CN210234974U

CN210234974U - Side beam of railway vehicle

Info

Publication number: CN210234974U
Application number: CN201921276490.2U
Authority: CN
Inventors: Zhenwei Gao; 高振伟; Wei Yu; 于维; Tianjun Zhao; 赵天军; Jilian Fu; 付继连; Junsong Wang; 王军松; Wenqi Qu; 曲文齐
Original assignee: Heilongjiang Chengcheng Non Standard Equipment Manufacturing Co ltd; CRRC Qiqihar Rolling Stock Co Ltd
Current assignee: Heilongjiang Chengcheng Non Standard Equipment Manufacturing Co ltd; CRRC Qiqihar Rolling Stock Co Ltd
Priority date: 2019-08-07
Filing date: 2019-08-07
Publication date: 2020-04-03
Anticipated expiration: 2029-08-07

Abstract

The utility model discloses a side beam of a rail vehicle, which comprises a first plate and a second plate which are arranged oppositely, wherein a web plate is connected between the first plate and the second plate; along the extending direction of the side beam, at least part of the plate section of the web is a bent plate section with a concave-convex structure. Compare in traditional flat steel plate structure, the bent plate section has better plane rigidity, anti buckling bearing capacity and fatigue resistance, under the condition that guarantees that the curb girder has sufficient intensity, stability, the thickness of bent plate section can be thinner, can alleviate the weight of web and curb girder, and then can alleviate whole rail vehicle's weight to do benefit to rail vehicle carrying capacity's promotion.

Description

Side beam of railway vehicle

Technical Field

The utility model relates to a rail vehicle technical field, concretely relates to rail vehicle's curb girder.

Background

At present, what rail vehicle's side roof beam generally adopted is H shaped steel, including upper cover plate, lower apron and web, wherein, the web is flat steel plate structure, and the rigidity and the stability of flat steel plate itself are relatively poor, will satisfy the user demand, just need increase the thickness of web, and this will lead to the weight of side roof beam too big, is unfavorable for rail vehicle's weight reduction.

Therefore, how to provide a solution to overcome the above-mentioned drawbacks remains a technical problem to be solved by those skilled in the art.

SUMMERY OF THE UTILITY MODEL

The utility model aims at providing a rail vehicle's curb girder, at least part of plate section of the web of this curb girder are bending plate section, under the condition of proof strength and stability, the thickness of web can be thinner, the quality can be lighter, is favorable to rail vehicle's the weight reduction and the promotion of carrying capacity.

In order to solve the technical problem, the utility model provides a side beam of a rail vehicle, which comprises a first plate and a second plate which are arranged oppositely, wherein a web plate is connected between the first plate and the second plate; along the extending direction of the side beam, at least part of the plate section of the web is a bent plate section with a concave-convex structure.

Compare in traditional flat steel plate structure, the bent plate section has better plane rigidity, anti buckling bearing capacity and fatigue resistance, under the condition that guarantees that the curb girder has sufficient intensity, stability, the thickness of bent plate section can be thinner, can alleviate the weight of web and curb girder, and then can alleviate whole rail vehicle's weight to do benefit to rail vehicle carrying capacity's promotion.

Optionally, the bent plate sections are in a sine wave shape along the extending direction of the side beam.

Optionally, the bent plate section is in a rectangular wave shape along the extending direction of the side beam.

Optionally, the first plate is an upper plate, the second plate is a lower plate, and a vertical dimension of a middle portion of the web plate is larger than two end portions of the web plate along an extending direction of the side beam.

Optionally, the upper plate is a flat plate, and the lower plate is a plate body with a concave middle part.

Optionally, the upper plate is a plate body with a convex middle part, and the lower plate is a plate body with a concave middle part.

Optionally, the number of the webs is multiple, and each web is arranged at intervals along the transverse direction.

Drawings

FIG. 1 is a schematic structural view of a body of a railway vehicle;

FIG. 2 is an elevation view of one embodiment of a side sill of a railway vehicle provided by the present invention;

FIG. 3 is a top view of FIG. 2;

FIG. 4 is a top view of another embodiment of a side sill for a railway vehicle provided by the present invention;

fig. 5 is a front view of yet another embodiment of a side sill for a rail vehicle provided by the present invention.

The reference numerals in fig. 1-5 are illustrated as follows:

side beam 1, first plate 11, second plate 12, web 13, end beam 2, sleeper beam 3, small cross beam 4, large cross beam 5 and middle beam 6.

Detailed Description

In order to make those skilled in the art better understand the technical solution of the present invention, the present invention will be further described in detail with reference to the accompanying drawings and specific embodiments.

The terms "first", "second", and the like, as used herein are used for convenience only to describe two or more structures or components that are the same or similar in structure, and do not denote any particular limitation on the order.

Here, the extending direction of the side member is taken as a longitudinal direction, and in a horizontal plane, a direction perpendicular to the longitudinal direction is taken as a lateral direction, and a direction perpendicular to the horizontal plane is taken as a vertical direction, that is, an up-down direction.

As described in the background section, the web of the side sill of the conventional railway vehicle is made of a flat steel plate, the rigidity and stability of the flat steel plate are relatively poor, and if the strength is to be improved, the thickness of the web can be increased, which in turn leads to the increase of the weight of the side sill and is not beneficial to the weight reduction of the railway vehicle.

Therefore, the embodiment of the present invention provides a new side beam structure, please refer to fig. 1-5 specifically, fig. 1 is a schematic structural diagram of a car body of a rail vehicle, fig. 2 is a front view of a specific embodiment of a side beam of a rail vehicle provided by the present invention, fig. 3 is a top view of fig. 2, fig. 4 is a top view of another specific embodiment of a side beam of a rail vehicle provided by the present invention, and fig. 5 is a front view of another specific embodiment of a side beam of a rail vehicle provided by the present invention.

As shown in the drawing, the utility model provides a rail vehicle's curb girder, including relative first board 11 and the second board 12 that sets up, be connected with web 13 between first board 11 and the second board 12, be different from prior art, along the extending direction of curb girder 1, at least part of plate section of web 13 is the bent plate section that has concave-convex structure.

Compare in traditional flat steel plate structure, the bent plate section has better plane rigidity, anti buckling bearing capacity and fatigue resistance, under the condition that guarantees that curb girder 1 has sufficient intensity, stability, the thickness of bent plate section can be thinner, can alleviate the weight of web 13 and curb girder 1, and then can alleviate whole rail vehicle's weight to do benefit to rail vehicle carrying capacity's promotion, rail vehicle transportation's economic nature can improve.

In practical application, the web 13 may be designed as a whole bent plate section, or a part of the plate section may be designed as a bent plate section, and a part of the plate section still maintains a flat plate structure. To only having partial plate section for the scheme of bent plate section, web 13 can only have one section bent plate section, also can have the multistage bent plate section, and the length and the distribution position of each bent plate section etc. the embodiment of the utility model provides a do not restrict, specifically can combine actual conditions such as the atress analysis of curb girder 1 to set for.

Referring to fig. 3 and 4, taking the example that the entire web 13 is designed as a bent plate segment, the web 13 may be a corrugated steel plate, and the waveform thereof may be a sinusoidal waveform or a rectangular waveform along the extending direction of the side member 1, or may be other waveforms as long as the requirements of strength improvement and weight reduction of the side member 1 can be satisfied.

In the scheme of the attached drawing, what bent plate section adopted is sinusoidal waveform, and it can include crest and trough, here, the embodiment of the utility model provides a do not inject the amplitude of crest, trough and concrete parameters such as sine wave cycle, when the design manufacturing, technical staff in the art can combine simulation test, atress analysis etc. to set for.

In general, the first plate 11 and the second plate 12 of the side member 1 may be placed one above the other, the first plate 11 may be an upper plate, and the second plate 12 may be a lower plate; the web 13 may have a vertical dimension in the middle portion thereof in the extending direction of the side member 1, i.e., in the longitudinal direction, larger than that of the both end portions to reinforce the longitudinally middle region of the side member 1.

It should be understood that the central portion of the web 13 herein refers to a region near the longitudinal middle position of the web 13, and the range (longitudinal length) of the region can be set according to actual needs, and is not limited herein.

As shown in fig. 2, the reinforcing structure may make the side member 1 as a whole assume a structure in which the middle portion protrudes downward, specifically, the upper plate 11 may be a flat plate to facilitate the fixing of a container or the like to the vehicle body, and the lower plate 12 may be designed as a plate body in which the middle portion is recessed downward to accommodate the increase in the vertical dimension of the middle portion of the web 13.

As shown in fig. 4, the reinforcing structure may also be configured such that the side member 1 as a whole protrudes upward and downward at the same time, specifically, the upper plate 11 may be a plate body protruding upward at the middle, the lower plate 12 may be a plate body recessed downward at the middle, and the middle of the web 13 may also protrude upward and downward at the same time.

It will be appreciated that in the above arrangement, the web 13 may have a constant height section extending a distance in the longitudinal direction at both ends, and then the ends and the center section are connected by a transition section. Besides, there may be no equal height section at the middle and/or end of the web 13, that is, the web 13 may be designed to gradually increase in size from the end to the middle in the vertical direction, at this time, the web 13 will be closer to the longitudinal middle position and larger in vertical size, and further away from the longitudinal middle position and smaller in vertical size, and the first plate 11 and the second plate 12 may both be arc-shaped plates.

According to different strength requirements of the side member 1, the number of the webs 13 may also be set to be plural, where plural means two or more, and specifically, referring to fig. 4, when the number of the webs 13 is plural, each web 13 may be distributed at intervals along the transverse direction, and the transverse distance between two adjacent webs 13 is not limited herein, and may be determined by combining the actual situation.

The web 13, the first plate 11 and the second plate 12 can be connected by welding, specifically, automatic welding can be adopted, and the reliability of the welding seam is high.

As shown in fig. 1, the utility model provides a rail vehicle's automobile body still, rail vehicle here can be the railway flatcar, and it can include well roof beam 6, relative two curb girders 1 and two end girders 2 that set up, and both ends roof beam 2 can be located the vertical both ends of automobile body respectively, and can also be equipped with a plurality of crossbeams between the both ends roof beam 2, and each crossbeam can interval distribution on vertical to link to each other with the curb girder 1 of the horizontal both ends of each crossbeam and both sides.

The cross beam can include small cross beam 4 and big cross beam 5, and the longitudinal dimension of small cross beam 4 can be less than big cross beam 5, and correspondingly, the reinforcing effect of small cross beam 4 can be less relatively, and small cross beam 4, big cross beam 5 can be used for strengthening the different positions of automobile body respectively. As shown in fig. 1, the large cross member 5 may be located at a widthwise middle position of the vehicle body, and the same number of the small cross members 3 and the large cross members 5 may be symmetrically provided at both widthwise sides thereof with reference to the large cross member 5, so as to ensure the balance of the strength of both lengthwise sides of the vehicle body as much as possible.

The car body may be further provided with a bolster beam 3 at both ends in the transverse direction, the bolster beam 3 may be used to connect the bogie, and the structure of the bolster beam 3 and the connection structure of the bolster beam 3 and the bogie, etc. may refer to the prior art and will not be described in detail herein.

The foregoing is only a preferred embodiment of the present invention, and it should be noted that, for those skilled in the art, a plurality of improvements and decorations can be made without departing from the principle of the present invention, and these improvements and decorations should also be regarded as the protection scope of the present invention.

Claims

1. A side sill of a railway vehicle comprises a first plate (11) and a second plate (12) which are oppositely arranged, a web (13) is connected between the first plate (11) and the second plate (12), and the side sill is characterized in that at least part of plate sections of the web (13) are bent plate sections with concave-convex structures along the extension direction of the side sill (1).

2. Side sill for a rail vehicle according to claim 1, characterized in that the bent plate sections are sinusoidal in the extension direction of the side sill (1).

3. The side sill of a rail vehicle according to claim 1, characterized in that the bent plate section is rectangular wave shaped in the extending direction of the side sill (1).

4. The side sill for rail vehicles according to any of claims 1 to 3, characterized in that the first panel (11) is an upper panel and the second panel (12) is a lower panel, the web (13) having a greater vertical dimension in the middle than in the two ends in the direction of extension of the side sill (1).

5. Side sill for a railway vehicle according to claim 4, characterized in that the upper plate (11) is a flat plate and the lower plate (12) is a plate body recessed in the middle.

6. Side sill for a railway vehicle according to claim 4, characterized in that the upper panel (11) is a plate body which is convex in the middle and the lower panel (12) is a plate body which is concave in the middle.

7. The side sill for rail vehicles according to claim 4, characterized in that the number of the webs (13) is plural, each of the webs (13) being arranged at a spacing in the lateral direction.