CN114852122B - Vehicle end structure for tight-lock coupler and end traction and railway vehicle - Google Patents
Vehicle end structure for tight-lock coupler and end traction and railway vehicle Download PDFInfo
- Publication number
- CN114852122B CN114852122B CN202210466638.9A CN202210466638A CN114852122B CN 114852122 B CN114852122 B CN 114852122B CN 202210466638 A CN202210466638 A CN 202210466638A CN 114852122 B CN114852122 B CN 114852122B
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- coupler
- tight
- traction
- box
- vehicle
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
- B61G7/00—Details or accessories
- B61G7/10—Mounting of the couplings on the vehicle
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
- B61G9/00—Draw-gear
- B61G9/20—Details; Accessories
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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
Abstract
The invention discloses a vehicle end structure for tight-lock type coupler and end traction and a railway vehicle, which comprise a main car body end bearing structure (1), a coupler box (2) and a traction device mounting seat (3), wherein the coupler box (2) and the traction device mounting seat (3) are sequentially mounted below the main car body end bearing structure, and the traction device mounting seat is positioned right below the coupler box. The invention can meet the installation and application requirements of the tight-lock coupler buffer device, can also meet the requirements of transmitting traction force and braking force between the vehicle body and the bogie in an end traction mode, has simple structure and small installation occupation space, and effectively solves the problems of tight-lock coupler, such as tight installation space shortage and the like when the tight-lock coupler is used together with end traction.
Description
Technical Field
The invention relates to a railway vehicle, in particular to a railway vehicle end structure for a tight-lock coupler and end traction and a railway vehicle.
Background
At present, the rail locomotive is mainly connected with the vehicles by adopting the traditional mechanical coupler, and because a larger longitudinal gap exists between the two trailer hooks, larger longitudinal impulse can be generated in the vehicle application, and the comfort of the vehicle, particularly personnel on the passenger vehicle, is affected. Therefore, in order to reduce the coupling gap between vehicles, the longitudinal impact force of the vehicles is reduced to the maximum extent, the comfort level of the vehicles is improved, and tight-lock couplers with small coupling gap are gradually and widely used on passenger vehicles.
However, most of tight-lock couplers are used for metro vehicles, power-distributed motor train units and high-speed trains, compared with the traditional locomotives, the traction force and the braking force born by the vehicle couplers are generally smaller, but for other railway vehicles, such as power-concentrated motor train units, the power vehicle body structure of the tight-lock couplers is generally similar to that of the traditional locomotives, but in order to ensure the connection between the power vehicles and the non-power vehicles, and meanwhile, the tight-lock couplers are also adopted at the power vehicle end in order to improve the comfort of the vehicles. However, the starting traction force and braking force of the power-concentrated motor train unit power vehicle are larger, and the force born by the coupler is larger, so that the design and performance requirements on the end structure of the vehicle are higher.
Generally, the distance from the fine dried noodle of the tight-lock type coupler to the rotary center of the coupler is larger than that of the traditional mechanical type coupler, and taking the tight-lock type coupler of a 25T type passenger car and the mechanical passenger car of a 103 type as an example, the distance from the fine dried noodle of the 25T type coupler to the rotary center of the coupler is 1145mm, the distance from the fine dried noodle of the 103 type coupler to the rotary center of the coupler is only 870mm, and when the tight-lock type coupler passes through a small radius curve working condition under the same vehicle body parameter condition, the transverse horizontal deflection angle between the tight-lock type coupler and a vehicle is larger than that of the mechanical type coupler, and the transverse movement space required by the tight-lock type coupler is larger, so that the design of the tight-lock type coupler box is correspondingly more complex and more difficult.
Meanwhile, a locomotive with end traction is adopted, the traction device of the bogie and the installation position of the coupler are usually arranged at the end part of the locomotive, and the installation positions are basically coincident, so that the coupler box is usually arranged into an integrated structure integrating the two installation structures, the coupler box is required to bear the longitudinal impact force from the coupler, and also required to bear the traction force and the braking force from the traction device, the stress condition is complex, and the bearing reliability and the safety of the coupler box are more severe. However, the tight-lock coupler is an integrated structure of the coupler and the buffer, and the installation mode is completely different from the traditional mode of separating the coupler and the buffer: the traditional buffer is installed from the coupler box from bottom to top, and the tight-lock coupler is installed by adopting a front-mounted bolt, so that convenience in installation and disassembly of the tight-lock coupler is affected due to the existence of an end traction device, the disassembly and the tightening of the coupler installation bolt are not facilitated, and the overhaul and the maintenance of the later coupler are also not facilitated.
Based on the above-mentioned limitation, in the existing railway vehicle and its end structure, there is no railway vehicle and its end structure that can meet the installation and operation requirements of the tight coupler buffer device and also meet the requirements of adopting an end traction mode between the vehicle body and the bogie.
Disclosure of Invention
The invention aims to solve the technical problem that the end structure of the existing railway vehicle cannot meet the installation and application requirements of a tight-lock coupler buffer device and the end traction mode requirements between a vehicle body and a bogie, and provides the end structure of the railway vehicle and the railway vehicle, which can meet the installation and application requirements of the tight-lock coupler buffer device and the end traction mode requirements between the vehicle body and the bogie for transmitting traction force and braking force.
In order to solve the technical problems, the invention adopts the following technical scheme:
the utility model provides a rail vehicle end structure for close-coupled coupler and tip traction, its includes automobile body tip main bearing structure, is used for installing the draw gear case of close-coupled coupler, draw gear mount pad, install in proper order below the automobile body tip main bearing structure draw gear case and draw gear mount pad, just the draw gear mount pad is located under the draw gear case.
According to the invention, the car coupler box for installing the tight-lock car coupler and the traction device installing seat are overlapped up and down, so that the installation and application requirements of the tight-lock car coupler buffer device can be met, and meanwhile, the requirements of transmitting traction force and braking force between a car body and a bogie in an end traction mode can be met.
Preferably, a transition rib plate is arranged between the back surface of the rear end plate of the coupler box and the main bearing structure of the end part of the car body so as to strengthen the connection strength between the rear end plate of the coupler box and the main bearing structure of the end part of the car body, and meanwhile, the transition rib plate is used as a buffer area for primary transmission of force flow so as to more reasonably transmit the force flow of the coupler box to the main bearing structure of the end part of the car body.
Preferably, the main bearing structure at the end part of the vehicle body is an integral bearing type frame structure, and comprises a left side vertical plate and a right side vertical plate which are positioned at two sides, a lower cover plate positioned at the bottom surface, an upper cover plate positioned at the upper surface, a front end plate positioned at the front end, a rear end vertical plate positioned at the rear end, a central longitudinal beam longitudinally arranged along the vehicle body, a transition longitudinal rib plate and a transition oblique rib plate positioned between the rear end vertical plate and the central longitudinal beam.
Preferably, a protruding part is arranged at the middle position of the rear end of the main bearing structure at the end part of the car body along the longitudinal direction of the car body so as to better transfer the force flow from the car coupler box and serve as a buffer area for secondary force flow transfer, and the force flow from the car coupler box is conveniently transferred to the center longitudinal beam until the middle area of the underframe.
Preferably, a U-shaped notch is arranged at the bottom of the front end plate, so that the installation of the tight-lock coupler is facilitated, and a movement space is provided for the coupler to deflect transversely when the vehicle runs under a small-radius curve working condition.
Preferably, the coupler box comprises a coupler installation seat, wherein the front surface of the coupler installation seat is connected with an outer front end vertical plate and an inner front vertical plate, the rear surface of the coupler installation seat is connected with an outer rear end upper vertical plate, a transverse rib plate, an outer rear end lower vertical plate and an inner rear vertical plate, and the transverse rib plate is installed between the outer rear end upper vertical plate and the outer rear end lower vertical plate. Therefore, the coupler installation seat is embedded and installed in the coupler box body structure, and the coupler installation seat is ensured to always maintain the optimal stress state under the condition of bearing the tensile stress or the compressive stress of the coupler.
Preferably, the front end of the coupler box is provided with a horn-shaped opening so as to ensure that the coupler can freely rotate under the working condition of a small-radius curve.
Preferably, the rear end plate of the coupler box is of an isosceles trapezoid structure, and the cross section of the coupler box parallel to the transverse direction of the car body is of an isosceles trapezoid structure, so that the stress of the whole coupler box structure is optimal, and the overall compactness of the coupler box structure is ensured.
Preferably, a U-shaped boss is arranged on the lower cover plate of the coupler box, the middle part of the coupler installation seat is clamped into the U-shaped boss, so that the lower part of the coupler installation seat is skillfully embedded into the lower cover plate of the coupler box by utilizing the boss, on one hand, the connection between the coupler installation seat and the lower cover plate of the coupler box is enhanced, the form of a welding joint between the coupler installation seat and the lower cover plate of the coupler box is the optimal mode of welding on site, on the other hand, the connection welding joint between the coupler installation seat and the lower cover plate of the coupler box is avoided (namely, the connection welding joints between the coupler installation seat, the lower cover plate of the coupler and the lower cover plate of the coupler are mutually independent), and the integral bearing performance of the whole coupler box structure is improved.
Based on the same conception, the invention also provides a railway vehicle for the tight-lock coupler and the end traction, which comprises the railway vehicle end structure for the tight-lock coupler and the end traction.
Compared with the prior art, the invention has the beneficial effects that:
1) The invention provides a brand new railway vehicle and an end structure thereof, which meet the requirement of installing the tight-lock coupler, realize the connection and the hanging between vehicles provided with the tight-lock coupler, effectively reduce the connection and hanging clearance between the vehicles, furthest reduce the longitudinal impact force between the vehicles and improve the riding experience and comfort of vehicle personnel.
2) According to the railway vehicle and the coupler box thereof, the movement space required by the relative deflection between the tight-locking coupler and the vehicle is reserved under the working condition of the small-radius curve, so that the tight-locking coupler can freely rotate, and the application requirement of the vehicle under the working condition of the small-radius curve is met.
3) The railway vehicle and the coupler box thereof, which are disclosed by the invention, allow the vehicle to connect the vehicle body and the bogie in an end traction mode while meeting the requirement of the 1), and are used for transmitting traction force and braking force between the vehicle body and the bogie, so that the dynamic performance of the vehicle and the running safety of the vehicle are effectively improved.
4) The railway vehicle and the car coupler box thereof provided by the invention have the advantages that the structure is simple, the reliability is high, the overall bearing capacity of the structure is greatly improved while the design is light, the structure can bear the acting force from the car coupler, and meanwhile, the traction force and the braking force of the bogie can also be borne.
5) The railway vehicle and the coupler box thereof provided by the invention have small installation occupation space, effectively solve the problems of tight-lock coupler, such as tight installation space and the like caused by the use of the tight-lock coupler together with end traction, optimize the form of weld joints between key parts of the coupler box and between the coupler box and a traction device installation seat, and effectively solve the problems of key weld joint overlapping, difficult welding, weld joint crossing and the like between the parts, and have strong practicability.
6) The railway vehicle and the coupler box structure thereof realize independent installation and mutual influence of the tight-lock coupler and the traction device, namely can realize disassembly and tightening of the coupler installation fastener on the premise of not disassembling the traction device, and effectively improve the convenience of the coupler for later maintenance.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings that are required in the embodiments or the description of the prior art will be briefly described, and it is obvious that the drawings in the following description are some embodiments of the present invention, and other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
FIG. 1 is an isometric view (bottom view) of an end structure of a railway car for a tight coupler and end pull of the present invention;
FIG. 2 is an isometric view of a main body end load bearing structure;
FIG. 3 is an isometric view of a coupler box;
FIG. 4 is a view from direction A of FIG. 3 (concealing the coupler housing lower cover plate);
FIG. 5 is an isometric view of a coupler mount;
FIG. 6 is a view in the B direction of FIG. 5;
fig. 7 is an isometric view of a coupler case lower cover plate.
Detailed Description
The invention is further described below in connection with specific preferred embodiments, but it is not intended to limit the scope of the invention.
For convenience of description, the relative positional relationship of the components, such as: the descriptions of the upper, lower, left, right, etc. are described according to the layout directions of the drawings in the specification, and do not limit the structure of the present patent.
As shown in fig. 1, an embodiment of the end structure of the railway vehicle for tight coupler and end traction of the present invention comprises a main body end bearing structure 1, a coupler box 2, a traction device mounting seat 3, and a transition rib plate 4.
The car coupler box 2 is located below the car body end main bearing structure 1, the traction device mounting seat 3 is located right below the car coupler box 2, the transition rib plate 4 is located on the back surface of the rear end plate of the car coupler box 2 and used for reinforcing the connection strength between the rear end plate of the car coupler box 2 and the car body end main bearing structure 1, and meanwhile the car coupler box 2 is used as a buffer area for primary transmission force flow, so that the force flow of the car coupler box 2 is reasonably transmitted to the car body end main bearing structure 1.
As shown in FIG. 2, the main bearing structure 1 at the end part of the vehicle body is an integral bearing frame structure which is mainly formed by welding parts such as a left vertical plate 1-1, a lower cover plate 1-2, a front end plate 1-3, a right vertical plate 1-4, a rear vertical plate 1-5, a transition longitudinal rib plate 1-6, a transition inclined rib plate 1-7, a center longitudinal beam 1-8, an upper cover plate 1-9 and the like. In order to better transfer the force flow from the coupler box 2, the middle position of the rear end of the main bearing structure 1 at the end part of the car body is provided with a protruding part 1-10 along the longitudinal direction of the car body, and the protruding part 1-10 is used as a buffer area for transferring the force flow in a secondary mode, so that the force flow from the coupler box 2 is conveniently transferred to a transitional longitudinal rib plate 1-6 and a transitional oblique rib plate 1-7 until being transferred to a central longitudinal beam 1-8, and finally the force flow is guided to the middle area of the underframe through the central longitudinal beam 1-8. In addition, the front end plate 1-3 of the main bearing structure 1 at the end part of the car body extends to the front end of the car coupler box 2, and a U-shaped notch 1-11 is arranged at the front end position of the car coupler box, so that the installation of the tight-lock car coupler is facilitated, and on the other hand, when the car runs under the working condition of a small-radius curve, the U-shaped notch 1-11 provides a movable space for the car coupler to transversely deflect.
As shown in fig. 3 and 4, the coupler box 2 is a box body structure symmetrical about the longitudinal center line of the car body, and mainly comprises a coupler mounting seat 2-1, a coupler box lower cover plate 2-2, a coupler box rear end plate 2-3, an inner rear vertical plate 2-4, an outer rear end upper vertical plate 2-5, a transverse rib plate 2-6, an outer rear end lower vertical plate 2-7, an outer front end vertical plate 2-8, an inner front vertical plate 2-9 and other parts, wherein the front end of the coupler box 2 is provided with a horn-shaped opening 2-10 as large as a U-shaped notch 1-11 in a bottom view, so that the coupler can freely rotate under a small radius curve working condition of the car; the whole car coupler box 2 is in an isosceles trapezoid structure from a front view or a rear view, so that the stress of the whole car coupler box 2 is optimal, and the whole compactness of the car coupler box 2 structure is ensured. Meanwhile, the front of the coupler installation seat 2-1 is connected with an outer front end vertical plate 2-8 and an inner front vertical plate 2-9, the rear of the coupler installation seat 2-1 is connected with an outer rear end upper vertical plate 2-5, a transverse rib plate 2-6, an outer rear end lower vertical plate 2-7 and an inner rear vertical plate 2-4, and the transverse rib plate 2-6 is installed between the outer rear end upper vertical plate 2-5 and the outer rear end lower vertical plate 2-7, so that the coupler installation seat 2-1 is embedded in a coupler box body structure, and the coupler installation seat 2-1 is ensured to always maintain an optimal stress state under the condition of bearing tensile stress or compressive stress of a coupler.
As shown in fig. 5 and 6, the coupler mounting seat 2-1 of the coupler box is an integral forging machine adding piece, and the bearing strength of the coupler mounting seat 2-1 is improved from the perspective of materials. Four circular coupler installation holes 2-11 are machined in the middle of the coupler installation seat 2-1 and used for coupler installation, and the accuracy of coupler installation is improved in an integral machining mode. In order to realize the lightweight design of the coupler installation seat 2-1, according to the finite element analysis result, the material is hollowed out for the part with smaller stress, and the weight is reduced for the whole structure: the circular weight-reducing concave holes 2-12 are processed at the center of the coupler installation hole 2-11, meanwhile, two wings of the coupler installation seat 2-1 are of a sinking platform structure, the thickness of end plates of the two wings is reduced, and two square weight-reducing holes 2-13 are respectively added from the starting position to the side edge of the sinking platform structure of the coupler installation seat 2-1. In addition, optimized arc transition is adopted at each corner part of the coupler installation seat 2-1, so that stress concentration is avoided. Finally, the whole coupler installation seat 2-1 can reduce the overall quality to realize light design while the bearing capacity is increased, and fully and effectively utilize materials to optimize the design.
As shown in fig. 7, the coupler box lower cover plate 2-2 of the coupler box 2 has a U-shaped profile. In order to better fit the structure of the coupler box 2 and realize free rotation of the coupler, the opening end of the lower cover plate 2-2 of the coupler box is flared outwards. Meanwhile, the U-shaped bosses 2-14 are partially extended from the middle positions of the two sides of the lower cover plate 2-2 of the coupler box, and the bosses 2-14 are matched with the coupler installation seat 2-1, so that the connection between the coupler installation seat 2-1 and the lower cover plate 2-2 of the coupler box is enhanced, the mutual intersection of connecting welding seams among the coupler installation seat 2-1, the lower cover plate 2-2 of the coupler and the traction device installation seat 3 is avoided, and the integral bearing performance of the whole coupler box 2 structure is effectively improved.
The rear end plate 2-3 of the coupler box is designed into an isosceles trapezoid shape according to the section of the coupler box 2, a rectangular hole 2-15 is added in the middle of the rear end part, the design of the rectangular hole 2-15 is convenient for the installation and disassembly of the coupler, an operation space for applying a tightening moment is provided for a torsion sleeve, and meanwhile, during later maintenance, the coupler can be freely disassembled and assembled directly through the rectangular hole 2-15 under the condition of not disassembling a traction device, so that the maintenance of the coupler is more convenient, and the use satisfaction of a user is improved; on the other hand, the rectangular holes 2-15 can realize the light design of the rear end plate 2-3 of the coupler box, and reduce the weight of the whole coupler box 2 structure.
While the invention has been described with reference to certain preferred embodiments, it will be understood by those skilled in the art that various changes and modifications may be made and equivalents may be substituted for elements thereof without departing from the scope of the invention. Therefore, any simple modification, equivalent variation and modification of the above embodiments according to the technical substance of the present invention shall fall within the scope of the technical solution of the present invention.
Claims (10)
1. The utility model provides a rail vehicle end structure for close-coupled coupler and tip traction, its characterized in that includes automobile body tip owner bearing structure (1), is used for installing the draw gear case (2) of close-coupled coupler, draw gear mount pad (3), install in proper order below the automobile body tip owner bearing structure draw gear case (2) and draw gear mount pad (3), just the draw gear mount pad is located under the draw gear case.
2. Railway vehicle end structure for tight coupler and end traction according to claim 1, characterized in that a transition web (4) is installed between the rear end plate back of the coupler box and the main car body end load-bearing structure (1).
3. Railway vehicle end structure for tight-lock couplers and end traction according to claim 1, characterized in that the main body end bearing structure is a monolithic bearing frame structure comprising left (1-1) and right (1-4) side uprights at both sides, a lower cover (1-2) at the bottom, an upper cover (1-9) at the upper surface, a front end plate (1-3) at the front end, a rear end riser (1-5) at the rear end, a central longitudinal girder (1-8) arranged longitudinally along the vehicle body, a transition longitudinal web (1-6) and a transition oblique web (1-7) between the rear end riser and the central longitudinal girder.
4. A railway vehicle end structure for a tight coupler and end traction according to claim 3, characterized in that the rear end mid-position of the main body end carrying structure is provided with a projection (1-10) along the longitudinal direction of the vehicle body.
5. A railway car end structure for a tight coupler and end traction according to claim 3, characterized in that the bottom of the front end plate is provided with U-shaped notches (1-11).
6. Railway vehicle end structure for tight-lock couplers and end traction according to claim 1, characterized in that the coupler box comprises a coupler mounting seat (2-1), the front of which is connected with an outer front end riser (2-8) and an inner front riser (2-9), the rear of which is connected with an outer rear end upper riser (2-5), a transverse rib (2-6), an outer rear end lower riser (2-7) and an inner rear riser (2-4), the transverse rib (2-6) being mounted between the outer rear end upper riser (2-5) and the outer rear end lower riser (2-7).
7. Railway vehicle end structure for tight-coupling and end traction according to claim 6, characterized in that the front end of the coupling box is provided with a trumpet-shaped opening (2-10).
8. The railway car end structure for a tight coupler and end traction of claim 6, wherein the coupler box rear end plate is in an isosceles trapezoid structure and a cross section of the coupler box parallel to a car body transverse direction is in an isosceles trapezoid structure.
9. The end structure of a railway vehicle for tight-lock couplers and end traction according to claim 6, wherein a U-shaped boss is arranged on a lower cover plate of the coupler box, the middle part of the coupler installation seat is clamped into the U-shaped boss, and connecting welding seams among the coupler installation seat, the lower cover plate of the coupler and the traction device installation seat are independent from each other.
10. A railway vehicle for tight coupler and end draft comprising a railway vehicle end structure for tight coupler and end draft as claimed in any one of claims 1 to 9.
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210466638.9A CN114852122B (en) | 2022-04-29 | 2022-04-29 | Vehicle end structure for tight-lock coupler and end traction and railway vehicle |
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| CN202210466638.9A CN114852122B (en) | 2022-04-29 | 2022-04-29 | Vehicle end structure for tight-lock coupler and end traction and railway vehicle |
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| CN114852122A CN114852122A (en) | 2022-08-05 |
| CN114852122B true CN114852122B (en) | 2023-06-13 |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN104925081B (en) * | 2015-07-02 | 2017-09-26 | 南车株洲电力机车有限公司 | A kind of locomotive traction seat mounting apparatus and method |
| CN106364522B (en) * | 2016-10-21 | 2018-08-24 | 中车青岛四方机车车辆股份有限公司 | Draft gear assemblies and rail vehicle with the draft gear assemblies |
| CN108819972B (en) * | 2018-06-26 | 2019-09-27 | 中车株洲电力机车有限公司 | A kind of rail vehicle and its hitch mounting assembly |
| CA3089797C (en) * | 2018-06-29 | 2022-11-22 | Crrc Qiqihar Rolling Stock Co., Ltd. | Railway vehicle, coupler, and coupler body thereof |
| CN109677437A (en) * | 2019-02-26 | 2019-04-26 | 中车长春轨道客车股份有限公司 | A kind of EMU and its body end Undercarriage structure |
| CN210618140U (en) * | 2019-09-03 | 2020-05-26 | 青岛四方庞巴迪铁路运输设备有限公司 | Railway vehicle coupler mounting base |
| CN112249069B (en) * | 2020-09-24 | 2023-06-06 | 中车南京浦镇车辆有限公司 | Box chassis end structure of rail vehicle |
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