beam 132; the intermediate transition beam 132 is fixedly connected between the end chassis 12 and the intermediate chassis center beam 112; the side transition beams 131 are fixedly connected between the end chassis edge beams 123 and the middle chassis edge beam 111. The intermediate transition beam 132 is made of stainless steel material; the side transition beams 131 are made of a low alloy steel material.
As shown in the structure of fig. 3, the transition connection structure 13 is provided with two side transition beams 131, the side transition beams 131 correspond to the end chassis boundary beams 123 and the middle chassis boundary beam 111 of the end chassis 12 one by one, and the end chassis boundary beams 123 and the middle chassis boundary beam 111 on the same side of the chassis 1 are fixedly connected together through the side transition beams 131; the middle transition beams 132 correspond to the middle underframe middle beams 112 of the middle underframe 11 and the longitudinal beams (not shown in the figure) of the end underframe 12 one by one, and the middle underframe middle beams 112 and the longitudinal beams of the end underframe 12 are fixedly connected together through the middle transition beams 132, so that the load transmission from the end underframe 12 to the middle underframe 11 is realized; the intermediate transition beams 132 may be disposed at positions and in numbers corresponding one-to-one to the intermediate underframe center beams 112. The transitional connection structure 13 adopts the structure, so that the connection strength and rigidity between the end underframe 12 and the middle underframe 11 can be ensured, and the index requirements of the North American passenger railway vehicle are met.
In order to enable the retraction type coupler to be retracted smoothly in the collision process of the railway vehicle, as shown in the structures of fig. 4 and 5, the coupler mounting seat 126 is of a hollow structure, and a coupler mounting surface is arranged at the end part of the coupler mounting seat 126, which is far away from the end chassis 12; the end chassis end beam 122 is provided with a retraction through hole for enabling the retraction type coupler to be inserted when retracting from the coupler mounting base 126 towards the direction of the towing beam 124; the draft sill 124 provides a retraction space for receiving a retraction type coupler. Specifically, the coupler mount 126 may be a rectangular tubular structure, with the coupler mount 126 being provided with a plurality of through holes 1261 through the wall thickness. The through holes 1261 are evenly spaced around the circumference of the coupler socket 126 and the through holes 1261 are disposed on an edge of the coupler socket 126. In order to facilitate the connection between the coupler mounting seat 126 and the end chassis 12 and the retractable coupler, flanges (not shown) for connection may be respectively disposed at both ends of the coupler mounting seat 126, and the through holes 1261 may be disposed at an edge of the coupler mounting seat 126 or at a side surface of the coupler mounting seat 126, that is, the disposition position and the disposition number of the through holes 1261 may be determined according to actual circumstances, and are not limited to the coupler mounting seat 126 shown in fig. 4 and 5. The coupler mount 126 may be a hollow steel casting.
As shown in the structure of fig. 6 and 7, the low alloy steel edge beam 1231 includes a U-shaped channel edge beam 12311 opening toward the trailing beam 124 and a riser 12312 for closing off the opening; the stainless steel side beam 1232 is a U-shaped stainless steel side beam 1232, and the U-shaped stainless steel side beam 1232 is sleeved on the outer peripheral surface of one side, away from the towing beam 124, of the U-shaped channel steel side beam 12311; along the length extension direction of the U-shaped channel steel edge beam 12311, a plurality of end chassis edge beam reinforcing plates 1233 are welded in a cavity surrounded by the U-shaped channel steel edge beam 12311 and the vertical plate 12312.
In the assembly process of the vehicle body, the U-shaped stainless steel side beam 1232 is convenient to weld with the stainless steel side wall plate of the side wall, and the U-shaped channel steel side beam 12311 is convenient to weld with carbon steel parts such as the end underframe cross beam, the sleeper beam 121 and the like, so that the end underframe side beam 123 adopting the double-layer structure is particularly suitable for the stainless steel vehicle body; through setting up riser 12312 and end chassis boundary beam reinforcing plate 1233 at stainless steel boundary beam 1232 inboard, can make the whole structure of end chassis boundary beam 123 constitute a stable box structure, can greatly promote the anti compressive performance of coupling, make automobile body structure can reach the requirement of bearing that can satisfy the heavy compression operating mode (for example compression 3560kN operating mode).
As shown in the structure of fig. 5, the towing beam 124 includes a first vertical plate (not shown), a second vertical plate (not shown), a top plate (not shown), a partition plate (not shown), and a bottom plate (not shown); the first vertical plate and the second vertical plate are both arranged in parallel with the end underframe edge beam 123; the heights of the first vertical plate and the second vertical plate are gradually reduced along the direction from the end underframe 12 to the middle underframe 11; the bottom plate and the top plate are arranged along the horizontal direction and are connected between the first vertical plate and the second vertical plate in a welding mode; the baffle is welded with the first vertical plate and the second vertical plate and is positioned between the bottom plate and the top plate along the vertical direction.
The draft sill 124 is welded by a plurality of plates and forms a box-shaped structure, so that the draft sill 124 has high structural strength and rigidity during normal operation, and the retractable coupler can be smoothly retracted from the outer side of the end chassis 12 to the draft sill 124 side under the extrusion of collision energy during the collision of the railway vehicle.
In order to improve the structural strength of the middle underframe 11, a doorway reinforcing structure is arranged in the peripheral area of the middle underframe 11 where the doorway is arranged, as shown in the structure of fig. 9 and 10, the doorway reinforcing structure includes a doorway reinforcing beam 115 which is welded to the inner side of the middle underframe edge beam 111 and corresponds to the position of the arc-shaped opening 1111, a plurality of reinforcing plates 116 which are welded to the side of the arc-shaped opening 1111 of the middle underframe edge beam 111 and are arranged in the horizontal direction, and a blocking plate 117 which is welded to the side of the arc-shaped opening 1111 of the middle underframe edge beam 111; the doorway reinforcing beam 115 is attached to the inner side of the middle chassis side beam 111; the length of the doorway reinforcing beam 115 is greater than the length of the arc-shaped opening 1111 along the length direction of the middle under-frame 11.
Through setting up gate reinforcing beam 115, stiffening plate 116 and closure plate 117 around the gate, can open the middle chassis boundary beam 111 part that is equipped with arc opening 1111 and carry out local structure and strengthen, avoid reducing the structural strength and the rigidity of middle chassis 11 because of seting up arc opening 1111, still can increase the structural strength and the rigidity of chassis 1 through gate reinforcing structure simultaneously to make chassis 1 satisfy customer's index requirement.
In order to make the middle underframe side beam 111 have sufficient structural strength and reduce the mass and further realize light weight design, as shown in the structure of fig. 8 and 10, the middle underframe side beam 111 is composed of a first end edge beam 1112, a middle edge beam 1113 and a second end edge beam 1114 which are welded and connected in sequence along the length direction of the middle underframe 11; wherein: the middle side beam 1113 is made of a stainless steel plate with the thickness of 5 mm; the first end edge rail 1112 and the second end edge rail 1114 are each made of a 6mm thick stainless steel plate; the middle sill 1113 and the welds of the first end sill 1112 and the second end sill 1114 are located in the middle of the doorway.
Because the tip at middle chassis 11 adopts the first end boundary beam 1112 and the second end boundary beam 1114 of the stainless steel sheet preparation of 6mm thick, can improve the structural strength of middle chassis 11 around the gate, prevent to reduce the structural strength of middle chassis boundary beam 111 because of the arc opening 1111 that sets up on middle chassis boundary beam 111, and the middle part boundary beam 1113 of the stainless steel sheet preparation of 5mm thick is adopted at the middle part of middle chassis 11, make middle chassis boundary beam 111 can alleviate the quality of chassis 1 under the prerequisite that satisfies the structural strength demand, be favorable to chassis 1 to realize lightweight design.
Meanwhile, in order to further improve the structural strength and rigidity of the middle underframe edge beam 111 at the end portion, as shown in the structure of fig. 10, the first end edge beam 1112, the middle edge beam 1113, and the second end edge beam 1114 are each provided with a protrusion facing one side of the doorway reinforcing beam 115 at the position of the arc-shaped opening 1111; the doorway reinforcing beam 115 is provided with a side surface that is form-fitted to the protrusion. That is, along the width direction of the underframe 1, the width dimension of the middle underframe edge beam 111 around the doorway is larger than the width dimension of other parts, so that the width dimension of the middle underframe edge beam 111 around the doorway is increased, the structural strength and rigidity of the middle underframe edge beam 111 around the doorway are further improved, and the underframe 1 meets the index requirements of north american customers.
As shown in fig. 9, the underframe 1 further comprises a footrest 14 fixedly mounted at the bottom of the middle underframe edge beam 111 and opposite to the arc-shaped opening 1111. The passengers can get on or off the bus conveniently by additionally arranging the pedal plate 14 at the bottom of the doorway.
On the basis of the above-mentioned various embodiments, in order to further improve the structural strength of the underframe 1, so that the underframe 1 meets the requirement of compressive load bearing (such as compression 3560kN), as shown in the structure of fig. 2, the middle underframe 11 further comprises a triangular reinforcing plate 118 fixedly connected between the middle underframe edge beam 111 and the middle underframe middle beam 112, and the triangular reinforcing plate 118 can be welded on the middle underframe floor 114; a plurality of anti-buckling plates 119 for preventing the underframe 1 from buckling are welded on the top surface of the middle underframe beam 112, the anti-buckling plates 119 are used for fixedly connecting the middle underframe beam 112 and the cross beams 113 arranged at two sides of the middle underframe beam 112, and the buckling of the underframe 1 under a large compression load can be prevented through the anti-buckling plates 119; the middle underframe center sill 112 is a rectangular tubular structure; the middle underframe floor 114 is a stainless steel corrugated plate, and the middle low-price floor can be prevented from buckling through the stainless steel corrugated plate.
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 (15)
1. An underframe for a rail vehicle comprises a middle underframe and end underframe arranged at two ends of the middle underframe; the device is characterized by also comprising a transitional connecting structure fixedly connected between the middle underframe and the end underframe;
the end underframe comprises a sleeper beam, an end underframe end beam, an end underframe side beam, a traction beam and an end underframe floor; the end chassis boundary beam is of a double-side beam structure and comprises a low alloy steel boundary beam welded and connected to one end of the sleeper beam and a stainless steel boundary beam welded and connected to one side, away from the sleeper beam, of the low alloy steel boundary beam; a coupler mounting seat for mounting a backspacing coupler is fixedly mounted on one side, away from the sleeper beam, of the end underframe end beam; the traction beam is fixedly connected with the end underframe end beam and the sleeper beam; the draft sill and the coupler mounting seat are oppositely arranged at the interval of the end underframe end beam;
the middle underframe comprises two middle underframe boundary beams provided with arc-shaped openings for forming doorways, at least one middle underframe beam, a cross beam, a middle underframe floor and a doorway reinforcing structure arranged on the periphery of the arc-shaped openings; the two middle underframe boundary beams are oppositely arranged and extend along the length direction of the middle underframe; the middle beam of the middle underframe is parallel to the edge beam of the middle underframe; the cross beam is fixedly connected between the middle underframe boundary beam and the middle underframe middle beam.
2. The undercarriage of claim 1 wherein said transitional coupling structure comprises two oppositely disposed lateral transitional beams, at least one intermediate transitional beam disposed between said two lateral transitional beams, and a connecting plate welded between said lateral transitional beams and said intermediate transitional beam;
the middle transition beam is fixedly connected between the end underframe and the middle beam of the middle underframe;
the side transition beam is fixedly connected between the end chassis boundary beam and the middle chassis boundary beam.
3. The undercarriage of claim 2 wherein said intermediate transition beam is formed of a stainless steel material;
the side transition beam is made of low alloy steel material.
4. The underframe of claim 2, wherein the coupler mount is hollow, and a coupler mount surface is disposed on an end of the coupler mount facing away from the end underframe;
the end underframe end beam is provided with a back-off through hole for enabling a back-off type coupler to pass through when the back-off type coupler backs from the coupler mounting seat towards the direction of the towing beam;
the draft sill is provided with a retraction space for accommodating the retraction type coupler.
5. The undercarriage of claim 4 wherein the coupler mount is a rectangular tubular structure, the coupler mount being provided with a plurality of through holes extending through a wall thickness.
6. The undercarriage of claim 5 wherein the through holes are evenly distributed along a circumference of the coupler mount and the through holes are disposed on an edge of the coupler mount.
7. The undercarriage of claim 1 wherein said low alloy steel side rail comprises a U-shaped channel side rail opening toward said draft sill and a riser for plugging said opening;
the stainless steel edge beam is a U-shaped stainless steel edge beam, and the U-shaped stainless steel edge beam is sleeved on the outer peripheral surface of one side of the U-shaped channel steel edge beam, which is far away from the traction beam;
and along the length extending direction of the U-shaped channel steel edge beam, a cavity enclosed by the U-shaped channel steel edge beam and the vertical plate is welded with a plurality of end chassis edge beam reinforcing plates.
8. The undercarriage of claim 1 wherein the draft sill comprises a first riser, a second riser, a top plate, a spacer, and a bottom plate;
the first vertical plate and the second vertical plate are both arranged in parallel with the end underframe side beam;
the bottom plate and the top plate are arranged along the horizontal direction and are welded and connected between the first vertical plate and the second vertical plate;
the baffle is connected with the first vertical plate and the second vertical plate in a welding mode and is located between the bottom plate and the top plate along the vertical direction.
9. The base frame of claim 7, wherein the height of each of the first and second risers decreases in a direction from the end base frame toward the intermediate base frame.
10. The underframe of any one of claims 1-9, wherein the doorway reinforcing structure comprises a doorway reinforcing beam welded to the inner side of the middle underframe edge beam and corresponding to the arc-shaped opening, a plurality of reinforcing plates welded to the arc-shaped opening side of the middle underframe edge beam and arranged in the horizontal direction, and a blocking plate welded to the arc-shaped opening side of the middle underframe edge beam;
the doorway reinforcing beam is attached to the inner side of the middle underframe boundary beam; along the length direction of middle chassis, the length of gate reinforcing beam is greater than arc opening's length.
11. The underframe of claim 10, wherein the intermediate underframe edge beam is formed by a first end edge beam, a middle edge beam and a second end edge beam which are welded together in sequence along the length of the intermediate underframe; wherein:
the middle boundary beam is made of a stainless steel plate with the thickness of 5 mm;
the first end edge beam and the second end edge beam are both made of stainless steel plates with the thickness of 6 mm;
and the middle edge beam and the welding seams of the first end edge beam and the second end edge beam are positioned in the middle of the doorway.
12. The underframe of claim 11, wherein the first end edge beam, the middle edge beam, and the second end edge beam are each provided with a protrusion facing one side of the doorway reinforcing beam at the location of the arcuate opening;
the doorway reinforcing beam is provided with a side surface which is matched with the bulge in shape.
13. The chassis of any of claims 1-9, further comprising a foot pedal fixedly mounted to a bottom of the intermediate chassis edge rail opposite the arcuate opening.
14. The chassis of any of claims 1-9,
the middle underframe also comprises a triangular reinforcing plate fixedly connected between the middle underframe boundary beam and the middle underframe middle beam;
the top surface of the middle beam of the middle underframe is welded with a plurality of anti-buckling plates for preventing the underframe from buckling, and the anti-buckling plates are used for fixedly connecting the middle beam of the middle underframe and the cross beams arranged on two sides of the middle beam of the middle underframe;
the middle beam of the middle underframe is of a rectangular tubular structure;
the middle underframe floor is a stainless steel corrugated plate.
15. A rail vehicle, characterized in that it comprises an undercarriage according to any one of claims 1-14.
Priority Applications (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201911284670.XA CN112977516B (en) | 2019-12-13 | 2019-12-13 | Rail vehicle and chassis thereof |
| CA3196383A CA3196383A1 (en) | 2019-12-13 | 2019-12-19 | Rail vehicle and underframe thereof |
| PCT/CN2019/126491 WO2021114345A1 (en) | 2019-12-13 | 2019-12-19 | Rail vehicle and underframe thereof |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201911284670.XA CN112977516B (en) | 2019-12-13 | 2019-12-13 | Rail vehicle and chassis thereof |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN112977516A true CN112977516A (en) | 2021-06-18 |
| CN112977516B CN112977516B (en) | 2022-08-30 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201911284670.XA Active CN112977516B (en) | 2019-12-13 | 2019-12-13 | Rail vehicle and chassis thereof |
Country Status (3)
| Country | Link |
|---|---|
| CN (1) | CN112977516B (en) |
| CA (1) | CA3196383A1 (en) |
| WO (1) | WO2021114345A1 (en) |
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| CN114162164A (en) * | 2021-12-03 | 2022-03-11 | 中车唐山机车车辆有限公司 | Train adopting articulated bogie |
| CN114162161A (en) * | 2021-12-03 | 2022-03-11 | 中车唐山机车车辆有限公司 | Underframe, car body and rail car |
| CN114179842A (en) * | 2021-12-03 | 2022-03-15 | 中车唐山机车车辆有限公司 | Double-layer underframe, car body and rail car |
| CN115107815A (en) * | 2022-07-25 | 2022-09-27 | 中车青岛四方机车车辆股份有限公司 | Underframe structure and railway vehicle |
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Also Published As
| Publication number | Publication date |
|---|---|
| CN112977516B (en) | 2022-08-30 |
| CA3196383A1 (en) | 2021-06-17 |
| WO2021114345A1 (en) | 2021-06-17 |
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