CN112977518B - Rail vehicle and vehicle body and end underframe thereof - Google Patents
Rail vehicle and vehicle body and end underframe thereof Download PDFInfo
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- CN112977518B CN112977518B CN201911285130.3A CN201911285130A CN112977518B CN 112977518 B CN112977518 B CN 112977518B CN 201911285130 A CN201911285130 A CN 201911285130A CN 112977518 B CN112977518 B CN 112977518B
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- coupler
- side beam
- floor
- traction
- assembly
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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
- B61F1/10—End constructions
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
- B61G11/00—Buffers
- B61G11/16—Buffers absorbing shocks by permanent deformation of buffer element
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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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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Body Structure For Vehicles (AREA)
- Railway Tracks (AREA)
- Refuge Islands, Traffic Blockers, Or Guard Fence (AREA)
Abstract
The embodiment of the application relates to the technical field of railway vehicles, in particular to a railway vehicle and a vehicle body and an end chassis thereof. The end underframe comprises a car coupler end beam assembly, a boundary beam, a sleeper beam and a force transfer beam assembly; the car coupler end beam assembly comprises a car coupler end beam, a car coupler mounting seat and a draw beam; the coupler mounting seat is of a hollow structure, one end part of the coupler mounting seat is fixedly connected to one side surface, away from the traction beam, of the coupler end cross beam, and the other end part of the coupler mounting seat is provided with a mounting surface for mounting a coupler; the coupler end cross beam is provided with a retraction through hole which is used for enabling the coupler to penetrate when the coupler retracts from the coupler mounting base towards the direction of the traction beam; the draft sill is provided with a retraction space for accommodating a retracted coupler. The end chassis transmits force through an integral structure so as to improve the compression-resistant heavy bearing capacity, and realizes the function of coupler retraction through structural improvement of a coupler end cross beam, a draw beam and a coupler mounting seat.
Description
Technical Field
The application relates to the technical field of railway vehicles, in particular to a railway vehicle and a vehicle body and an end underframe thereof.
Background
The vehicle body of the railway vehicle comprises an underframe, the underframe comprises an end underframe and a middle underframe, and the end underframe comprises a traction beam, a sleeper beam, a buffer beam and other parts. The end underframe generally adopts a middle force transmission structure which is used for transmitting force by a traction beam, a sleeper beam and a buffer beam, and the force transmission effect of the boundary beam is slight. The body strength standard of the existing railway vehicle needs to meet the subway stainless steel body standard BS EN12663-2 with the compression load larger than 800kN and the domestic carbon steel body execution standard TB/T1335 with the compression load larger than 1180 kN.
The draft sill of the existing end underframe is generally arranged into a closed box structure so as to improve the bearing capacity and the compression resistance of the end underframe and a car body, but after a coupler is installed on the draft sill of the structure, when a railway car collides, the coupler is not convenient to retract under the blocking of the closed box structure.
Therefore, when the end underframe faces a compression condition (such as compression 3560 kN) which is far greater than the standard requirement, the requirement of anti-compression heavy load bearing cannot be met, and meanwhile, the conventional traction beam cannot realize the function of coupler retraction in the collision process.
Disclosure of Invention
The embodiment of the application provides a railway vehicle, a vehicle body and an end chassis thereof, wherein the end chassis transmits force through an integral structure so as to improve the compression-resistant heavy bearing capacity, and the coupler retraction function is realized through structural improvement on a coupler end cross beam, a draw beam and a coupler mounting seat.
According to a first aspect of embodiments herein, there is provided an end chassis comprising a coupler end beam assembly, a left side beam, a right side beam, a bolster, and a transfer beam assembly; wherein:
the left side beam and the right side beam are arranged in parallel;
along the length extension direction of the left side beam, the car coupler end beam assembly, the sleeper beam and the force transmission beam assembly are fixedly connected in sequence and are fixedly connected with the left side beam and the right side beam;
the car coupler end beam assembly comprises a car coupler end beam, a car coupler mounting seat and a draft sill;
the hook end cross beam is fixedly connected to the left side beam and the right side beam;
the traction beam is fixedly connected between the hook end cross beam and the sleeper beam;
the coupler mounting seat is of a hollow structure, one end of the coupler mounting seat is fixedly connected to the surface of one side, away from the traction beam, of the coupler end cross beam, and the other end of the coupler mounting seat is provided with a mounting surface for mounting a coupler;
the coupler end cross beam is provided with a retraction through hole which is used for enabling the coupler to penetrate through when the coupler retracts from the coupler mounting base towards the direction of the traction beam;
the draft sill is provided with a retraction space for accommodating a retracted coupler.
Preferably, the coupler mounting base is of a rectangular tubular structure and is provided with a plurality of crushing through holes penetrating through the wall thickness.
Preferably, the crushing through holes are uniformly distributed along the circumferential direction of the coupler mounting seat.
Preferably, the crushing through hole is formed in an edge of the coupler mounting seat.
Preferably, the left side beam and the right side beam are of a double-layer structure and comprise a U-shaped channel steel side beam with an opening facing the towing beam, a vertical plate used for plugging the opening and a U-shaped stainless steel side beam, and the U-shaped stainless steel side beam is sleeved on the outer peripheral surface of one side, deviating from the towing beam, of the U-shaped channel steel side beam.
Preferably, a plurality of reinforcing plates are welded in a boundary beam cavity defined by the U-shaped channel steel boundary beam and the vertical plates along the length extension direction of the U-shaped channel steel boundary beam.
Preferably, a coupler mounting panel for mounting the coupler mounting base is arranged on the bottom surface of the coupler end cross beam in a protruding mode; the rollback through hole penetrates through the coupler mounting panel.
Preferably, a frame structure is fixedly connected to both the side of the traction beam facing the left side beam and the side of the traction beam facing the right side beam, and the frame structure comprises a cross beam and a longitudinal beam which are fixedly connected;
floor cross beams and floor longitudinal beams which are vertically crossed are arranged between the frame structure and the left side beam, between the frame structure and the right side beam, between the force transfer beam assembly and the left side beam and between the force transfer beam assembly and the right side beam;
the top surface of the end underframe is welded with a stainless steel floor, and the edge of the stainless steel floor is welded with the left side beam, the right side beam, the traction beam, the sleeper beam, the coupler end cross beam and the force transmission beam assembly through a full-welding process.
Preferably, the floor beam is provided with lightening holes; the floor longitudinal beam is of an M-shaped structure, and the floor longitudinal beam and the stainless steel floor are connected in a welding mode through a spot welding process.
Preferably, a plurality of reinforcing rib plates are welded on the surface of one side of the stainless steel floor, which faces away from the traction beam.
Preferably, the draft sill 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 arranged in parallel with the left 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 first vertical plate and the second vertical plate are both right-angled trapezoidal plates, and the heights of the first vertical plate and the second vertical plate are both gradually reduced along the direction from the coupler end beam to the sleeper beam.
In addition, this application embodiment still provides a automobile body, and this automobile body includes any one kind of end chassis that above-mentioned technical scheme provided and installs the coupling on the end chassis.
The embodiment of the application also provides a rail vehicle, which comprises the vehicle body provided by the technical scheme.
Adopt rail vehicle and automobile body and end chassis that provide in the embodiment of this application, have following beneficial effect:
first, since the end chassis is provided with a coupler end beam assembly, a body bolster and a transfer beam assembly which are fixedly connected in sequence, and the coupler end beam assembly, the body bolster and the transfer beam assembly are all fixedly connected with the left and right side beams, the coupler end beam assembly comprises a coupler mounting seat, a coupler end beam and a draft sill, when the end chassis is subjected to a compressive force, the transfer of the compressive force can be performed not only through a middle transfer path formed by the draft sill, the body bolster and the transfer beam assembly, but also through two side transfer paths of the coupler end beam and the side beam, and meanwhile, the structural strength of the end chassis is increased through the left and right side beams, and the transfer of the force can be performed through an integral structure so as to improve the compressive load-bearing capacity.
And secondly, the coupler mounting seat of the end chassis is of a hollow structure, the coupler end beam is provided with a backing through hole which is used for the coupler to wear when backing, and the draft sill is provided with a backing space which is used for accommodating the backed coupler.
Drawings
The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the application and together with the description serve to explain the application and not to limit the application. In the drawings:
fig. 1 is a schematic perspective view of an end chassis according to an embodiment of the present disclosure;
FIG. 2 is a schematic perspective view of another angle of the end chassis provided in FIG. 1;
FIG. 3 is a perspective view of a coupler end cross member assembly of the end chassis provided in FIG. 1;
FIG. 4 is a schematic perspective view of the left side rail of the end frame of FIG. 1;
fig. 5 isbase:Sub>A schematic sectional viewbase:Sub>A-base:Sub>A of the left side rail provided in fig. 4.
Reference numerals:
1-end chassis; 11-coupler end beam assembly; 12-left side beam; 13-right side beam; 14-a bolster; 15-a transfer beam assembly; 16-floor beam; 17-floor stringer; 18-stainless steel floor; 19-reinforcing rib plate;
111-coupler end cross beam; 112-coupler mount; 113-a trailing beam; 114-a frame structure; 121-U-shaped channel steel edge beam; 122-a vertical plate; 123-U-shaped stainless steel edge beams; 124-a reinforcing plate; 161-lightening holes;
1111-car coupler installation panel; 1121-mounting surface; 1122-crushing the through holes; 1131 — a backoff space; 1132 — a first riser; 1133, a second vertical plate; 1134-a separator; 1135-bottom 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.
In this embodiment, the rail vehicle may be a diesel locomotive or an electric locomotive, or may also be a motor train unit, a subway, a light rail, or a tramcar; the width direction of the rail vehicle is referred to as the lateral direction, the travel direction of the rail vehicle is referred to as the longitudinal direction, and the vertical direction is referred to as the vertical direction.
The embodiment of the application provides an end chassis 1, and as shown in structures of fig. 1 and 2, the end chassis 1 comprises a coupler end beam assembly 11, a left beam 12, a right beam 13, a sleeper beam 14 and a transfer beam assembly 15; wherein: the left side beam 12 and the right side beam 13 are arranged in parallel; along the length extension direction of the left side beam 12, a coupler end beam assembly 11, a sleeper beam 14 and a transfer beam assembly 15 are fixedly connected in sequence and are fixedly connected with the left side beam 12 and the right side beam 13; as shown in the structure of fig. 3, the coupler end cross member assembly 11 includes a coupler end cross member 111, a coupler mounting base 112, and a draft sill 113; the hook end cross beam 111 is fixedly connected to the left side beam 12 and the right side beam 13; the draft sill 113 is fixedly connected between the hook end cross beam 111 and the bolster 14; the coupler mounting base 112 is of a hollow structure, one end of the coupler mounting base 112 is fixedly connected to one side surface, away from the towing beam 113, of the coupler end cross beam 111, and the other end of the coupler mounting base 112 is provided with a mounting surface 1121 for mounting a coupler; the coupler end cross beam 111 is provided with a retraction through hole for penetrating when the coupler is retracted from the coupler mounting base 112 towards the direction of the traction beam 113; the draft sill 113 is provided with a retraction space 1131 for accommodating a retracted coupler.
The end underframe 1 is used for a railway vehicle and is arranged at the end part of a vehicle body; the end underframe 1 is used for mounting a bogie and a car coupler, coupling and grouping among all sections of cars can be realized through the car coupler, the cars can move along a track through the bogie, and the end underframe 1 is an important part on a car body.
Because the end underframe 1 is provided with the coupler end beam assembly 11, the sleeper beam 14 and the transfer beam assembly 15 which are fixedly connected in sequence, and the coupler end beam assembly 11, the sleeper beam 14 and the transfer beam assembly 15 are fixedly connected with the left and right side beams 13, the coupler end beam assembly 11 comprises the coupler mounting seat 112, the coupler end beam 111 and the draft beam 113, when the end underframe 1 is subjected to a compression force, the transmission of the compression force can be carried out through a middle transfer path formed by the draft beam 113, the sleeper beam 14 and the transfer beam assembly 15, and can also be carried out through two side transfer paths by the coupler end beam 111 and the side beam, the draft beam 113 and the side beam are kept consistent with the running direction of the car body of the railway vehicle, so that the transmission of the force is facilitated, meanwhile, the structural strength of the end underframe 1 is also increased through the left and right side beams 13, and the transmission of the force can be carried out through an integral structure so as to improve the compression-resistant heavy bearing capacity.
Because the coupler mounting seat 112 of the end underframe 1 is of a hollow structure, the coupler end beam 111 is provided with a back-off through hole for the coupler to pass through when backing off, and the draft sill 113 is provided with a back-off space 1131 for accommodating the backed-off coupler, and because the coupler mounting seat 112, the coupler end beam 111 and the draft sill 113 are all coupler back-off spaces, when the railway vehicle collides, the coupler can damage the coupler mounting seat 112 under the action of collision energy and enter the back-off through hole on the coupler end beam 111 and/or the back-off space 1131 of the draft sill 113, so that the coupler can back off, and the collision energy is absorbed, thereby reducing the loss caused by collision.
In a specific embodiment, as shown in fig. 1 and 2, the coupler mounting base 112 has a rectangular tubular structure, and in order to facilitate connection between the coupler mounting base 112 and the coupler mounting panel 1111 and the coupler, flanges for connection may be respectively disposed at both ends of the coupler mounting base 112, and the coupler mounting base 112 may be provided with a plurality of crushing through holes 1122 penetrating through the wall thickness. The crush openings 1122 are evenly distributed along the circumference of the coupler mount 112. Each edge of the coupler mounting base 112 is provided with a crush through hole 1122, and the crush through holes 1122 may be provided on an edge of the coupler mounting base 112 or on a side surface of the coupler mounting base 112, that is, the installation position and the installation number of the crush through holes 1122 may be determined according to actual conditions, and are not limited to the coupler mounting base 112 shown in the structure in fig. 1 and 2. The coupler mount 112 may be a hollow steel casting.
Because the coupler mounting base 112 is a rectangular tubular structure, that is, the coupler mounting base 112 is a hollow structure, and the wall of the coupler mounting base 112 is provided with the crushing through holes 1122, under the condition that the coupler mounting base 112 meets the coupler mounting requirements, when a railway vehicle collides, the coupler is enabled to extrude the coupler mounting base 112 under the effect of collision energy, the coupler mounting base 112 is enabled to generate extrusion deformation, the collision energy is absorbed through the deformation of the coupler mounting base 112, when the collision energy is larger, the coupler is extruded and retracted until the coupler is extruded and enters the retraction space 1131 of the draft sill 113, the use requirements of coupler retraction in the collision process of the railway vehicle are met, the collision energy is absorbed through the extrusion deformation in the retraction process of the coupler, the safety of passengers in the railway vehicle is improved, and the loss generated by the railway vehicle in the collision process is reduced.
As shown in fig. 4 and fig. 5, the left side beam 12 and the right side beam 13 are both of a double-layer structure, and include a U-shaped channel side beam 121 with an opening facing the towing beam 113, a vertical plate 122 for blocking the opening, and a U-shaped stainless steel side beam 123, where the U-shaped stainless steel side beam 123 is sleeved on an outer peripheral surface of one side of the U-shaped channel side beam 121 away from the towing beam 113. Along the length extension direction of the U-shaped channel steel edge beam 121, a plurality of reinforcing plates 124 are welded in an edge beam cavity formed by the U-shaped channel steel edge beam and the vertical plate 122. As shown in the structures of fig. 1, 4 and 5, each of the left side beam 12 and the right side beam 13 includes a U-shaped channel steel side beam with an opening facing the towing beam 113, and a vertical plate 122 is welded at the opening of the U-shaped channel steel side beam, so that the cross section of the side beam forms a rectangular structure, thereby improving the structural strength and rigidity of the side beam and further improving the bearing capacity of the side beam; simultaneously, the U type channel-section steel boundary beam and the riser 122 that constitute the boundary beam all can adopt integrated into one piece structure, promptly, U type channel-section steel boundary beam and riser 122 are overall structure, need not welded connection, have not only reduced welding work volume, still are favorable to improving various parameters such as the straightness of boundary beam. Since the left side beam 12 and the right side beam 13 adopt the same composition structure, and the left side beam 12 and the right side beam 13 are symmetrically arranged, in fig. 4 and 5 of the embodiment of the present application, the specific structure and the cross-sectional structure are shown only by taking the left side beam 12 as an example, and the structure of the right side beam 13 can refer to the structural schematic diagram of the left side beam 12 in fig. 4 and 5.
The left and right side beams 13 adopt a double-layer structure, and comprise U-shaped channel steel side beams 121 made of carbon steel materials, U-shaped stainless steel side beams 123 which are sleeved outside the U-shaped channel steel side beams 121 and are made of stainless steel materials, and the U-shaped stainless steel side beams 123 are connected with the U-shaped channel steel side beams 121 in a welding way; in the assembly process of the car body, the U-shaped stainless steel edge beam 123 is convenient for welding with a stainless steel wall plate of a side wall, and the U-shaped channel steel edge beam 121 is convenient for welding with a car coupler end cross beam 111, a sleeper beam 14, a force transfer beam and other carbon steel parts, so that the left beam 12 and the right beam 13 which adopt a double-layer structure are particularly suitable for the stainless steel car body; through setting up riser 122 and the reinforcing plate 124 in the boundary beam inboard, can make the whole structure of boundary beam 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).
In order to improve the compressive strength and the bearing capacity of the end underframe 1, as shown in the structure of fig. 3, a coupler mounting panel 1111 for mounting a coupler mounting seat 112 is protrudingly arranged on the bottom surface of the coupler end cross beam 111; the coupler mounting panel 1111 and the coupler end cross beam 111 are of an integrally formed structure, and the coupler end cross beam 111 can be manufactured by casting, forging, welding and other processes; the retraction through holes are provided through the coupler mounting panel 1111.
Since the coupler mounting panel 1111 is protrusively arranged on the bottom surface of the coupler end beam 111, and the coupler mounting panel 1111 is provided with the retraction through hole for coupler retraction, and the retraction through hole corresponds to the position of the coupler mounting base 112, when the railway vehicle collides, the coupler can be extruded through the retraction through hole to enter the retraction space 1131 of the draft sill 113 under the effect of collision energy, thereby preventing the railway vehicle or passengers from being damaged secondarily due to the fact that the coupler cannot be retracted, and reducing the loss caused by collision as much as possible.
As shown in fig. 1 and fig. 3, a frame structure 114 is fixedly connected to both the side of the towing beam 113 facing the left side beam 12 and the side facing the right side beam 13, and the frame structure 114 includes a cross beam and a longitudinal beam which are fixedly connected; as shown in the structure of fig. 1, frame structures 114 are arranged on both sides of the draft sill 113 facing the side sills, and each frame structure 114 includes a cross beam and a longitudinal beam, and the structural strength and rigidity of the draft sill 113 are improved by the fixedly connected cross beam and longitudinal beam, so that the structural strength and rigidity of the end underframe 1 are improved, the end underframe 1 can transmit force through all cross sections, the compressive force and load born by a unit area are reduced, and the compressive deformation of the end underframe 1 is reduced; the number and positions of the cross beams and the longitudinal beams in the frame structure 114 are not particularly limited, and the specific positions and number can be determined according to requirements;
floor cross beams 16 and floor longitudinal beams 17 which are vertically crossed are arranged between the frame structure 114 and the left side beam 12, between the frame structure 114 and the right side beam 13, between the force transfer beam assembly 15 and the left side beam 12 and between the force transfer beam assembly 15 and the right side beam 13; as shown in the structure of fig. 1, the floor cross beam 16 and the floor longitudinal beam 17 which are vertically intersected not only facilitate the installation and welding fixation of the stainless steel floor 18, but also can further reinforce the traction beam 113 and the boundary beam, the sleeper beam 14 and the coupler end cross beam 111, the sleeper beam 14 and the force transfer beam, and the boundary beam and the force transfer beam, so that all parts of the whole end underframe 1 are firmly connected to form a firm integral structure; similarly, the arrangement positions, the number and the sizes of the floor cross beams 16 and the floor longitudinal beams 17 are not specifically limited, and the specific positions, the number and the sizes can be determined according to requirements;
the top surface of the end underframe 1 is welded with a stainless steel floor 18, and the thickness of the stainless steel floor 18 can be 1 mm-3 mm, such as: 1mm, 1.5mm, 2mm, 2.5mm, 3mm, in order to improve the intensity of stainless steel floor 18, can adopt the ripple floor, also can weld reinforcing rib plate 19 on one side surface of stainless steel floor 18, as shown in fig. 1 and fig. 2 structure, have a plurality of reinforcing rib plates 19 on one side surface welding that stainless steel floor 18 deviates from draw beam 113, in order to reduce the welding deformation of stainless steel floor 18, adopt spot welding technology to weld between stainless steel floor 18 and floor crossbeam 16, floor longeron 17 and reinforcing rib plate 19.
The edges of the stainless steel floor 18 are welded to the left side beam 12, the right side beam 13, the draft sill 113, the bolster 14, the coupler end rail 111 and the transfer beam assembly 15 by a full weld process. Because the edges of the stainless steel floor 18, the left beam 12, the right beam 13, the draft sill 113, the sleeper beam 14, the coupler end cross beam 111 and the transfer beam assembly 15 are all fully welded, the upper layer space and the lower layer space of the stainless steel floor 18 can be sealed and isolated, and preparation is made for the internal sealing and the external sealing of the whole vehicle body.
As shown in the structure of fig. 1 and 3, the floor cross beam 16 is provided with lightening holes 161; the lightening holes 161 arranged on the floor beam 16 can be oval lightening holes or round lightening holes; the floor cross beam 16 is provided with a plurality of lightening holes 161, the weight of the floor cross beam 16 can be lightened through the lightening holes 161, and further the end underframe 1 is lightened, and the oval lightening holes 161 and the round lightening holes 161 can prevent stress concentration and prolong the service life of the floor cross beam 16. The floor longitudinal beam 17 is of an M-shaped structure, and the floor longitudinal beam 17 and the stainless steel floor 18 are connected in a welding mode through a spot welding process. In order to reduce the deformation of the stainless steel floor 18 during welding, spot welding is adopted between the floor longitudinal beam 17 and the stainless steel floor 18.
As shown in the fig. 1 and 3 structures, trailing beam 113 includes first riser 1132, second riser 1133, top plate, partition 1134, and bottom plate 1135; the first riser 1132 and the second riser 1133 are both arranged parallel to the left side beam 12; the first riser 1132 and the second riser 1133 are both right-angled trapezoidal plates, and the heights of the first riser 1132 and the second riser 1133 are both gradually reduced along the direction from the coupler end cross beam 111 to the sleeper beam 14; the bottom plate 1135 and the top plate are both arranged along the horizontal direction and are welded and connected between the first vertical plate 1132 and the second vertical plate 1133; spacer 1134 connects first riser 1132 and second riser 1133 by welding and is positioned between bottom plate 1135 and the top plate in the vertical direction.
The draft sill 113 is formed by welding a plurality of plates and has an open box structure, so that the draft sill 113 has high structural strength and rigidity during normal operation, and the coupler can smoothly retract from the outside of the end underframe 1 to the draft sill 113 side under the impact of impact energy during a collision of a railway vehicle.
In the above embodiments, the fixed connection may be various connection manners such as welding, riveting, fastening, screwing, etc.; the coupler is used for connecting two adjacent carriages.
Example two
The embodiment of the present application further provides a vehicle body (not shown in the drawings), and the vehicle body includes any one of the end chassis 1 provided in the above embodiments and a coupler mounted on the end chassis 1.
EXAMPLE III
The embodiment of the application also provides a rail vehicle which comprises the vehicle body provided by the embodiment.
While the preferred embodiments of the present application have been described, additional variations and modifications in those embodiments may occur to those skilled in the art once they learn of the basic inventive concepts. Therefore, it is intended that the appended claims be interpreted as including the preferred embodiment and all changes and modifications that fall within the scope of the present 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 (11)
1. An end underframe is characterized by comprising a car coupler end beam assembly, a left side beam, a right side beam, a sleeper beam and a force transfer beam assembly; wherein:
the left side beam and the right side beam are arranged in parallel;
along the length extension direction of the left side beam, the car coupler end beam assembly, the sleeper beam and the force transmission beam assembly are fixedly connected in sequence and are fixedly connected with the left side beam and the right side beam;
the car coupler end beam assembly comprises a car coupler end beam, a car coupler mounting seat and a draft sill;
the hook end cross beam is fixedly connected to the left side beam and the right side beam;
the traction beam is fixedly connected between the hook end cross beam and the sleeper beam;
the coupler mounting seat is of a hollow structure, one end of the coupler mounting seat is fixedly connected to the surface of one side, away from the traction beam, of the coupler end cross beam, and the other end of the coupler mounting seat is provided with a mounting surface for mounting a coupler;
the coupler end cross beam is provided with a retraction through hole which is used for enabling the coupler to penetrate when the coupler retracts from the coupler mounting base towards the direction of the traction beam;
the traction beam is provided with a retraction space for accommodating a retracted car coupler;
frame structures are fixedly connected to one side of the traction beam, which faces the left side beam, and one side of the traction beam, which faces the right side beam, and each frame structure comprises a cross beam and a longitudinal beam which are fixedly connected;
a floor transverse beam and a floor longitudinal beam which are vertically crossed are arranged between the frame structure and the left side beam, between the frame structure and the right side beam, between the transfer beam assembly and the left side beam and between the transfer beam assembly and the right side beam;
the top surface of the end underframe is welded with a stainless steel floor, and the edges of the stainless steel floor are welded with the left edge beam, the right edge beam, the traction beam, the sleeper beam, the coupler end cross beam and the force transmission beam assembly through a full welding process;
the floor beam is provided with lightening holes; the floor longitudinal beam is of an M-shaped structure, and the floor longitudinal beam and the stainless steel floor are welded and connected by adopting a spot welding process;
and a plurality of reinforcing rib plates are welded on the surface of one side of the stainless steel floor, which is far away from the traction beam.
2. The end chassis of claim 1, wherein the coupler mount is a rectangular tubular structure provided with a plurality of crush through holes through a wall thickness.
3. The end chassis of claim 2, wherein the crush vias are evenly distributed along a circumference of the coupler mount.
4. The end chassis of claim 3, wherein the crush vias are disposed on an edge of the coupler mount.
5. The end chassis according to claim 1, wherein the left side beam and the right side beam are of a double-layer structure and comprise a U-shaped channel steel side beam with an opening facing the towing beam, a vertical plate for plugging the opening and a U-shaped stainless steel side beam, and the U-shaped stainless steel side beam is sleeved on the outer peripheral surface of one side, away from the towing beam, of the U-shaped channel steel side beam.
6. The end chassis of claim 5, wherein a plurality of reinforcing plates are welded in a side beam cavity formed by the U-shaped channel steel side beam and the vertical plates along the length extension direction of the U-shaped channel steel side beam.
7. The end chassis of claim 1, wherein a bottom surface of the coupler end rail is provided with a protruding coupler mounting panel for mounting the coupler mount; the rollback through hole penetrates through the coupler mounting panel.
8. The end chassis of any of claims 1-7, 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 left 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 end sill of claim 8, wherein said first and second risers are each a right angle trapezoidal shaped plate, the height of each of said first and second risers decreasing in a direction from said coupler end rail toward said bolster.
10. A vehicle body comprising an end chassis according to any of claims 1-9 and a coupler mounted on said end chassis.
11. A rail vehicle, characterized in that it comprises a body according to claim 10.
Priority Applications (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201911285130.3A CN112977518B (en) | 2019-12-13 | 2019-12-13 | Rail vehicle and vehicle body and end underframe thereof |
| CA3168403A CA3168403A1 (en) | 2019-12-13 | 2019-12-19 | Rail vehicle, and vehicle body and end underframe thereof |
| PCT/CN2019/126493 WO2021114346A1 (en) | 2019-12-13 | 2019-12-19 | Rail vehicle, and vehicle body and end underframe thereof |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201911285130.3A CN112977518B (en) | 2019-12-13 | 2019-12-13 | Rail vehicle and vehicle body and end underframe thereof |
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| Publication Number | Publication Date |
|---|---|
| CN112977518A CN112977518A (en) | 2021-06-18 |
| CN112977518B true CN112977518B (en) | 2023-02-28 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201911285130.3A Active CN112977518B (en) | 2019-12-13 | 2019-12-13 | Rail vehicle and vehicle body and end underframe thereof |
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| Country | Link |
|---|---|
| CN (1) | CN112977518B (en) |
| CA (1) | CA3168403A1 (en) |
| WO (1) | WO2021114346A1 (en) |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| RU209042U1 (en) * | 2021-10-28 | 2022-01-31 | Общество с ограниченной ответственностью "Торгово-Закупочная Компания ОВК" (ООО "ТЗК "ОВК") | CAR-PLATFORM FRAME |
| RU210228U1 (en) * | 2021-11-03 | 2022-04-01 | Общество с ограниченной ответственностью "Торгово-Закупочная Компания ОВК" (ООО "ТЗК "ОВК") | WAGON-PLATFORM |
Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB1230763A (en) * | 1967-06-16 | 1971-05-05 | ||
| CN203544003U (en) * | 2013-10-10 | 2014-04-16 | 南车青岛四方机车车辆股份有限公司 | Anti-collision structure at end part of chassis of railway vehicle |
| CN104085417A (en) * | 2014-07-24 | 2014-10-08 | 南车南京浦镇车辆有限公司 | Railway vehicle outside-sleeper structure |
| CN106672010A (en) * | 2016-11-22 | 2017-05-17 | 中车长春轨道客车股份有限公司 | Motor train unit head train passive safety protection device |
Family Cites Families (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2747633B1 (en) * | 1996-04-19 | 2003-01-31 | Alstom Ddf | RAILWAY VEHICLE WITH DRIVING CABIN COMPRISING AN ENERGY ABSORBING STRUCTURE WITH PROGRESSIVE DEFORMATION |
| CN103625500B (en) * | 2013-10-10 | 2016-09-07 | 中车青岛四方机车车辆股份有限公司 | Chassis of rail vehicle end portion anti-collision structure |
| CN103625502B (en) * | 2013-10-18 | 2016-05-25 | 中车青岛四方机车车辆股份有限公司 | A kind of rail vehicle front end energy absorption device |
| CN103770798A (en) * | 2014-02-11 | 2014-05-07 | 唐山轨道客车有限责任公司 | Train front end structure and train |
| CN106364511B (en) * | 2016-09-22 | 2018-03-16 | 中车南京浦镇车辆有限公司 | Rail vehicle end rests the head on external structure |
-
2019
- 2019-12-13 CN CN201911285130.3A patent/CN112977518B/en active Active
- 2019-12-19 WO PCT/CN2019/126493 patent/WO2021114346A1/en active Application Filing
- 2019-12-19 CA CA3168403A patent/CA3168403A1/en active Pending
Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB1230763A (en) * | 1967-06-16 | 1971-05-05 | ||
| CN203544003U (en) * | 2013-10-10 | 2014-04-16 | 南车青岛四方机车车辆股份有限公司 | Anti-collision structure at end part of chassis of railway vehicle |
| CN104085417A (en) * | 2014-07-24 | 2014-10-08 | 南车南京浦镇车辆有限公司 | Railway vehicle outside-sleeper structure |
| CN106672010A (en) * | 2016-11-22 | 2017-05-17 | 中车长春轨道客车股份有限公司 | Motor train unit head train passive safety protection device |
Also Published As
| Publication number | Publication date |
|---|---|
| CN112977518A (en) | 2021-06-18 |
| CA3168403A1 (en) | 2021-06-17 |
| WO2021114346A1 (en) | 2021-06-17 |
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