CN113184001B

CN113184001B - Rail vehicle and car body chassis structure thereof

Info

Publication number: CN113184001B
Application number: CN202110639448.8A
Authority: CN
Inventors: 岳译新; 王赵华; 苏永章; 苏柯; 朱卫
Original assignee: CRRC Zhuzhou Locomotive Co Ltd
Current assignee: CRRC Zhuzhou Locomotive Co Ltd
Priority date: 2021-06-08
Filing date: 2021-06-08
Publication date: 2023-08-08
Anticipated expiration: 2041-06-08
Also published as: CN113184001A

Abstract

The invention discloses a railway vehicle and a chassis structure of a vehicle body of the railway vehicle. The underframe structure comprises an underframe boundary beam, an end structure, a short floor, a long floor assembly and a transition rib plate; the end structures are connected with the underframe side beams to form an integral frame bearing structure, and the short floor and the long floor are assembled and arranged in the integral frame bearing structure to form an underframe structure; the end part structure mainly comprises a hinged traction device mounting seat, a sleeper beam, a sealing plate, a traction beam, a cross beam and a cover plate; the hinged traction device mounting seat is connected with the side beam of the underframe through a sleeper beam in the transverse direction and is assembled and connected with the long floor through a traction beam, a cover plate and a cross beam in the longitudinal direction; and two ends of the long floor assembly are respectively connected with corresponding underframe side beams. The chassis structure solves the problems that the power articulated bogie interferes with the car body and the bearing requirement is higher.

Description

Rail vehicle and car body chassis structure thereof

Technical Field

The invention relates to a rail vehicle and a vehicle body underframe structure thereof, belongs to the technical field of rail transit vehicle body structures, and particularly relates to a high-strength rail vehicle and a vehicle body underframe structure thereof, which can be suitable for hinged bogie installation.

Background

The two adjacent car bodies of the articulated light rail car or the articulated motor train unit are connected through the common articulated bogie, so that the number of the train bogies and the intermediate car couplers is reduced, the manufacturing cost and the later maintenance cost of the car are reduced, and the car has the advantages of light weight, small vibration, low noise, good curve passing capacity and the like, and is favored by foreign users, particularly European users.

Typically, two head trucks of the train are provided with power bogies, and an articulated bogie without power is arranged between the two trucks. The articulated bogie is connected with the vehicle body mainly by two schemes:

scheme 1: the articulated bogie is connected with 2 car bodies through 2 air springs, two adjacent car body ends need to be designed with special articulated devices, high-strength steel is generally adopted because the articulated devices need to bear dynamic loads in all directions, the articulated devices and the car bodies are connected through rivets or bolts, the car body ends are complex in structure and heavy in weight, and cost can be increased more if the articulated devices are made of light-weight composite materials such as carbon fibers.

Scheme 2: the articulated bogie is connected with 2 car bodies through 4 air springs, a special articulated device is not required to be designed, and the car body structure is relatively simple.

Chinese patent No. CN 107187458B relates to an end structure of a chassis of a body of an articulated aluminum alloy motor train unit, but the chassis structure is only applicable to a non-power articulated bogie. The power articulated bogie is provided with the traction motor and the gear box, so that the traction motor and the gear box can interfere with a vehicle body traction beam under the condition of air leakage or damage of an air spring, and serious consequences of vehicle body damage or vehicle derailment are caused. If a simple digging scheme is adopted, the problem of bogie interference can be solved, but the design requirement of the strength of the vehicle body cannot be met. Compared with a non-power articulated bogie, the traction force and the braking force transmitted to the vehicle body by the power articulated bogie are larger, and higher requirements are put on the strength and the fatigue performance of the corresponding mounting structure of the vehicle body.

With the development of society, time is more and more important for people, and the speed-up operation of trains is imperative, and in order to meet the requirement of high-speed operation of trains, increasing the traction capacity by adopting a power bogie between vehicles is a common solution in the industry (although the traction capacity can be improved by increasing the power of a single motor, the improvement capacity is very limited), so that the need of redevelopment of a high-strength vehicle body underframe structure for meeting the installation of the power articulated bogie is urgent.

In summary, the chassis structure is located above the bogie, because the floor surface of the vehicle is at a certain height, i.e. the plane height on the chassis is at a certain height, the design space of the chassis structure is determined by the height of the bogie, which is mainly determined by the wheel set, the air spring, the traction motor and the gear box, and because the power articulated bogie is provided with the traction motor and the gear box, the traction motor and the gear box are similar to standard products, the size is larger and cannot be reduced, the upper part of the equipment invades the original design space of the chassis structure, which results in the reduction of the design space of the chassis structure, and is particularly unfavorable for the design of the installation seat of the articulated traction device for directly bearing the components. In addition, the traction force and the braking force transmitted to the articulated traction device mounting seat by the power articulated bogie are larger, and the underframe structure is required to bear larger load. Therefore, the chassis structure with higher bearing performance and meeting the requirement of the power articulated bogie installation is designed on the premise of reducing the design space, and is a technical problem to be solved urgently.

Disclosure of Invention

The invention aims to provide a railway vehicle and a chassis structure of a vehicle body of the railway vehicle, and the chassis structure can solve the problem that the power articulated bogie and the vehicle body have higher installation, interference and bearing requirements.

In order to achieve the above purpose, the technical scheme adopted by the invention is as follows:

the chassis structure of the railway vehicle body is structurally characterized by comprising chassis side beams, end structures, short floors, long floors, assembly and transition rib plates; the end structures are connected with the underframe side beams to form an integral frame bearing structure, and the short floor and the long floor are assembled and arranged in the integral frame bearing structure to form an underframe structure;

the end part structure mainly comprises a hinged traction device mounting seat, a sleeper beam, a sealing plate, a traction beam, a cross beam and a cover plate; the hinged traction device mounting seat, the sleeper beam, the traction beam and the cross beam form a horizontal I-shaped structure together;

the hinged traction device mounting seat is connected with the side beam of the underframe through a sleeper beam in the transverse direction and is assembled and connected with the long floor through a traction beam, a cover plate and a cross beam in the longitudinal direction; and two ends of the long floor assembly are respectively connected with corresponding underframe side beams.

Therefore, the invention eliminates the connection of the former project on the side beam surface of the underframe through the welding transition mounting seat and the bogie, eliminates the hidden danger of fatigue failure of welding seams, greatly improves the safety and reliability of vehicle operation, and further can meet the requirement of higher bearing requirement. Meanwhile, in the actual use process of the underframe, the problem that the power hinged bogie interferes with the car body is solved, traction and braking force generated by the bogie are transmitted to the hinged traction device mounting seat through the hinged traction device, the traction force is transmitted to the underframe boundary beam transversely through the sleeper beam, the traction force is transmitted to the cross beam longitudinally through the traction beam and the cover plate, the traction force is transmitted to the long floor for assembly through the cross beam longitudinally, the traction force is transmitted to the underframe boundary beam transversely, the force transmission path is smooth, most of the force is transmitted through the underframe boundary beam with larger rigidity, the force transmitted to the long floor for assembly by the cross beam is relieved, the stress concentration at the connecting weld joint of the long floor is reduced, and the lightweight design of the long floor is facilitated.

According to the embodiment of the invention, the invention can be further optimized, and the following technical scheme is formed after the optimization:

in one preferred embodiment, one end of the traction beam is connected with the cross beam and is positioned in the middle of the cross beam, and the other end of the traction beam is connected with the hinged traction device mounting seat; the sleeper beam is connected with the articulated traction device mounting seat and the underframe side beam;

preferably, a U-shaped opening is formed in the middle of the cover plate; arc edges are arranged on two sides of the cover plate; preferably, the width of the end head of the cover plate is consistent with the depth of the concave notch of the cross beam; more preferably, the front face of the cover plate has a pi-shaped structure.

In one preferred embodiment, the upper surface of the side frame is not lower than the upper surface of the sleeper beam; preferably, the upper surface of the side beam of the underframe is higher than that of the sleeper beam, transverse ribs are arranged in the side beam of the underframe, and the upper surface of each transverse rib is equal to that of the sleeper beam; the lower surface of the side beam of the underframe is preferably provided with a first bolt hole and a stop hole; the transverse ribs and the lower surface of the side beam of the underframe form a rectangular cavity, and the anti-rolling device and the anti-snaking device of the bogie are connected with the side beam of the underframe through bolts and threaded blocks in the rectangular cavity.

In one preferred embodiment, the main body structure of the hinged traction device mounting seat comprises a lateral mesh-shaped structure mainly composed of a first lower web plate, an upper web plate and a plurality of vertical plates, and a lateral mesh-shaped structure which is positioned at two sides and mainly composed of a mounting plate, a lateral vertical plate, a second lower web plate, a middle web plate and an upper web plate, wherein the mesh-shaped structure and the lateral mesh-shaped structure form a multi-cavity box body structure together; preferably, the mounting plate extends out of the first lower web plate, the back surface of the mounting plate is provided with supporting rib plates which are aligned with the vertical plates one by one, and process holes are formed among the supporting rib plates by processing the first lower web plate; preferably, the mounting plate is provided with an arc; preferably, the distance between the middle web plate and the upper web plate is the same as the thickness of the short floor plate, and the distance is equal to the height of the inner rib plate of the sleeper beam; the mounting plate, the side vertical plates, the second lower web plate and the upper web plate are aligned with the sleeper beam, a rectangular notch is formed in the end of the second lower web plate, and a sealing plate is arranged on the rectangular notch.

Therefore, the invention forms a multi-cavity box body structure with excellent bearing performance in all directions, realizes the installation structure in a limited space, and meets the requirements of strength and fatigue performance.

In order to reduce the transmission of forces from the articulated draft gear mount to the short floor, in one preferred embodiment, the upper web associated with the draft sill is a variable cross section web.

In one preferred embodiment, the traction beam mainly comprises a mesh-shaped structure formed by an upper plate, a vertical plate, a transverse rib plate and a lower plate and transition profiles positioned at two sides; the transverse rib plate close to the lower plate is flush with the transition section bar and has the same height as the short floor; preferably, the short floor adopts a double-layer cavity structure; preferably, the end head of the transition profile is provided with a connecting joint for connecting with the short floor; preferably, the U-shaped opening is formed in the middle of the upper plate, the size of the U-shaped opening is the same as that of the U-shaped opening of the cover plate, and the arc-shaped notch is formed by processing part of the upper plate and part of the vertical plate.

In one preferred embodiment, the cross beam mainly comprises a rectangular beam formed by a plurality of cavities, a transition cavity and a wing plate; the long floor assembly mainly comprises a long floor and a floor connecting plate, wherein the floor connecting plate adopts a horizontal h-shaped section bar; one side of the beam is provided with a short floor connecting joint connected with the short floor, and the other side of the beam is provided with a plurality of transition cavities.

In one preferred embodiment, concave notches are formed in the middle parts of the short floor connecting joints and the wing plates and are used for being connected with the traction beams and the cover plates; preferably, the upper part of the transition cavity is provided with a lap joint table, and the lower part of the transition cavity is provided with a lap joint rib plate; the long floor is arranged on the lap joint table and the lap joint rib plate of the cross beam through the floor connecting plate.

Based on the same inventive concept, the invention also provides a railway vehicle, which comprises 1 articulated bogie and 2 railway vehicle chassis structures; the bogie is connected with the hinged traction device mounting seat through the hinged traction device, the hinged traction device mounting seat is connected with the underframe boundary beam through the sleeper beam in the transverse direction, and is connected with the long floor assembly through the traction beam, the cover plate and the cross beam in the longitudinal direction in sequence, and two ends of the long floor assembly are respectively connected with the corresponding underframe boundary beam.

Therefore, traction and braking force generated by the bogie are transmitted to the hinged traction device mounting seat through the hinged traction device, are transversely transmitted to the underframe side beam through the sleeper beam, are longitudinally transmitted to the cross beam through the traction beam and the cover plate, are longitudinally transmitted to the long floor for assembly through the cross beam, are transversely transmitted to the underframe side beam, have smooth force transmission paths, are mostly transmitted through the underframe side beam with high rigidity, relieve the force transmitted to the long floor for assembly by the cross beam, reduce stress concentration at the joint weld of the long floor, and are beneficial to the lightweight design of the long floor.

In one preferred embodiment, the chassis side beams are respectively connected with an anti-serpentine device and an anti-roll device; the sleeper beam is connected with the air spring; the hinged traction device mounting seat is connected with the hinged traction device.

The technical scheme of the invention is described in further detail as follows:

the end part structure of the underframe structure of the railway vehicle body is connected with the side beams of the underframe through the sleeper beams and the cross beams to form an integral frame bearing structure, and then the integral frame bearing structure falls into a short floor and a long floor in a frame to be assembled to form the underframe structure. The bolt hole and the stop hole are formed in the lower surface of the side beam of the chassis, and the side rolling resistance device and the snakelike resistance device of the bogie are directly connected through the threaded block and the bolt, so that the problem that the surface of the side beam of the chassis is connected with the bogie through a welding transition mounting seat in the past is eliminated, the hidden danger of fatigue failure of welding seams is eliminated, and the safety and the reliability of vehicle operation are greatly improved.

The end structure of the invention mainly comprises an articulated traction device mounting seat, a sleeper beam, a sealing plate, a traction beam, a cross beam and a cover plate. The articulated traction device mounting seat, the sleeper beam, the traction beam and the cross beam form a horizontal I-shaped structure, and the I-shaped structure has the advantages of light weight, high strength, good rigidity and strong torsion resistance and shearing resistance. One end of the traction beam is connected with the cross beam and positioned in the middle of the cross beam, and the other end of the traction beam is connected with the installation seat of the hinged traction device. The sleeper beam is connected with the installation seat of the articulated traction device and the side beam of the underframe.

The main body structure of the hinged traction device mounting seat is composed of a lateral horizontal mesh-shaped structure formed by a first lower web plate, an upper web plate and a vertical plate and a horizontal mesh-shaped structure formed by a mounting plate, a lateral vertical plate, a second lower web plate, a middle web plate and an upper web plate, so that a multi-cavity box structure with excellent bearing performance in all directions is formed, the mounting structure is realized in a limited space, and the requirements of strength and fatigue performance are met. The upper plate and the vertical plate of the traction beam part are processed into arc-shaped gaps, and the cover plate is welded at the gaps to form a box body structure, so that the structural strength of the traction beam is ensured, and the interference problem with a traction motor and a gear box on a bogie is solved.

The cross beam mainly comprises a rectangular beam formed by a plurality of cavities, a transition cavity and wing plates. The upper plate and the lower plate of the transition cavity are gradually thinned, so that the force transmitted to the long floor assembly through the cross beam is relieved, and the safety margin of the long floor connecting weld joint is improved. The long floor is assembled mainly by long floor and floor connecting plate, and wherein the floor connecting plate adopts the h shape section bar of sleeping, adopts overlap joint mode to be connected with the crossbeam, makes things convenient for on-the-spot regulation and assembly, has improved production efficiency.

Compared with the prior art, the invention has the beneficial effects that: the railway vehicle and the chassis structure of the vehicle body of the railway vehicle can be suitable for non-power articulated bogies and power articulated bogies, the quantity of the power articulated bogies can be flexibly configured according to the requirements of train grouping length, passenger capacity, operation speed and the like, the requirements of different users can be responded quickly, the design and development period is shortened, and the market competitiveness of the vehicle is improved.

The chassis structure of the railway vehicle and the vehicle body of the railway vehicle has the advantages of simple structure, light weight, high strength and high modularization degree, is convenient for mass production, and has good economic and social benefits.

Drawings

Fig. 1: a schematic chassis structure of one embodiment of the present invention;

fig. 2: an end structure schematic;

fig. 3: a hinged traction device mounting seat diagram;

fig. 4: a traction beam structure schematic diagram;

fig. 5: the cross beam is assembled and connected with the long floor;

fig. 6: the stress and force transmission direction of the underframe structure is schematically shown;

fig. 7: the rail vehicle underframe structure and bogie connection schematic diagram of one embodiment of the invention.

In the drawings

1-chassis side beams, 1 a-transverse ribs, 1 b-rectangular cavities, 1 c-first bolt holes, 1 d-stop holes, 2-end structures, 21-hinged draft gear mounts, 21 a-mounting plates, 21 b-second bolt holes, 21 c-support webs, 21 d-process holes, 21 e-first lower webs, 21 f-second lower webs, 21 g-risers, 21 h-variable cross-section webs, 21 i-side risers, 21 j-upper webs, 21 k-middle webs, 21 m-rectangular defects, 21 n-arcs, 22-sleeper beams, 23-sealing plates, 24-draft beams, 24 a-upper plates, 24 b-arc defects, 24 c-transverse rib plates, 24 d-vertical plates, 24 e-lower plates, 24 f-transition profiles, 24 g-connection joints, 25-transverse beams, 25 a-concave notches, 25 b-short floor connection joints, 25 c-wing plates, 25 d-lapping platforms, 25 e-transition cavities, 25 f-lapping rib plates, 26-cover plates, 26 a-U-shaped openings, 26 b-arc edges, 3-short floors, 4-long floor assemblies, 41-floor connecting plates, 42-long floors, 5-transition rib plates, 5 a-arc, 6-bogie, 61-serpentine resistant devices, 62-anti-roll devices, 63-air springs, 64-hinged traction devices.

Detailed Description

The invention will be described in detail below with reference to the drawings in connection with embodiments. It should be noted that, without conflict, the embodiments of the present invention and features of the embodiments may be combined with each other. For convenience of description, the words "upper", "lower", "left" and "right" are used hereinafter to denote only the directions corresponding to the upper, lower, left, and right directions of the drawings, and do not limit the structure.

As shown in fig. 1-2, the underframe structure of the railway vehicle mainly comprises an underframe boundary beam 1, an end structure 2, a short floor 3, a long floor assembly 4 and a transition rib plate 5. The end structure 2 is connected with the underframe side beams 1 through sleeper beams 22 and cross beams 25 to form an integral frame carrying structure, and then the short floor 3 and the long floor assembly 4 are put into the frame to form the underframe structure through welding. The height of the chassis side beam 1 can be designed according to the limit and the strength requirement, and the height of the chassis side beam is equal to that of the sleeper beam 22 or higher than that of the sleeper beam 22. When the underframe boundary beam 1 is higher than the sleeper beam 22, the transverse ribs 1a are arranged in the underframe boundary beam 1, and the positions of the transverse ribs are equal to the surface of the sleeper beam 22. The first bolt hole 1c and the stop hole 1d are arranged on the lower surface of the chassis boundary beam 1, the stop hole 1d plays a limiting and bearing role under the condition that bolts are loosened, the transverse rib 1a and the lower surface of the chassis boundary beam form 2 rectangular cavities 1b, a thread block is slid into the rectangular cavities 1b, the anti-rolling device 62 and the anti-serpentine device 61 of the bogie 6 are connected with the chassis boundary beam 1 through the thread block and the bolts, the connection mode that the welding seam bearing is converted into a parent metal bearing (the welding seam allowable stress is far smaller than the parent metal allowable stress) is omitted, the safety and the reliability of vehicle operation are greatly improved. In order to reduce stress concentration at the joint of the cross beam 25 and the chassis boundary beam 1, a transition rib plate 5 is added at the 4 right-angle joints of the cross beam 25 and the chassis boundary beam 1, and the size and shape of the arc 5a are determined according to the finite element simulation analysis result.

As shown in fig. 2, the end structure 2 is mainly composed of an articulated draft gear mount 21, a bolster 22, a seal plate 23, a draft sill 24, a cross beam 25, and a cover plate 26. The articulated traction device mounting seat 21, the sleeper beam 22, the traction beam 24 and the cross beam 25 form a horizontal I-shaped structure, and the I-shaped structure has light weight, high strength, good rigidity and strong torsion resistance and shearing resistance. One end of the traction beam 24 is connected with the cross beam 25 and is positioned in the middle of the cross beam 25, and the other end is connected with the hinged traction device mounting seat 21. The sleeper beam 22 connects the articulated traction device mounting seat 21 and the underframe boundary beam 1. The middle of the cover plate 26 is provided with a U-shaped opening 26a for reducing weight and welding operation space, and two sides of the cover plate are provided with arc-shaped edges 26b for relieving stress concentration at the joint of the cover plate 26 and the cross beam 25. The width of the end of the cover plate 26 is consistent with the depth of the concave notch 25a of the cross beam 25, and the cover plate is in line after welding, so that local stress concentration caused by abrupt change of structural rigidity is avoided. The front face of the cover plate 26 is of a pi-shaped structure, the weight is light, the force transmission is good, and the radian of the side face of the cover plate 26 is consistent with that of the arc-shaped notch 24b of the traction beam 24.

Fig. 3 is a view of an articulating traction device mount. The articulated hauler mount 21 may be welded from multiple structures or machined from a single unitary forging, preferably a forging because of its high strength, good plasticity, few welds, and strong load carrying capacity. The main body structure of the articulated hauler installation seat 21 is composed of a lateral horizontal mesh-shaped structure formed by a first lower web plate 21e, an upper web plate 21j and 4 vertical plate 21g and a lateral horizontal mesh-shaped structure formed by an installation plate 21a, a lateral vertical plate 21i, a second lower web plate 21f, a middle web plate 21k and an upper web plate 21j, so that a multi-cavity box structure with excellent bearing performance in all directions is formed. The mounting plate 21a extends out of the first lower web 21e, and is provided with a second bolt hole 21b. The back of the mounting plate 21a is provided with support rib plates 21c which are connected to the first lower web plates 21e in a gradual transition manner through an arc, the support rib plates 21c are aligned with the vertical plates 21g one by one, and process holes 21d are formed among the support rib plates 21c through machining the first lower web plates 21e and are used for bolt mounting operation space. The second lower web 21f may be designed to be different from or equal to the first lower web 21e in height according to the height of the bogie air spring, and simultaneously, the mounting plate 21a is processed into an arc 21n to relieve stress concentration at the connection between the mounting plate 21a and the second lower web 21 f. The distance between the middle web 21k and the upper web 21j is the same as the thickness of the short floor 3 and the same height as the rib plate in the sleeper beam 22. The mounting plate 21a, the side vertical plate 21i, the second lower web plate 21f and the upper web plate 21j are aligned with the sleeper beam 22, a rectangular notch 21m is processed at the end of the second lower web plate 21f and used for an operation space for welding the middle web plate 21k and the rib plates inside the sleeper beam 22, and then the rectangular notch 21m is sealed by a sealing plate 23. By machining the upper web 21j, which is connected to the draft sill 24, into a variable cross-section web 21h, the transfer of force from the articulating draft gear mount 21 to the short floor 3 is reduced.

Fig. 4 is a schematic drawing of a draft sill structure. The traction beam 24 mainly comprises a mesh-shaped structure formed by an upper plate 24a, a vertical plate 24d, a transverse rib plate 24c and a lower plate 24e and transition profiles 24f on two sides, wherein the transverse rib plate 24c close to the lower plate 24e is flush with the transition profiles 24f and has the same height as the short floor 3. The short floor 3 adopts a double-layer cavity structure, which is beneficial to reducing the noise of the wheel rail transferred to the vehicle by the bogie and improving the riding comfort of the vehicle. The end of the transition profile 24f is provided with a connection joint 24g for connection with the short floor 3. The U-shaped opening is machined in the middle of the upper plate 24a, the size of the U-shaped opening is the same as that of the U-shaped opening 26a of the cover plate 26, and the upper plate 24a and the part of the vertical plate 24d are machined into arc-shaped notches 24b, so that interference between the upper plate 24a and the part of the vertical plate 24d and a traction motor and a gear box on the bogie 6 is avoided.

Fig. 5 is a schematic diagram of the assembly connection of the cross beam and the long floor. The cross beam 25 is mainly composed of a rectangular beam formed by a plurality of cavities, a transition cavity 25e and a wing plate 25 c. A short floor connecting joint 25b is arranged on one side of the cross beam 25 and is connected with the short floor 3, and a concave notch 25a is processed in the middle part of the short floor connecting joint 25b and the wing plate 25c and is used for being connected with the traction beam 24 and the cover plate 26. The other side of the cross beam 25 is provided with a plurality of transition cavities 25e, the upper and lower plates of the transition cavities are gradually thinned, the force transmitted to the long floor assembly 4 through the cross beam 25 is relieved, and the safety margin of the long floor connecting weld joint is improved. The upper part of the transition cavity 25e is provided with a lap joint table 25d, and the lower part is provided with a lap joint rib plate 25f. The long floor assembly 4 mainly consists of a long floor 42 and a floor connecting plate 41, wherein the floor connecting plate 41 adopts a horizontal h-shaped section bar. The long floor 42 falls on the lap joint table 25d and the lap joint rib plate 25f of the cross beam 25 through the floor connecting plate 41, and the lap joint connection mode is adopted, so that the on-site adjustment and assembly are convenient, and the production efficiency is improved.

Fig. 7 is a schematic view of a railway vehicle connected to a bogie using the chassis structure described above. The rail vehicle comprises 1 articulated bogie and 2 underframes connected by 1 articulated bogie. Wherein the anti-serpentine device 61 and the anti-roll device 62 are connected to the chassis side rail 1, the air spring 63 is connected to the bolster 22, and the articulating traction device 64 is connected to the articulating traction device mount 21.

As shown in fig. 6, the traction force and braking force generated by the bogie 6 are transmitted to the hinged traction device mounting seat 21 through the hinged traction device 64, are transmitted to the chassis side beam 1 transversely through the sleeper beam 22, are transmitted to the cross beam 25 longitudinally through the traction beam 24 and the cover plate 26, are transmitted to the long floor assembly 4 longitudinally through the cross beam 25, and are transmitted to the chassis side beam 1 transversely, so that the transmission path of the chassis structure is smooth, most of the transmission force is transmitted through the chassis side beam 1 with higher rigidity, the force transmitted to the long floor assembly 4 by the cross beam 25 is reduced, the stress concentration of the long floor connecting weld joint is reduced, and the light weight design of the long floor 42 is facilitated.

The foregoing examples are set forth in order to provide a more thorough description of the present invention, and are not intended to limit the scope of the invention, since modifications of the present invention, in which equivalents thereof will occur to persons skilled in the art upon reading the present invention, are intended to fall within the scope of the invention as defined by the appended claims.

Claims

1. The chassis structure of the railway vehicle body is characterized by comprising chassis side beams (1), end structures (2), short floors (3), long floor assemblies (4) and transition rib plates (5); the end part structure (2) is connected with the underframe boundary beam (1) to form an integral frame bearing structure, and the short floor (3) and the long floor assembly (4) are arranged in the integral frame bearing structure to form an underframe structure;

the end part structure (2) mainly comprises a hinged traction device mounting seat (21), a sleeper beam (22), a sealing plate (23), a traction beam (24), a cross beam (25) and a cover plate (26); the hinged traction device mounting seat (21), the sleeper beam (22), the traction beam (24) and the cross beam (25) form a horizontal I-shaped structure together;

the hinged traction device mounting seat (21) is connected with the underframe side beam (1) through a sleeper beam (22) in the transverse direction, and is connected with the long floor assembly (4) through a traction beam (24), a cover plate (26) and a cross beam (25) in sequence in the longitudinal direction; two ends of the long floor assembly (4) are respectively connected with corresponding underframe side beams (1);

one end of the traction beam (24) is connected with the cross beam (25) and positioned in the middle of the cross beam (25), and the other end of the traction beam is connected with the hinged traction device mounting seat (21); the sleeper beam (22) is connected with the articulated traction device mounting seat (21) and the underframe side beam (1).

2. The railway vehicle body chassis structure according to claim 1, wherein the cover plate (26) is open in the middle with a U-shaped mouth (26 a); arc edges (26 b) are arranged on two sides of the cover plate (26).

3. The railway vehicle body underframe structure according to claim 1, characterized in that the cover plate (26) end width is identical to the depth of the concave notch (25 a) of the cross beam (25).

4. A rail vehicle body chassis structure according to claim 3, characterized in that the front face of the cover plate (26) has a pi-shaped structure.

5. The railway vehicle body underframe structure according to claim 1, characterized in that the upper surface of the underframe boundary beam (1) is not lower than the upper surface of the sleeper beam (22).

6. The underframe structure of the railway vehicle body as claimed in claim 5, characterized in that the upper surface of the underframe boundary beam (1) is higher than the upper surface of the sleeper beam (22), a transverse rib (1 a) is arranged in the underframe boundary beam (1), and the upper surface of the transverse rib (1 a) is equal to the upper surface of the sleeper beam (22).

7. The underframe structure of the railway vehicle body as claimed in claim 6, characterized in that a first bolt hole (1 c) and a stop hole (1 d) are arranged on the lower surface of the underframe boundary beam (1); the transverse ribs (1 a) and the lower surface of the underframe boundary beam (1) form a rectangular cavity (1 b), and an anti-rolling device (62) and an anti-serpentine device (61) of the bogie (6) are connected with the underframe boundary beam (1) through bolts and threaded blocks in the rectangular cavity (1 b).

8. The railway vehicle body chassis structure according to any one of claims 1 to 7, wherein the articulated hauler mount (21) body structure comprises a side-lying mesh-like structure consisting essentially of a first lower web (21 e), an upper web (21 j) and a plurality of risers (21 g), and a side riser (21 i), a second lower web (21 f), a middle web (21 k) and an upper web (21 j) on both sides, which together form a multi-cavity box structure.

9. The underframe structure of the railway vehicle body according to claim 8, characterized in that the mounting plate (21 a) extends out of the first lower web (21 e), a support rib plate (21 c) is provided on the back of the mounting plate (21 a), the support rib plates (21 c) are aligned with the vertical plates (21 g) one by one, and a process hole (21 d) is formed between the support rib plates (21 c) by processing the first lower web (21 e).

10. The railway vehicle body underframe structure according to claim 8, characterized in that the mounting plate (21 a) is provided with an arc shape (21 n).

11. The railway vehicle body underframe structure according to claim 8, characterized in that the distance between the middle web (21 k) and the upper web (21 j) is the same as the thickness of the short floor (3) and the distance is the same as the height of the inner gusset of the sleeper beam (22); the mounting plate (21 a), the side vertical plates (21 i), the second lower web plate (21 f) and the upper web plate (21 j) are aligned with the sleeper beam (22), a rectangular notch (21 m) is formed in the end of the second lower web plate (21 f), and a sealing plate (23) is arranged on the rectangular notch (21 m).

12. The railway vehicle body chassis structure according to claim 8, wherein the upper web (21 j) connected to the draft sill (24) is a variable cross-section web (21 h).

13. The railway vehicle body chassis structure according to any one of claims 1 to 7, wherein the draft sill (24) is mainly composed of a mesh-like structure composed of an upper plate (24 a), a riser (24 d), a cross rib (24 c) and a lower plate (24 e), and transition profiles (24 f) located at both sides; the transverse rib plate (24 c) close to the lower plate (24 e) is flush with the transition section bar (24 f) and has the same height as the short floor (3).

14. The railway vehicle body chassis structure according to claim 13, wherein the short floor (3) adopts a double-layer cavity structure.

15. The rail vehicle body chassis structure according to claim 13, characterized in that the ends of the transition profile (24 f) are provided with connection joints (24 g) for connection with the short floor (3).

16. The railway vehicle body underframe structure according to claim 13, characterized in that the upper plate (24 a) is provided with a U-shaped opening at the middle position, the size of which is the same as that of the U-shaped opening (26 a) of the cover plate (26), and the arc-shaped notch (24 b) is formed by processing part of the upper plate (24 a) and part of the vertical plate (24 d).

17. The railway vehicle body chassis structure according to any one of claims 1 to 7, characterized in that the cross beam (25) is mainly composed of a rectangular beam constituted by a plurality of cavities, a transition cavity (25 e) and a wing (25 c); the long floor assembly (4) mainly comprises a long floor (42) and a floor connecting plate (41), wherein the floor connecting plate (41) adopts a horizontal h-shaped section bar;

one side of the cross beam (25) is provided with a short floor connecting joint (25 b) connected with the short floor (3), and the other side of the cross beam (25) is provided with a plurality of transition cavities (25 e).

18. The railway vehicle body underframe structure according to claim 17, characterized in that the short floor connection joint (25 b) and the middle part of the wing plate (25 c) are processed with concave notches (25 a) for connecting with the traction beam (24) and the cover plate (26).

19. The underframe structure of the railway vehicle body as claimed in claim 18, characterized in that the upper part of the transition cavity (25 e) is provided with a lapping table (25 d), and the lower part is provided with a lapping rib plate (25 f); the long floor (42) is arranged on a lap joint table (25 d) and a lap joint rib plate (25 f) of the cross beam (25) through a floor connecting plate (41).

20. A rail vehicle characterized by comprising 1 articulated bogie (6) and 2 rail vehicle body underframe structures according to any of claims 1-19; the bogie (6) is connected with the hinged traction device mounting seat (21) through the hinged traction device (64), the hinged traction device mounting seat (21) is connected with the underframe boundary beam (1) through the sleeper beam (22) in the transverse direction, the bogie (6) is connected with the long floor assembly (4) through the traction beam (24), the cover plate (26) and the cross beam (25) in the longitudinal direction in sequence, and two ends of the long floor assembly (4) are respectively connected with the corresponding underframe boundary beam (1).

21. Rail vehicle according to claim 20, characterized in that the undercarriage side rail (1) is connected to an anti-serpentine device (61) and an anti-roll device (62), respectively; the sleeper beam (22) is connected with an air spring (63); the articulated hauler mount (21) is connected to the articulated hauler (64).