CN115709739A - Motor train unit train body underframe structure - Google Patents
Motor train unit train body underframe structure Download PDFInfo
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- CN115709739A CN115709739A CN202211429535.1A CN202211429535A CN115709739A CN 115709739 A CN115709739 A CN 115709739A CN 202211429535 A CN202211429535 A CN 202211429535A CN 115709739 A CN115709739 A CN 115709739A
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Abstract
The invention provides a motor train unit train body underframe structure, which belongs to the technical field of railway vehicles and comprises a framework assembly and a corrugated bottom plate laid on the framework assembly, wherein the framework assembly comprises two end beams, two edge beams, two groups of traction beams, a plurality of cross beams longitudinally distributed at intervals and two groups of in-rail longitudinal beams, and the two groups of in-rail longitudinal beams are respectively connected with the two groups of traction beams and extend towards the middle part of the framework assembly; each group of rail inner longitudinal beams comprises two groups of trough beams, the two groups of trough beams are symmetrical and distributed at intervals by taking a longitudinal central axis of the framework assembly as a center, one end of each trough beam is fixedly connected with the corresponding traction beam, and the other end of each trough beam extends longitudinally of the framework assembly and at least spans three cross beams; the trough beam is provided with an airfoil surface which is attached to and fixedly connected with the corrugated bottom plate, and the transverse width of the airfoil surface is gradually increased from the traction beam to the extending end of the trough beam. The motor train unit train body underframe structure provided by the invention can reduce the weight of the underframe and save the cost.
Description
Technical Field
The invention belongs to the technical field of railway vehicles, and particularly relates to a motor train unit train body underframe structure.
Background
At present, for a motor train unit with higher speed per hour, longitudinal compression force loaded on a chassis of the motor train unit can reach 2000kN and tensile force can reach 1500kN, wherein the longitudinal compression load can directly act on a traction beam and then is gradually transferred to the middle of the chassis through an inner longitudinal beam of a rail, and the longitudinal compression load is finally dispersed and balanced on the floor of the chassis along with gradual extension and transfer of the load.
At present, the longitudinal beams of the underframe structure of the railway vehicle are usually made of channel-shaped carbon steel with equal width of upper and lower wing surfaces, and the underframe with the structure has the advantages that because a load transfer area between the longitudinal Liang Yimian and the underframe floor is concentrated, the longitudinal force borne on the underframe floor of a connecting area corresponding to the longitudinal beams is larger, and under the condition of meeting the load of a conventional train, if the same underframe structure is adopted on a high-speed train, the extension length of the longitudinal beams towards the middle direction of the underframe needs to be increased, the plate thickness of the underframe floor needs to be increased or the plate strength grade of the underframe floor needs to be improved, so that the weight and the material cost of the underframe structure are greatly increased.
Disclosure of Invention
The embodiment of the invention provides a motor train unit train body underframe structure, and aims to solve the problems of heavy weight and high cost of the conventional motor train unit underframe structure.
In order to achieve the purpose, the invention adopts the technical scheme that: the chassis structure comprises a framework assembly and a corrugated bottom plate laid on the framework assembly, wherein the framework assembly comprises two end beams, two edge beams, two groups of traction beams, a plurality of cross beams longitudinally distributed at intervals and two groups of in-rail longitudinal beams, and the two groups of in-rail longitudinal beams are respectively connected with the two groups of traction beams and extend towards the middle part of the framework assembly; each group of rail inner longitudinal beams comprises two groups of trough beams, the two groups of trough beams are symmetrical and distributed at intervals by taking a longitudinal central axis of the framework assembly as a center, one end of each trough beam is fixedly connected with the corresponding traction beam, and the other end of each trough beam extends longitudinally of the framework assembly and at least spans three cross beams; the trough beam is provided with an airfoil surface which is attached to and fixedly connected with the corrugated bottom plate, and the transverse width of the airfoil surface is gradually increased from the traction beam to the extending end of the trough beam.
In one possible implementation manner, each group of channel beams comprises a plurality of sections of beam bodies aligned in the longitudinal direction of the framework assembly, and two ends of each section of beam body are respectively abutted against two adjacent cross beams and are welded and fixed.
In some embodiments, the extending end of the trough beam is provided with two beams which are attached and fixed back to back or face to face, the two beams are defined as a combined beam, and the side wall of the combined beam departing from the middle part of the framework assembly is welded and fixed with the extending end of the trough beam; one side of the composite beam, which faces the middle part of the framework assembly, is provided with a reinforced corrugated plate, one end of the reinforced corrugated plate is fixedly welded with the side wall of the composite beam, the other end of the reinforced corrugated plate is fixedly welded with one of the cross beams, and the reinforced corrugated plate at least spans one cross beam; the reinforced corrugated plate is fixedly connected with the corrugated bottom plate, and the corrugated grooves of the reinforced corrugated plate and the corrugated bottom plate are aligned.
Exemplarily, strengthen the buckled plate and include the multistage, one of them section is strengthened the buckled plate and is located the combination beam and be close to between the crossbeam of combination beam, and all the other strengthen the buckled plate and arrange in proper order towards framework assembly middle part to distribute respectively between two adjacent crossbeams, and all the other both ends of strengthening the buckled plate respectively with the lateral wall welded fastening of two corresponding crossbeams.
For example, the transverse width of each reinforced corrugated plate gradually increases from the combined beam to the middle of the framework assembly, and the transverse width of the reinforced corrugated plate connected with the combined beam is larger than the maximum transverse width of the two groups of channel beams.
In a possible implementation manner, the cross beam fixedly connected with one end, facing the middle of the framework assembly, of the reinforced corrugated plate is a transition beam, one side, facing the middle of the framework assembly, of the transition beam is provided with a reinforced flat plate, one end of the reinforced flat plate is welded and fixed with the side wall of the transition beam, and the other end of the reinforced flat plate is welded and fixed with the side wall of the cross beam adjacent to the transition beam.
In some embodiments, the transverse width of the flat reinforcing plate is greater than the maximum transverse width of the corrugated reinforcing plate.
In an exemplary mode, a fracture corresponding to the position of a vehicle door is formed in one of the edge beams, and the fracture part of the edge beam is fixedly connected through a threshold beam assembly; the doorsill beam assembly comprises an inner side beam and a pedal beam; the inner side beam and the side beam are attached and fixed towards the side wall of the middle part of the framework assembly, and two ends of the inner side beam and the side beam are respectively staggered with the parts of the side beam at two sides of the fracture; the pedal beam is fixedly attached to the bottom wall of the edge beam, and two ends of the pedal beam are respectively staggered with the parts of the edge beam, which are positioned on two sides of the fracture; the pedal beam and the inner side beam are positioned in the fracture to form a step structure.
For example, a groove aligned with the fracture is formed in one side, facing the outside of the framework assembly, of the inner side beam, the side wall, facing the middle of the framework assembly, of the pedal beam is flush with the groove bottom of the groove, and the side wall, facing the outside of the framework assembly, of the pedal beam is flush with the side wall, facing the side beam, of the side beam, away from the inner side beam; the parts of the pedal beams positioned at the two sides of the fracture are welded and fixed with the bottom wall of the side beam and the bottom wall of the inner side beam.
In some embodiments, a plurality of reinforcing rib plates are distributed at intervals in the inner side beam, and a plurality of reinforcing rib plates are also distributed at intervals in the staggered joint part of the edge beam and the inner side beam.
The invention provides a motor train unit train body underframe structure which has the beneficial effects that: compared with the prior art, the underframe structure of the motor train unit train body adopts two groups of symmetrically distributed trough beams as the longitudinal beams in the rail, the wing surface width of the trough beams fixedly attached to the corrugated bottom plate is gradually widened from the traction beam to the middle of the framework assembly, so that the contact width between the wing surfaces and the corrugated bottom plate is gradually increased, the longitudinal load transmitted to the trough beams by the traction beams can be gradually dispersed and transmitted to the corrugated bottom plate through the wing edges, on the basis, the trough beams only need to span three cross beams at least to completely disperse and transmit the longitudinal load to the corrugated bottom plate, and the longitudinal load in the region where the longitudinal load is completely dispersed is not borne by the longitudinal beams in the rail, so that the extension length of the longitudinal beams in the rail can be reduced, the weight of the underframe can be reduced, the material consumption of the trough beams can be reduced, the cost is saved, meanwhile, the contact area between the corrugated bottom plate and the wing edges in the region above the longitudinal beams in the rail is gradually increased, the longitudinal load on the trough beams is favorably transmitted to the corrugated bottom plate in a dispersed state through the wing edges, the load concentration on the corrugated bottom plate in the region can be avoided, the condition that the thickness of the corrugated bottom plate is not increased or the strength of the corrugated material is increased, and the weight of the motor train unit can be further reduced, and the cost is further reduced.
Drawings
FIG. 1 is a schematic perspective view of an underframe structure (a part near one end) of a motor train unit body according to an embodiment of the invention;
FIG. 2 is a schematic view of a partial bottom view of a motor train unit train body underframe structure provided by an embodiment of the invention;
FIG. 3 is a schematic view of a connection structure of the rail inner longitudinal beam adopted by the embodiment of the invention;
FIG. 4 is a schematic cross-sectional structure view of a motor train unit train body underframe structure in a reinforcing flat plate area according to an embodiment of the invention;
FIG. 5 is a schematic cross-sectional structure view of a motor train unit train body underframe structure in a reinforced corrugated plate area according to an embodiment of the invention;
FIG. 6 is a schematic view of a reinforced corrugated sheet (one section thereof) used in accordance with an embodiment of the present invention;
FIG. 7 is a schematic structural view of a rocker beam assembly used in an embodiment of the present invention;
FIG. 8 is a cross-sectional structural view of a rocker beam assembly used in an embodiment of the present invention;
fig. 9 is a schematic structural view of an inside rail employed in the embodiment of the present invention.
In the figure: 10. a corrugated bottom plate; 20. an end beam; 30. a boundary beam; 300. breaking off; 40. a trailing beam; 50. a cross beam; 501. a composite beam; 502. a transition beam; 60. an in-rail longitudinal beam; 600. a trough beam; 601. an airfoil; 602. avoiding the gap; 70. reinforcing the corrugated plate; 80. a reinforcing flat plate; 90. a threshold beam assembly; 91. an inboard beam; 911. a groove; 912. reinforcing rib plates; 92. a pedal beam.
Detailed Description
In order to make the technical problems, technical solutions and advantageous effects to be solved by the present invention more clearly apparent, the present invention is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and do not limit the invention.
It will be understood that when an element is referred to as being "disposed on" another element, it can be directly on the other element or be indirectly on the other element. It is to be understood that the terms "length," "width," "upper," "lower," "front," "rear," "top," "bottom," "inner," "outer," and the like are used in an orientation or positional relationship that is based on the orientation or positional relationship as shown in the figures, which are meant only to facilitate the description of the invention and to simplify the description, and are not meant to indicate or imply that the device or element so referred to must have a particular orientation, be constructed and operated in a particular orientation, and are therefore not to be construed as limiting the invention. The terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or several of that feature. In the description of the present invention, "plurality" or "a plurality" means two or more unless specifically defined otherwise. Specifically, "longitudinal direction" and "lateral direction" in the description of the present invention represent the longitudinal direction and the width direction of the vehicle body, respectively.
Referring to fig. 1 to 3 together, the structure of the underframe of the motor train unit body provided by the invention will be described. The motor train unit train body underframe structure comprises a framework assembly and a corrugated bottom plate 10 laid on the framework assembly, wherein the framework assembly comprises two end beams 20, two edge beams 30, two groups of traction beams 40, a plurality of cross beams 50 longitudinally distributed at intervals and two groups of rail inner longitudinal beams 60, and the two groups of rail inner longitudinal beams 60 are respectively connected with the two groups of traction beams 40 and extend towards the middle part of the framework assembly; each group of in-rail longitudinal beams 60 comprises two groups of trough beams 600, the two groups of trough beams 600 are symmetrically distributed at intervals by taking the longitudinal central axis of the framework assembly as a center, one end of each trough beam 600 is fixedly connected with the corresponding traction beam 40, and the other end of each trough beam 600 extends along the longitudinal direction of the framework assembly and at least spans three cross beams 50; wherein the trough beam 600 has an airfoil 601 attached and fixedly connected to the corrugated floor 10, and the airfoil 601 has a transverse width gradually increasing from the towing beam 40 toward the extended end of the trough beam 600.
It should be noted that the end beams 20, the side beams 30, the towing beams 40, and the cross beams 50 adopted by the framework assembly are the same as the structures in the prior art without further limitation, and the key point in this embodiment is that the longitudinal load of the towing beam 40 is dispersedly transmitted to the corrugated bottom plate 10 by using the rail inner longitudinal beams 60, and the longitudinal load is dispersed into the width stress of the whole corrugated bottom plate 10 by using the mode that the fixed width between the wing edges and the corrugated bottom plate 10 is gradually increased, so that the middle area of the framework assembly does not depend on the rail inner longitudinal beams 60 any more, that is, after the rail inner longitudinal beams 60 span three cross beams 50, specifically, the extending ends of the rail inner longitudinal beams 60 are fixedly connected with the fourth cross beam 50, and at this time, the longitudinal load is basically dispersed to the whole width of the corrugated bottom plate 10, so the area between the fourth cross beam 50 at the one-position end and the fourth cross beam 50 at the two-position end of the rail inner longitudinal beams 60 can not be provided with the rail inner longitudinal beams 60 any more.
It should be emphasized here that in the prior art, due to the small contact area of the connection between the rail inner side member 60 and the corrugated bottom plate 10, the longitudinal load on the rail inner side member 60 can be transmitted to only a local area close to the rail inner side member 60, so that the load concentration phenomenon in the area is obvious, and therefore, the corrugated bottom plate 10 in the area needs to be reinforced, one way is to increase the plate thickness, and the other way is to enhance the strength grade of the material itself. In this embodiment, the trough beam 600 with gradually widened wing edges is adopted as the rail inner longitudinal beam 60, so that the connection width between the rail inner longitudinal beam 60 and the corrugated bottom plate 10 can be gradually increased, the longitudinal load is gradually dispersed to the whole surface width of the corrugated bottom plate 10, the load concentration is eliminated, the corrugated bottom plate 10 with a thicker thickness or a higher material strength grade is not required to be replaced, the increase of weight and cost is avoided, the extension length of the rail inner longitudinal beam 60 can be shortened to a certain degree, the weight of the underframe is reduced, and the material cost is saved.
Compared with the prior art, the underframe structure of the motor train unit train body provided by the embodiment adopts two groups of symmetrically distributed channel beams 600 as the rail inner longitudinal beams 60, and the widths of the wing surfaces 601, which are fixedly attached to the channel beams 600 and the corrugated bottom plate 10, gradually widen from the traction beam 40 to the middle of the frame assembly, so that the contact width between the wing surfaces 601 and the corrugated bottom plate 10 is gradually increased, and the longitudinal load transmitted to the channel beams 600 by the traction beam 40 can be gradually dispersed and transmitted to the corrugated bottom plate 10 through the wing edges, on the basis, the channel beams 600 can completely disperse and transmit the longitudinal load to the corrugated bottom plate 10 only by spanning three cross beams 50 at least, and the contact area between the corrugated bottom plate 10 and the wing edges is gradually increased in the area where the longitudinal load is completely dispersed is no longer supported by the rail inner longitudinal beams 60, so that the extension length of the rail inner longitudinal beams 60 can be reduced, the weight of the underframe can be reduced, the cost of the channel beams 600 can be saved, meanwhile, the contact area between the corrugated bottom plate 10 and the flange in the area above the channel beams 60 in a dispersed state, and the weight of the channel beams can be further reduced, and the cost of the corrugated bottom plate can be reduced, so that the longitudinal load can be further reduced.
Specifically, in the present embodiment, each group of trough beams 600 includes a plurality of sections of beams aligned in the longitudinal direction of the framework assembly, and two ends of each section of beam are abutted against and welded to two adjacent cross beams 50, respectively. Each section of the trough beam 600 is fixedly connected with the corresponding two cross beams 50 in a plug welding manner, and one section of the trough beam 600 is plugged between the two adjacent cross beams 50, so that two ends of the trough beam are respectively abutted against and welded and fixed to the opposite side walls of the two cross beams 50, it should be understood herein that the cross beams 50 are also generally trough-shaped, and the direction of the notch of each cross beam 50 is consistent, so that one of the opposite side walls of the two adjacent cross beams 50 is a vertical plane, and the other is a notch side, at this time, one end of the trough beam 600 is directly cut to form a vertical flat and is welded and fixed to the vertical plane, and the other end needs to cut the wing edge to form an avoiding gap 602, and then the end of the trough beam 600 extends into the notch of the cross beam 50 to be welded and fixed to the groove bottom wall of the cross beam 50, and meanwhile, the seam wall of the avoiding gap 602 is abutted against and welded and fixed to the groove bottom wall of the cross beam 50, that is, that the cutting length of the avoiding gap 602 is the depth of the notch of the cross beam 50; in addition, it should be noted that the channel beams 600 should be aligned in the longitudinal direction of the frame assembly after being welded and fixed, so as to ensure the balance of the longitudinal load transmission.
In order to further improve the effect of dispersing and transferring the longitudinal load, please refer to fig. 1 to 5, two beams 50 attached and fixed back to back or face to face are disposed at the extending end of the trough beam 600, the two beams 50 are defined as a combined beam 501, and the side wall of the combined beam 501 away from the middle of the framework assembly is welded and fixed with the extending end of the trough beam 600; wherein, one side of the composite beam 501 facing the middle part of the framework assembly is provided with a reinforced corrugated plate 70, one end of the reinforced corrugated plate 70 is welded and fixed with the side wall of the composite beam 501, the other end is welded and fixed with one of the cross beams 50, and the reinforced corrugated plate 70 at least spans one cross beam 50; the reinforced corrugated sheet 70 is fixedly attached to the corrugated base sheet 10 with the corrugation grooves of both aligned.
The extending end of the trough beam 600 adopts two cross beams 50 to form a combined beam 501, so that the structural strength of the tail end region of the rail inner longitudinal beam 60 can be improved, and the width of the combined beam 501 (the sum of the widths of the two cross beams 50) can be utilized to improve the reinforcing effect on the corrugated bottom plate 10 in the region because the combined beam 501 and the corrugated bottom plate 10 are integrally connected in width; on this basis, add enhancement buckled plate 70 outside the extension end of longeron 60 in the rail, to strengthen buckled plate 70 and the notch relative laminating of ripple bottom plate 10 fixed, the effect of strengthening buckled plate 70 lies in strengthening the ripple bottom plate 10 in the area outside the longeron 60 extension end in the rail (load concentration appears easily) on the one hand, on the other hand lies in strengthening being whole contact between buckled plate 70 and the interior bottom plate of rail, therefore the power transmission is more balanced, thereby further disperse the longitudinal load that comes from longeron 60 in the rail, can understand that longeron 60 in the rail utilizes its wing limit of gradually widening to convert longitudinal load into line (one section region of width direction) by the point, and strengthen buckled plate 70 and convert the line on longeron 60 in the rail into the face (strengthen the whole face area that longeron 70 can cover promptly) again, thereby realize the secondary of longitudinal load and disperse, can further improve the longitudinal load and transmit the equilibrium at the width range after on ripple bottom plate 10.
Specifically, in order to ensure the structural integrity of the cross beams 50, please refer to fig. 2 and 6, the reinforced corrugated plates 70 include a plurality of sections, wherein one section of the reinforced corrugated plates 70 is located between the combination beam 501 and the cross beam 50 close to the combination beam 501, and the rest of the reinforced corrugated plates 70 are sequentially arranged toward the middle of the framework assembly and respectively distributed between two adjacent cross beams 50, and two ends of the rest of the reinforced corrugated plates 70 are respectively welded and fixed to the side walls of the two corresponding cross beams 50.
It should be noted that, in the same manner as the sectional type channel beam 600, after the corrugated reinforcing plate 70 is inserted between two adjacent cross beams 50, the end facing the notch side may be cut and modified so that the corrugated surface of the end portion extends into the notch of the cross beam 50 and is welded to the bottom wall of the notch, and the cut notch wall abuts against and is welded to the notch wall of the cross beam 50.
In this embodiment, the transverse width of each reinforced corrugated plate 70 gradually increases from the composite beam 501 to the middle of the framework assembly, and the transverse width of the reinforced corrugated plate 70 connected to the composite beam 501 is greater than the maximum transverse width of the two groups of channel beams 600.
According to the actual longitudinal load, two sections of reinforced corrugated plates 70 can be adopted, wherein the width of one section of reinforced corrugated plate 70 close to the composite beam 501 is greater than the maximum width of the in-rail longitudinal beam 60, and the width of the other section of reinforced corrugated plate 70 is greater than that of the previous section, so that gradual divergence of the longitudinal load is realized, the force transmission balance is improved, and the load concentration phenomenon is reduced or avoided.
In some possible implementations, referring to fig. 2 and 4, the cross beam 50 fixedly connected to one end of the reinforced corrugated plate 70 facing the middle of the frame assembly is a transition beam 502, one side of the transition beam 502 facing the middle of the frame assembly is provided with a reinforced flat plate 80, one end of the reinforced flat plate 80 is welded and fixed to a side wall of the transition beam 502, and the other end of the reinforced flat plate 80 is welded and fixed to a side wall of the cross beam 50 adjacent to the transition beam 502. Specifically, the transverse width of the reinforced flat plate 80 in this embodiment is larger than the maximum transverse width of the reinforced corrugated plate 70.
The tail end of the reinforced corrugated plate 70 is provided with the reinforced flat plate 80, the width of the reinforced flat plate 80 is further increased relative to the reinforced corrugated plate 70, so that the longitudinal load diffused by the reinforced corrugated plate 70 is further diffused and finally transmitted to the corrugated bottom plate 10, and the load borne by each region of the corrugated bottom plate 10 in the width direction is basically consistent, so that the corrugated bottom plate 10 can bear the longitudinal load only by the structural strength of the corrugated bottom plate 10, and the mode of thickening or reinforcing material grade is not required, so that the weight can be reduced and the cost can be saved; in addition, it should be noted that, since the longitudinal load reaching the reinforcing flat plate 80 has already been diffused by the reinforcing corrugated plate 70, and the longitudinal load has already been reduced to a great extent in a unit area, the reinforcing flat plate 80 and the corrugated bottom plate 10 can be fixed to meet the load-bearing requirement without using a corrugated plate with relatively high weight and cost, thereby being beneficial to reducing the overall weight of the underframe and saving the cost.
It should be understood that, in the present embodiment, with reference to fig. 1, 7 to 9, one of the side rails 30 has a break 300 corresponding to the position of the door, and the break 300 of the side rail 30 is connected and fixed by the rocker assembly 90; wherein the rocker beam assembly 90 includes an inboard beam 91 and a footrest beam 92; wherein, the inner side beam 91 is fixedly attached to the side wall of the boundary beam 30 facing the middle of the framework assembly, and two ends of the inner side beam are respectively staggered with the parts of the boundary beam 30 at two sides of the fracture 300; the pedal beam 92 is fixedly attached to the bottom wall of the edge beam 30, and two ends of the pedal beam are respectively staggered with the parts of the edge beam 30, which are positioned at two sides of the fracture 300; the pedal beam 92 and the inboard beam 91 are located within the break 300 to form a step structure.
Generally, a vehicle door is arranged on one side of a vehicle, so that a fracture 300 is arranged on a side beam 30 on one side and is connected with the fracture 300 through a threshold beam assembly 90, namely, the side beam 30 on one side is actually a three-section combined structure formed by two sections of side beams 30 and one section of threshold beam assembly 90, in order to ensure the structural strength of the fracture 300, an inner side beam 91 and a pedal beam 92 are adopted to respectively perform staggered laminating and welded fixing on the inner side wall and the bottom wall of the side beam 30 on two sides of the fracture 300, and a step structure convenient for passengers to step on when getting on and off the vehicle is formed at the same time, namely, the threshold beam assembly 90 is not only used as a connecting body for connecting the fracture 300 of the side beam 30, and also forms steps meeting the stepping requirements of getting on and off the vehicle, and the functional requirements are met.
Specifically, a groove 911 aligned with the fracture 300 is formed in one side of the inner side beam 91 facing the framework assembly, the side wall of the pedal beam 92 facing the middle of the framework assembly is flush with the bottom of the groove 911, and the side wall of the pedal beam 92 facing the framework assembly is flush with the side wall of the side beam 30 away from the inner side beam 91; the parts of the pedal beam 92 on both sides of the break 300 are welded and fixed with the bottom wall of the side beam 30 and the bottom wall of the inner side beam 91. A plurality of reinforcing rib plates 912 are distributed in the inside beam 91 at intervals, and a plurality of reinforcing rib plates 912 are also distributed in the staggered joint part of the side beam 30 and the inside beam 91 at intervals.
Can make the step face width of stair structure be greater than the top surface width of pedal beam 92 through setting up recess 911, thereby improve and trample the space, simultaneously pedal beam 92 and inboard roof beam 91's diapire and the diapire of boundary beam 30 between all can form the face contact, can make the three even as an organic whole after welded fastening, thereby promote structural strength, furthermore, in order to further improve this regional structural strength, boundary beam 30 implants deep floor plate 912 in the region of fracture 300 both sides, simultaneously inboard roof beam 91 is because the existence of recess 911, implant deep floor plate 912 in its inside equally, in order to avoid personnel frequently to trample and warp.
The above description is intended to be illustrative of the preferred embodiment of the present invention and should not be taken as limiting the invention, but rather, the intention is to cover all modifications, equivalents, and alternatives falling within the spirit and scope of the invention.
Claims (10)
1. The motor train unit train body underframe structure comprises a framework assembly and a corrugated bottom plate laid on the framework assembly, wherein the framework assembly comprises two end beams, two edge beams, two groups of traction beams, a plurality of cross beams longitudinally distributed at intervals and two groups of in-rail longitudinal beams, and the two groups of in-rail longitudinal beams are respectively connected with the two groups of traction beams and extend towards the middle part of the framework assembly; the longitudinal beam in each group of the rails comprises two groups of channel beams, the two groups of channel beams are symmetrical and distributed at intervals by taking a longitudinal central axis of the framework assembly as a center, one end of each channel beam is fixedly connected with the corresponding traction beam, and the other end of each channel beam extends along the longitudinal direction of the framework assembly and at least spans three cross beams;
wherein the trough beam is provided with an airfoil surface which is jointed and fixedly connected with the corrugated bottom plate, and the transverse width of the airfoil surface is gradually increased from the traction beam to the extending end of the trough beam.
2. The underframe structure of the motor train unit car body according to claim 1, wherein each group of the channel beams comprises a plurality of sections of beam bodies aligned in the longitudinal direction of the frame assembly, and two ends of each section of the beam body are respectively abutted against and welded and fixed to two adjacent cross beams.
3. The underframe structure of the motor train unit train body according to claim 1, wherein the extending end of the trough beam is provided with two beams which are attached and fixed back to back or face to face, the two beams are defined as composite beams, and the side wall of the composite beam departing from the middle part of the framework assembly is welded and fixed with the extending end of the trough beam;
one side of the combination beam, which faces the middle part of the framework assembly, is provided with a reinforced corrugated plate, one end of the reinforced corrugated plate is fixedly welded with the side wall of the combination beam, the other end of the reinforced corrugated plate is fixedly welded with one of the cross beams, and the reinforced corrugated plate at least spans one cross beam; the reinforced corrugated plate is fixedly connected with the corrugated bottom plate, and the corrugated grooves of the reinforced corrugated plate and the corrugated bottom plate are aligned.
4. The underframe structure of the motor train unit train body according to claim 3, wherein the reinforced corrugated plates comprise a plurality of sections, one section of the reinforced corrugated plates is located between the combination beam and the cross beam close to the combination beam, the rest of the reinforced corrugated plates are sequentially arranged towards the middle of the frame assembly and are respectively distributed between two adjacent cross beams, and two ends of the rest of the reinforced corrugated plates are respectively welded and fixed with the side walls of two corresponding cross beams.
5. The underframe structure of the motor train unit car body according to claim 4, wherein the transverse width of each section of the reinforced corrugated plate gradually increases from the composite beam to the middle of the frame assembly, and the transverse width of the reinforced corrugated plate connected with the composite beam is greater than the maximum transverse width of the two groups of channel beams.
6. The motor train unit body underframe structure of claim 3, wherein the cross beam fixedly connected with one end of the reinforced corrugated plate facing the middle of the frame assembly is a transition beam, one side of the transition beam facing the middle of the frame assembly is provided with a reinforced flat plate, one end of the reinforced flat plate is fixedly welded with the side wall of the transition beam, and the other end of the reinforced flat plate is fixedly welded with the side wall of the cross beam adjacent to the transition beam.
7. The motor train unit body underframe structure of claim 6, wherein the transverse width of the reinforced flat plate is greater than the maximum transverse width of the reinforced corrugated plate.
8. The motor train unit body underframe structure of any one of claims 1-7, wherein one of the side beams is provided with a fracture corresponding to the position of a car door, and the fracture part of the side beam is fixedly connected through a threshold beam assembly; wherein, threshold roof beam assembly includes:
the inner side beam is fixedly attached to the side wall of the edge beam towards the middle of the framework assembly, and two ends of the inner side beam are respectively staggered with the parts of the edge beam on two sides of the fracture;
the pedal beam is fixedly attached to the bottom wall of the edge beam, and two ends of the pedal beam are respectively staggered with the parts of the edge beam, which are positioned on two sides of the fracture;
wherein, the parts of the pedal beam and the inner side beam, which are positioned in the fracture, form a step structure.
9. The motor train unit body underframe structure of claim 8, wherein the side of the inner side beam facing the outside of the frame assembly is provided with a groove aligned with the fracture, the side wall of the pedal beam facing the middle of the frame assembly is flush with the groove bottom of the groove, and the side wall of the pedal beam facing the outside of the frame assembly is flush with the side wall of the side beam facing away from the inner side beam; and parts of the pedal beams, which are positioned on two sides of the fracture, are welded and fixed with the bottom wall of the edge beam and the bottom wall of the inner side beam.
10. The motor train unit train body underframe structure of claim 8, wherein a plurality of reinforcing rib plates are distributed at intervals in the inner side beam, and a plurality of reinforcing rib plates are also distributed at intervals in the staggered joint part of the edge beam and the inner side beam.
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN117922624A (en) * | 2024-03-21 | 2024-04-26 | 成都中车长客轨道车辆有限公司 | Rail transit vehicle underframe structure and processing method |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN117922624A (en) * | 2024-03-21 | 2024-04-26 | 成都中车长客轨道车辆有限公司 | Rail transit vehicle underframe structure and processing method |
| CN117922624B (en) * | 2024-03-21 | 2024-06-11 | 成都中车长客轨道车辆有限公司 | Rail transit vehicle underframe structure and processing method |
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