CN116882069A - Design method of composite handrail rod of railway vehicle, handrail and railway vehicle - Google Patents
Design method of composite handrail rod of railway vehicle, handrail and railway vehicle Download PDFInfo
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- CN116882069A CN116882069A CN202311088281.6A CN202311088281A CN116882069A CN 116882069 A CN116882069 A CN 116882069A CN 202311088281 A CN202311088281 A CN 202311088281A CN 116882069 A CN116882069 A CN 116882069A
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- 239000002131 composite material Substances 0.000 title claims abstract description 32
- 238000000034 method Methods 0.000 title claims abstract description 29
- 238000004458 analytical method Methods 0.000 claims abstract description 50
- 239000000835 fiber Substances 0.000 claims abstract description 24
- 238000010008 shearing Methods 0.000 claims abstract description 17
- 238000005516 engineering process Methods 0.000 claims abstract description 3
- 239000002184 metal Substances 0.000 claims description 18
- 238000004804 winding Methods 0.000 claims description 5
- 238000009954 braiding Methods 0.000 claims description 4
- 230000006835 compression Effects 0.000 claims description 3
- 238000007906 compression Methods 0.000 claims description 3
- 238000001125 extrusion Methods 0.000 claims description 2
- 239000000463 material Substances 0.000 description 10
- 239000011347 resin Substances 0.000 description 5
- 229920005989 resin Polymers 0.000 description 5
- 229910001220 stainless steel Inorganic materials 0.000 description 5
- 239000010935 stainless steel Substances 0.000 description 5
- 238000005452 bending Methods 0.000 description 3
- 238000002360 preparation method Methods 0.000 description 3
- 239000007769 metal material Substances 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000008878 coupling Effects 0.000 description 1
- 238000010168 coupling process Methods 0.000 description 1
- 238000005859 coupling reaction Methods 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 238000010409 ironing Methods 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 238000009941 weaving Methods 0.000 description 1
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- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06F—ELECTRIC DIGITAL DATA PROCESSING
- G06F30/00—Computer-aided design [CAD]
- G06F30/10—Geometric CAD
- G06F30/15—Vehicle, aircraft or watercraft design
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- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06F—ELECTRIC DIGITAL DATA PROCESSING
- G06F30/00—Computer-aided design [CAD]
- G06F30/20—Design optimisation, verification or simulation
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- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06F—ELECTRIC DIGITAL DATA PROCESSING
- G06F2113/00—Details relating to the application field
- G06F2113/26—Composites
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- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06F—ELECTRIC DIGITAL DATA PROCESSING
- G06F2119/00—Details relating to the type or aim of the analysis or the optimisation
- G06F2119/14—Force analysis or force optimisation, e.g. static or dynamic forces
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Abstract
The application relates to a design method of a rail vehicle composite material handrail rod, a handrail and a rail vehicle, which comprises the following steps: determining a modulus limit value according to the relation between the fiber content and the longitudinal modulus, which is obtained in advance, and the fiber content which is achieved by the processing technology; obtaining the geometric dimension of the grab rail according to the set rigidity threshold value and the modulus limit value; establishing an initial mechanical analysis model of the grab rail according to the geometric dimension of the grab rail, and carrying out mechanical analysis to obtain the stress state of the grab rail; selecting a plurality of preliminary layering schemes according to the stress state of the grab rail; the method comprises the steps of sequentially combining a plurality of preliminary layering schemes with the geometric dimension of the grab rail to establish a layering designed mechanical analysis model, sequentially carrying out mechanical analysis on the layering designed mechanical analysis model, selecting the layering scheme with the tensile stress smaller than a tensile stress threshold and the shearing stress smaller than a shearing stress threshold as a final layering scheme, and adopting the design method to realize the design of the grab rail made of the composite material.
Description
Technical Field
The application relates to the technical field of railway vehicles, in particular to a design method of a composite material handrail rod of a railway vehicle, a handrail and a railway vehicle.
Background
The statements herein merely provide background information related to the present disclosure and may not necessarily constitute prior art.
At present, the vertical handrail of the railway vehicle is made of stainless steel metal materials, the stainless steel metal materials have isotropy, the bearing capacity in all directions is the same, the bearing capacity redundancy in a certain direction is possibly caused, the weight of the vertical handrail is large, and the requirement of the lightweight design of the railway vehicle is not met.
The handrail made of the composite material can effectively lighten the weight of the handrail and meet the requirement of lightweight design of a railway vehicle, but the technical problem to be solved in the field is urgent how to design the composite material of the handrail by the tensile compression load and the shearing load of the handrail in the railway vehicle so that the handrail meets the requirement of bearing capacity.
Disclosure of Invention
Aiming at the defects of the prior art, the application aims to provide a design method of a composite material handrail rod of a railway vehicle, a handrail and the railway vehicle, so that the designed handrail rod can meet the bearing requirement.
In order to achieve the above object, the present application is realized by the following technical scheme:
in a first aspect, embodiments of the present application provide a method of designing a rail vehicle composite grab rail, comprising the steps of:
determining a modulus limit value of the composite material when the fiber is 0 DEG all according to the relation between the fiber content and the longitudinal modulus, which is obtained in advance, and the fiber content which can be achieved by the processing technology;
obtaining the geometric dimension of the grab rail according to the set grab rail rigidity threshold and modulus limit value;
establishing an initial mechanical analysis model of the grab rail according to the acquired geometric dimension of the grab rail, and carrying out mechanical analysis on the established initial mechanical analysis model to obtain the stress state of the grab rail;
selecting a plurality of preset preliminary layering schemes according to the stress state of the grab rail;
and sequentially combining the plurality of preliminary layering schemes with the geometric dimensions of the grab bars to establish a post-layering mechanical analysis model, sequentially carrying out mechanical analysis on the post-layering mechanical analysis model, and selecting a layering scheme with tensile stress smaller than a tensile stress threshold and shear stress smaller than a shear stress threshold obtained by analysis as a final layering scheme.
Optionally, the initial mechanical model is a composite material grab bar mechanical analysis model of all 0 degree fibers.
Optionally, the geometric dimension determining method of the grab rail comprises the following steps:
determining the outer diameter range of the grab rail according to ergonomics and determining the height of the grab rail according to the height of the railway vehicle;
determining the range of the inner diameter of the grab rail according to the set inner-outer diameter ratio;
selecting a plurality of inner and outer diameter design schemes according to the inner and outer diameter ranges of the grab bar;
sequentially combining the multiple inner and outer diameter schemes with a modulus limit value to obtain stiffness values of the grab bars corresponding to the multiple inner and outer diameter schemes;
and selecting an inner diameter design scheme and an outer diameter design scheme with the rigidity value larger than the set rigidity threshold as the inner diameter size and the outer diameter size of the grab rail.
Optionally, the set inside-outside diameter ratio is 0.8-1.0, preferably 0.8.
Optionally, when the obtained state of the grab bar is tensile and compressive stress, a preliminary layering scheme for performing layering of 0 DEG and 90 DEG only is selected, and when the obtained state of the grab bar is tensile and compressive stress and shearing stress, a preliminary layering scheme for performing layering of 0 DEG, 45 DEG and 90 DEG is selected.
Alternatively, when determining the modulus limit, the achievable fiber content of the co-operative combination of ironing, braiding and winding is selected as the fiber content for determining the modulus limit.
In a second aspect, an embodiment of the present application provides an armrest, including an armrest, where a first connection component is provided at a top end of the armrest to connect to a connection beam at a top of a body of a railway vehicle, and a second connection component is provided at a bottom end of the armrest to connect to a vehicle floor of the railway vehicle, and the armrest is designed using the method for designing an armrest made of a composite material for a railway vehicle according to the first aspect.
Optionally, the first coupling assembling includes first fixed plate, and first fixed plate is equipped with the first fixed orifices that is used for fixed with rail vehicle automobile body top tie-beam, and first fixed plate bottom surface is equipped with the inserted bar, and the inserted bar inserts inside the grab bar top.
Optionally, the second connecting component comprises a metal thread cylinder located inside the bottom end of the grab bar, the metal thread cylinder is tightly fixed inside the bottom end of the grab bar through a threaded fastener in threaded connection with the bottom end of the grab bar, the metal thread cylinder is fixedly bonded with the grab bar, the metal thread cylinder is in threaded connection with a threaded rod, the bottom end of the threaded rod is connected with a second fixing plate, and the second fixing plate is provided with a second fixing hole for fixing with a bottom plate of the railway vehicle;
further, the threaded fastener adopts a fastening bolt, and the axis of the fastening bolt is perpendicular to the axis of the grab bar and is in threaded connection with the grab bar.
In a third aspect, embodiments of the application provide a rail vehicle provided with a handrail according to the second aspect.
The beneficial effects of the application are as follows:
1. according to the design method, the grab rail is designed in size through the rigidity threshold value and the modulus limit value, so that the grab rail meets the rigidity requirement, a mechanical analysis model of the grab rail is built according to the size of the grab rail, a plurality of preliminary layering schemes are sequentially combined with the geometric size of the grab rail to build a mechanical analysis model after layering design, mechanical analysis is sequentially carried out on the mechanical analysis model after layering, and the preliminary layering scheme, which is obtained through analysis, is selected as a final layering scheme, the tensile stress of which is smaller than the tensile stress threshold value and the shearing stress of which is smaller than the shearing stress threshold value, so that the whole grab rail meets the stress requirement, the designed composite grab rail meets the use requirement, the design problem of the composite grab rail of the vertical grab rail of the rail transit vehicle is solved, the designed grab rail is light in weight, various bearing requirements are met, the condition of material redundancy cannot occur, and the light weight design requirement of the rail vehicle is met.
2. According to the design method, the initial mechanical analysis model of the handrail rod is subjected to mechanical analysis to obtain the stress state of the handrail rod, a plurality of preset initial layering schemes are selected according to the stress state of the handrail rod, and only the selected initial layering schemes are subjected to subsequent analysis treatment, so that the subsequent design workload is reduced.
3. According to the handrail disclosed by the application, as the inserted rod is inserted into the inside of the top end of the handrail rod, the threaded rod is in threaded connection with the threaded sleeve, so that the height of the handrail rod can be adjusted, the threaded sleeve is tightly pressed in the inside of the bottom end of the handrail rod through the threaded fastener, and the threaded sleeve is fixedly bonded with the handrail rod, so that the fixing requirement of the metal threaded sleeve and the handrail rod when the handrail rod is made of a composite material is met.
Drawings
The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this specification, illustrate embodiments of the application and together with the description serve to explain the application.
FIG. 1 is a flow chart of the method of example 1 of the present application;
FIG. 2 is a graph showing the relationship between the fiber content and the longitudinal modulus in example 1 of the present application;
FIG. 3 is a graph showing the relationship between the inside diameter and outside diameter ratio and bending resistance of the grab rail according to example 1 of the present application;
FIG. 4 is a graph of the initial mechanical analysis model load analysis of example 1 of the present application;
FIG. 5 is an enlarged view of a portion of FIG. 4 in accordance with the present application;
FIG. 6 is a table of a plurality of preliminary layering schemes of example 1 of the present application;
FIG. 7 is a schematic overall structure of embodiment 2 of the present application;
fig. 8 is an assembled front view of the grab bar and the first connection assembly of embodiment 2 of the present application;
FIG. 9 is a schematic view of the cross-section A of FIG. 8 in accordance with the present application;
fig. 10 is an assembled front view of the grab bar and second connection assembly of embodiment 2 of the present application;
FIG. 11 is a schematic view in section B of FIG. 10 in accordance with the present application;
FIG. 12 is a schematic view showing the arrangement of a fastening bolt according to embodiment 2 of the present application;
the novel hand rest comprises a hand rest rod, a first fixing plate, a first fixing hole, a plug rod, a second fixing plate, a second fixing hole, a threaded rod, a metal threaded sleeve and a fastening bolt, wherein the hand rest rod, the first fixing plate, the first fixing hole, the plug rod, the second fixing plate, the second fixing hole, the threaded rod, the metal threaded sleeve and the fastening bolt are arranged in sequence, and the hand rest rod, the first fixing plate, the first fixing hole, the plug rod, the second fixing plate, the threaded rod, the threaded sleeve and the fastening bolt are arranged in sequence.
Detailed Description
Example 1
The embodiment provides a design method of a composite material handrail of a railway vehicle, as shown in fig. 1, comprising the following steps:
step 1: the modulus limit of the composite material at all 0 deg. of the fiber is determined according to the relation between the fiber content and the longitudinal modulus in combination with the fiber content attainable by the preparation process of the composite material.
In this embodiment, as shown in fig. 2, the graph of the fiber content versus the longitudinal modulus may be obtained in advance, as shown in the graph of fig. 2.
In this embodiment, the preparation process of the composite material adopts the existing collaborative combination process of extrusion, braiding and winding, and the fiber content achieved by the process is 67%.
Step 2: obtaining the geometric dimension of the grab rail according to the set grab rail rigidity threshold and modulus limit value;
the geometric dimension design of the grab rail comprises the following specific steps:
step 2.1: the outer diameter range of the grab bar is ergonomically determined, in this embodiment, 34mm-42mm.
Step 2.2: and determining the inner diameter range of the grab bar according to the set inner-outer diameter ratio value of the grab bar and the outer diameter range of the grab bar.
In this embodiment, the ratio of the inner diameter to the outer diameter of the grab bar is set to be 0.8-1.0, preferably 0.8, as shown in fig. 3, when the ratio of the inner diameter to the outer diameter of the material is set to be 0.8-1.0, the bending resistance of the material is greatly utilized, in fig. 3, the abscissa n represents the ratio of the inner diameter to the outer diameter, k represents the ratio of the section rigidity of the round bar to the round tube of unit length mass, and the larger the value represents the greater the bending resistance exerted by the unit mass of material.
Step 2.3: and (3) obtaining the outer diameter and inner diameter design schemes of a plurality of groups of grab bars according to the set outer diameter numerical value interval, and obtaining the rigidity values of the grab bars corresponding to different design schemes according to the outer diameter and inner diameter design schemes of each group and the modulus limit value obtained in the step (1).
Step 2.4: comparing the obtained multiple groups of rigidity values with a preset rigidity threshold value, and selecting an outer diameter and inner diameter combination corresponding to the rigidity value larger than the rigidity threshold value as a grab bar outer diameter and inner diameter assembly meeting the requirement.
In this embodiment, the difference between the outer diameter and the inner diameter is the wall thickness of the grab bar, and the designed wall thickness range is 3.5mm-5.5mm, that is, the wall thickness of the grab bar corresponding to the design scheme of multiple groups of outer diameters and inner diameters is in the range of 3.5mm-5.5mm, and the corresponding wall thickness can be selected by those skilled in the art according to actual needs.
Preferably, the outer diameter of the grab bar is 38mm, the inner diameter is 30.4mm, and the wall thickness is 3.8mm with the outer diameter of the original metal grab bar.
The length of the handrail rod is determined according to the height of the rail vehicle and will not be described in detail here.
Step 3: and (3) establishing an initial mechanical analysis model of the grab rail according to the geometric dimension of the grab rail obtained in the step (2).
The initial mechanical analysis model of the grab bar is a full 0-degree limit composite material bar model.
As shown in fig. 4 to 5, according to the actual boundary conditions and load conditions of the vertical grab rail of the railway vehicle, the initial mechanical analysis model of the grab rail is subjected to load analysis, and the stress state of the grab rail is obtained, including the tensile stress, the compressive stress and the shear stress of the grab rail.
Step 4: and (3) selecting a corresponding preliminary ply design scheme from a preliminary ply design scheme library according to the stress state of the grab bar obtained in the step (3).
As shown in fig. 6, the preliminary ply design library includes a plurality of predetermined ply schemes corresponding to different resin materials.
When the stress state obtained in the step 3 is that the grab rail is only subjected to tensile stress and compressive stress, a layering scheme which is corresponding to different resin materials and is only provided with 0 degrees and 90 degrees is selected from the scheme library.
When the stress state obtained in the step 3 is that the grab rail is subjected to tensile stress, compressive stress and shearing stress, layering schemes with 0 degrees (+/-45 degrees) and 90 degrees corresponding to different resin materials are selected from the scheme library.
In this embodiment, a plurality of preliminary layering schemes are selected according to the stress state of the grab bar, and only the selected preliminary layering schemes are subjected to subsequent analysis processing, so that subsequent design workload is reduced.
Step 5: and (3) sequentially combining the plurality of preliminary layering schemes selected in the step (4) with the geometric dimension of the grab rail to establish a mechanical analysis model after layering design, sequentially carrying out mechanical analysis on the mechanical analysis model after layering design, and selecting the preliminary layering scheme with the tensile stress smaller than a tensile stress threshold and the shearing stress smaller than a shearing stress threshold obtained by analysis as a final layering scheme, wherein the tensile stress threshold and the shearing stress threshold are determined according to the resin material.
Specifically, the preliminary layering scheme gives the number of layers and corresponding fiber bundles, and when a mechanical analysis model after layering design is established, the thickness of each layer is determined according to the number of layers and the wall thickness of the grab rail.
After the mechanical analysis models after the pavement design corresponding to the plurality of preliminary pavement schemes are established, carrying out load analysis according to the actual boundary conditions and the load conditions of the railway vehicle, and obtaining the tensile stress, the compressive stress and the shearing stress of each mechanical analysis model after the pavement design.
The layering scheme corresponding to the mechanical analysis model after the layering design with the maximum tensile stress smaller than the tensile stress threshold and the maximum shearing stress smaller than the shearing stress threshold is taken as the final layering scheme, and the corresponding resin material is obtained, wherein in the actual final layering scheme, layering with 0 degree (+/-45 degrees) and 90 degrees is carried out, and the layering proportion of (+/-45 degrees) is 10% -30%, preferably 20%.
According to the design method, the grab rail is designed in size through the rigidity threshold value and the modulus limit value, so that the grab rail meets the rigidity requirement, a mechanical analysis model of the grab rail is built according to the size of the grab rail, a mechanical analysis model after pavement design is built by combining a plurality of preliminary pavement schemes sequentially with the geometric size of the grab rail, mechanical analysis is sequentially carried out on the mechanical analysis model after pavement, the preliminary pavement scheme, which is obtained through analysis, with the tensile stress smaller than the tensile stress threshold value and the shearing stress smaller than the shearing stress threshold value is selected as the final pavement scheme, the whole grab rail meets the stress requirement, the designed composite grab rail meets the use requirement, the design problem of the composite grab rail of the vertical grab rail of the rail transit vehicle is solved, the designed grab rail is light in weight, various bearing requirements are met, the condition of material redundancy cannot occur, and the light weight design requirement of the rail transit vehicle is met.
Example 2
The embodiment provides a handrail, and the handrail is a vertical handrail of a railway vehicle, and as shown in fig. 7, the handrail comprises a handrail rod 1, wherein a first connecting component is arranged at the top end of the handrail rod 1 and is used for being fixed with a connecting beam at the top of a vehicle body of the railway vehicle, and a second connecting component is arranged at the bottom end of the handrail rod 1 and is used for being fixed with a bottom plate of the railway vehicle.
Wherein the grab bar is a composite bar and is designed by the design method described in example 1. When the fiber is prepared, the outermost layer is a layer with the angle of +/-45 degrees, the layer can be woven on line by utilizing a weaving process, the layer with the angle of 0 degrees in the inner layer can be formed by adopting unidirectional fiber bundles for pultrusion, and can adopt large fiber bundles, so that the product cost is reduced, and the layer with the angle of 90 degrees is realized by adopting a winding process.
The preparation method and the corresponding equipment are known in the art and are not described in detail here.
As shown in fig. 8-9, the first connecting assembly includes a first fixing plate 2, the first fixing plate 2 is a rectangular plate, which is provided with a first fixing hole 2-1, and the first fixing plate 2 can be fixedly connected with a connecting beam at the top of the vehicle body through the first fixing hole 2-1 and a bolt.
In order to facilitate adjustment of the installation position, the first fixing holes 2-1 are elongated holes, and in order to ensure connection stability, the first fixing holes 2-1 are four, and the four first fixing holes 2-1 are arranged at four corners of the first fixing plate 2.
The bottom surface of first fixed plate 2 is provided with inserted bar 3, and inserted bar 3 and the internal diameter phase-match of grab bar 1, and inside inserted bar 3 inserted grab bar 1 top and the outer face of inserted bar 3 and the internal surface of grab bar 1 can slide relatively.
As shown in fig. 10-12, the second connection assembly includes a second fixing plate 4, where the second fixing plate 4 is a circular plate, and a plurality of second fixing holes 4-1 are formed in the circular plate along the circumferential direction, and the circular plate can be fixedly connected with the bottom plate of the rail vehicle through the second fixing holes 4-1 and bolts.
The center position of the top surface of the second fixing plate 4 is provided with a threaded rod 5, the threaded rod 5 is fixedly connected with a metal thread sleeve 6 fixed inside the bottom end of the grab bar, the metal thread sleeve 6 is a stainless steel thread sleeve, the metal thread sleeve 6 is arranged inside the bottom end of the grab bar 1 and is coaxially arranged with the grab bar 1, at least one group of thread fasteners are in threaded connection with the wall of the grab bar 1 because the metal thread sleeve 6 cannot be welded and fixed with the grab bar 1, the same group of thread fasteners are oppositely arranged at 180-degree intervals, the thread fasteners are fastening bolts 7, the axis of each fastening bolt 7 is arranged along the radial direction of the grab bar 1, each fastening bolt 7 is in threaded connection with the grab bar 1, each fastening bolt 7 is rotated, each fastening bolt 7 can compress the metal thread sleeve 6 inside the bottom end of the grab bar 1, and the outer cylinder surface of each metal thread sleeve 6 is fixedly bonded with the inner cylinder surface of the grab bar 1 in order to further improve the fixing strength of the grab bar 1.
In the embodiment, the height of the grab rail 1 can be adjusted by rotating the grab rail 1, and the adjustment is convenient and quick.
The grab bar can be prepared by braiding, pultrusion and winding direct forming processes, has simpler processing and forming procedures compared with the traditional stainless steel grab bar, has high production efficiency, and can reduce the weight by more than 60 percent under the condition of keeping the cost of the original stainless steel grab bar equal.
Example 3
The present embodiment provides a rail vehicle, provided with the handrail of embodiment 2, wherein the first fixing plate 2 is fixedly connected with a connecting beam at the top of the rail vehicle body, the second fixing plate 4 is fixedly connected with a bottom plate of the rail vehicle body, and the rest structure of the rail vehicle is only required by adopting the prior art, which is not described in detail herein.
The above description is only of the preferred embodiments of the present application and is not intended to limit the present application, but various modifications and variations can be made to the present application by those skilled in the art. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application should be included in the protection scope of the present application.
Claims (10)
1. The design method of the rail vehicle composite grab rail is characterized by comprising the following steps of:
determining a modulus limit value of the composite material when the fiber is 0 DEG all according to the relation between the fiber content and the longitudinal modulus, which is obtained in advance, and the fiber content which can be achieved by the processing technology;
obtaining the geometric dimension of the grab rail according to the set rigidity threshold value and the modulus limit value;
establishing an initial mechanical analysis model of the grab rail according to the acquired geometric dimension of the grab rail, and carrying out mechanical analysis on the established initial mechanical analysis model to obtain the stress state of the grab rail;
selecting a plurality of preset preliminary layering schemes according to the stress state of the grab rail;
and sequentially combining the plurality of preliminary layering schemes with the geometric dimensions of the grab bars to establish a mechanical analysis model after layering design, sequentially carrying out mechanical analysis on the mechanical analysis model after layering design, and selecting the layering scheme with the tensile stress smaller than a tensile stress threshold and the shearing stress smaller than a shearing stress threshold obtained by analysis as a final layering scheme.
2. The method of designing a composite grab rail for a rail vehicle of claim 1, wherein the initial mechanical model is a composite grab rail mechanical analysis model of all 0 ° fibers.
3. The method for designing a rail vehicle composite grab rail of claim 1, wherein the geometric dimensions of the grab rail are determined by:
determining the outer diameter range of the grab rail according to ergonomics and determining the height of the grab rail according to the height of the railway vehicle;
determining the range of the inner diameter of the grab rail according to the set inner-outer diameter ratio;
selecting a plurality of inner and outer diameter design schemes according to the inner and outer diameter ranges of the grab bar;
sequentially combining the multiple inner and outer diameter schemes with a modulus limit value to obtain stiffness values of the grab bars corresponding to the multiple inner and outer diameter schemes;
and selecting an inner diameter design scheme and an outer diameter design scheme with the rigidity value larger than the set rigidity threshold as the inner diameter size and the outer diameter size of the grab rail.
4. A method of designing a rail vehicle composite grab rail according to claim 3, characterized in that the set inside-outside diameter ratio is 0.8-1.0, preferably 0.8.
5. The method of designing a rail vehicle composite grab rail of claim 1, wherein when the grab rail is in a stressed state under tension and compression, a preliminary lay-up scheme having only 0 ° and 90 ° lay-up is selected, and when the grab rail is in a stressed state under both tension and compression and under shear, a preliminary lay-up scheme having 0 °, ±45° and 90 ° is selected.
6. The method of designing a rail vehicle composite grab rail of claim 1, wherein when determining the modulus limit, the achievable fiber content of the co-operative combination of extrusion, braiding and winding is selected as the fiber content for determining the modulus limit.
7. The handrail is characterized by comprising a handrail rod, wherein a first connecting component is arranged at the top end of the handrail rod to be connected with a connecting beam at the top of a railway vehicle body, a second connecting component is arranged at the bottom end of the handrail rod to be connected with a vehicle bottom plate of the railway vehicle, and the handrail rod is designed by adopting the design method of the composite material handrail rod of the railway vehicle.
8. The handrail of claim 7, wherein the first connecting assembly includes a first fixing plate having a first fixing hole for fixing with a top connecting beam of the railway vehicle body, and a first fixing plate having a bottom surface provided with a plunger inserted into a top end of the handrail.
9. The handrail of claim 7, wherein the second connecting assembly comprises a metal threaded cylinder positioned inside the bottom end of the handrail, the metal threaded cylinder is tightly fixed inside the bottom end of the handrail by a threaded fastener screwed on the bottom end of the handrail, the metal threaded cylinder is fixedly bonded with the handrail, the metal threaded cylinder is screwed with a threaded rod, the bottom end of the threaded rod is connected with a second fixing plate, and the second fixing plate is provided with a second fixing hole for fixing with a bottom plate of the railway vehicle;
further, the threaded fastener adopts a fastening bolt, and the axis of the fastening bolt is perpendicular to the axis of the grab bar and is in threaded connection with the grab bar.
10. A rail vehicle, characterized in that a handrail as claimed in claim 7 is provided.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202311088281.6A CN116882069B (en) | 2023-08-28 | Design method of composite handrail rod of railway vehicle, handrail and railway vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202311088281.6A CN116882069B (en) | 2023-08-28 | Design method of composite handrail rod of railway vehicle, handrail and railway vehicle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN116882069A true CN116882069A (en) | 2023-10-13 |
| CN116882069B CN116882069B (en) | 2024-10-22 |
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