CN211001335U - Frame and freight train - Google Patents
Frame and freight train Download PDFInfo
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- CN211001335U CN211001335U CN201921409769.3U CN201921409769U CN211001335U CN 211001335 U CN211001335 U CN 211001335U CN 201921409769 U CN201921409769 U CN 201921409769U CN 211001335 U CN211001335 U CN 211001335U
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Abstract
The utility model provides a frame and freight train, wherein, the frame includes first longeron, second longeron, first draw beam and second draw beam, the extending direction of first longeron and second longeron is all parallel with the traffic direction of train, first longeron and second longeron are along the direction interval setting of the direction that is on a parallel with the horizontal plane; the front ends of the first longitudinal beam and the second longitudinal beam are connected through a first traction beam, and the rear ends of the first longitudinal beam and the second longitudinal beam are connected through a second traction beam; first draw beam and second draw beam are connected with the bogie, and then drive first draw beam and second draw beam and advance towards the rail extending direction, therefore, first curb girder and second curb girder move along with the train, because the extending direction of first longeron and second longeron all is parallel with the traffic direction of train, with set up the boundary beam on the center sill, the extending direction perpendicular to train traffic direction of boundary beam compares, the resistance between first longeron and second longeron and the air is little, has reduced the air resistance when the train moves.
Description
Technical Field
The utility model relates to a rail train technique especially relates to a frame and freight train.
Background
With the gradual development of railway networks, the adoption of railway transportation has become one of the main transportation modes. Specifically, the freight train comprises a frame, goods are placed in a container, and then the container is placed on the frame, so that the goods can be transported through the freight train.
In the prior art, a frame often comprises a middle beam and a side beam, wherein the middle beam is arranged in a direction parallel to the running direction of a train, and the front end and the rear end of the middle beam are both provided with a coupler which is used for being connected with an adjacent frame; the train running direction is perpendicular to the train running direction, and the side beams are arranged on the two sides of the middle beam; the container is placed on the middle beam and the edge beam, and the container is fixed on the edge beam during transportation so as not to be separated from the frame during transportation.
However, when the freight train is traveling, the extension direction of each side member is perpendicular to the traveling direction of the train, and the resistance between the side member and the air is large.
SUMMERY OF THE UTILITY MODEL
The embodiment of the utility model provides a frame and freight train to the solution is when freight train traveles, and the extending direction of each boundary beam is perpendicular with the traffic direction of train, and the great technical problem of air resistance when leading to the train operation.
On the one hand, the embodiment of the utility model provides a vehicle frame, include: the traction device comprises a first longitudinal beam, a second longitudinal beam, a first traction beam and a second traction beam, wherein the extension directions of the first longitudinal beam and the second longitudinal beam are parallel to the running direction of a train, and the first longitudinal beam and the second longitudinal beam are arranged at intervals along the direction parallel to the horizontal plane; the front ends of the first longitudinal beam and the second longitudinal beam are connected through the first traction beam, and the rear ends of the first longitudinal beam and the second longitudinal beam are connected through the second traction beam.
The frame as described above, preferably, the first side member includes an upper side member, a lower side member, and an outer cover plate, the upper side member and the lower side member both extend in a direction parallel to a running direction of the train, and the upper side member and the lower side member are disposed at an interval in a direction perpendicular to a horizontal plane, and the outer cover plate covers a side of the upper side member and the lower side member facing away from the second side member.
As described above, preferably, the outer cover includes an upper cover plate that covers the upper side member and a lower cover plate that covers the lower side member.
In the vehicle frame as described above, preferably, the upper side member is a channel steel.
In the vehicle frame as described above, preferably, the first side member further includes a support member that is provided between the upper side member and the lower side member and is connected to the upper side member and the lower side member.
In the vehicle frame as described above, preferably, a top end of the support member is provided with a groove, and a bottom end of the upper side member is accommodated in the groove.
In the vehicle frame as described above, preferably, the support member is provided in plurality, and the plurality of support members are provided at intervals between the upper side member and the lower side member.
The frame as described above, preferably, the frame further includes a cross member, the cross member is disposed between the first traction beam and the second traction beam, and the cross member is connected to the first longitudinal beam and the second longitudinal beam.
In the vehicle frame as described above, preferably, the cross member is plural, and the plural cross members are between the first draft sill and the second draft sill.
On the other hand, the embodiment of the utility model provides a still provide a freight train, include the frame as above.
The embodiment of the utility model provides a frame and freight train, wherein, the frame includes first longeron, second longeron, first draw beam and second draw beam, and the extending direction of first longeron and second longeron is all parallel with the traffic direction of train, and first longeron and second longeron are along the direction interval's that is on a parallel with the horizontal plane setting; the front ends of the first longitudinal beam and the second longitudinal beam are connected through a first traction beam, and the rear ends of the first longitudinal beam and the second longitudinal beam are connected through a second traction beam; first draw beam and second draw beam are connected with the bogie, and then drive first draw beam and second draw beam and advance towards the rail extending direction, therefore, first curb girder and second curb girder move along with the train, because the extending direction of first longeron and second longeron all is parallel with the traffic direction of train, with set up the boundary beam on the center sill, the extending direction of boundary beam is perpendicular to train traffic direction and compares, the resistance between first longeron and second longeron and the air is little, has reduced the air resistance when the train moves, train aerodynamic performance improves.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings needed to be used in the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to these drawings without creative efforts.
Fig. 1 is a schematic structural view of a vehicle frame provided in an embodiment of the present invention;
fig. 2 is a schematic perspective view of a frame provided in an embodiment of the present invention;
FIG. 3 is a front view of the first stringer of FIG. 1;
FIG. 4 is a rear view of the first stringer of FIG. 1;
FIG. 5 is a cross-sectional view taken along line A-A of FIG. 3;
fig. 6 is a first schematic view of the cooperation between the frame and the container according to the embodiment of the present invention;
fig. 7 is a second schematic view of the cooperation between the frame and the container according to the embodiment of the present invention;
fig. 8 is a third schematic view of the cooperation between the frame and the container provided by the embodiment of the present invention;
fig. 9 is a fourth schematic view of the cooperation between the frame and the container provided by the embodiment of the present invention.
Description of reference numerals:
10: a first stringer;
101: an upper side beam;
1011: a first wing plate;
1012: a second wing plate;
1013: a web;
102: a lower side member;
1021: a first support plate;
1022: a second support plate;
103: an outer sealing plate;
1031: an upper sealing plate;
1032: a lower sealing plate;
104: a support member;
20: a second stringer;
30: a first trailing beam;
40: a second trailing beam;
50: a cross member.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. Based on the embodiments in the present invention, all other embodiments obtained by a person skilled in the art without creative work belong to the protection scope of the present invention. The embodiments described below and the features of the embodiments can be combined with each other without conflict.
Fig. 1 is a schematic structural view of a vehicle frame provided in an embodiment of the present invention; fig. 2 is a schematic perspective view of a frame provided in an embodiment of the present invention; FIG. 3 is a front view of the first stringer of FIG. 1; FIG. 4 is a rear view of the first stringer of FIG. 1; FIG. 5 is a cross-sectional view taken along line A-A of FIG. 3; fig. 6 is a first schematic view of the cooperation between the frame and the container according to the embodiment of the present invention; fig. 7 is a second schematic view of the cooperation between the frame and the container according to the embodiment of the present invention; fig. 8 is a third schematic view of the cooperation between the frame and the container provided by the embodiment of the present invention; fig. 9 is a fourth schematic view of the cooperation between the frame and the container provided by the embodiment of the present invention.
Referring to fig. 1-2, the present embodiment provides a vehicle frame, including: the traction device comprises a first longitudinal beam 10, a second longitudinal beam 20, a first traction beam 30 and a second traction beam 40, wherein the extending directions of the first longitudinal beam 10 and the second longitudinal beam 20 are parallel to the running direction of a train, and the first longitudinal beam 10 and the second longitudinal beam 20 are arranged at intervals along the direction parallel to the horizontal plane; the front ends of the first longitudinal beam 10 and the second longitudinal beam 20 are connected by a first traction beam 30, and the rear ends of the first longitudinal beam 10 and the second longitudinal beam 20 are connected by a second traction beam 40.
Specifically, the running direction of the train is the traveling direction of the frame, and the running direction of the train is the extending direction of the rail on which the train travels as the train travels along the rail.
Specifically, the front end and the rear end of the frame are provided with bogies, the bogies are running parts of the train, and generally comprise wheel sets and frameworks erected on the wheel sets, the frameworks of the front end bogies are connected with the first traction beam 30, and the frameworks of the rear end bogies are connected with the second traction beam 40. Some bogies are also provided with a driving system, the driving system generally consists of a motor and a gear box, the motor is in transmission connection with the gear box, and an output shaft of the gear box is in transmission connection with a wheel pair; when the freight train runs, the motor drives the wheel pair to rotate through the gear box, and then the whole frame is driven to run.
Specifically, the front end of the first draft sill 30 and the rear end of the second draft sill 40 are both provided with a coupler, and the couplers are used for being connected with adjacent frames, that is, the rear end of the front frame is connected with the front end of the rear frame through the couplers, so that traction force is transmitted to each frame through the couplers between the adjacent frames, and then each frame is driven to advance, and transportation of goods is realized.
In this embodiment, the first longitudinal beam 10 extends in a direction parallel to the train running direction, and the first longitudinal beam 10 extends in a length capable of accommodating 80-foot containers. The spacing of the first longitudinal beam 10 and the second longitudinal beam 20 in a direction parallel to the horizontal plane is the width of the container, so that the container can be carried on the first longitudinal beam 10 and the second longitudinal beam 20, the first longitudinal beam 10 and the second longitudinal beam 20 providing a supporting force for the container.
Specifically, the first longitudinal beam 10 is a bearing component of a train and is used for bearing a container, the first longitudinal beam 10 is generally a steel beam, and the material of the first longitudinal beam 10 is not limited in this embodiment; optionally, the width of the first longitudinal beam 10 is not limited in the present embodiment, for example, the width of the first longitudinal beam 10 is 10mm, and the width of the first longitudinal beam 10 is as small as possible under the condition that the strength of the first longitudinal beam 10 can bear a container.
In this embodiment, the first draft sill 30 includes a draft sill body on which the container is placed and a coupler mount; the car coupler mounting base is arranged at the front end of the draft sill and used for being connected with a car coupler. Specifically, the locking device is arranged on the connecting surface of the draft sill body and the container, and is used for fixing the container and avoiding the separation of the container and the first draft sill 30 during train transportation.
Specifically, the traction beam body comprises a main beam and two supporting beams, the main beam is arranged along the running direction perpendicular to the train, and two ends of the main beam are respectively connected with the first longitudinal beam 10 and the second longitudinal beam 20; the support beams are T-shaped beams, the bottom ends of the T-shaped beams are connected with the main beams, compared with the plate-shaped traction beam body, through holes are formed between the two T-shaped beams and the main beams, the self weight of the first traction beam 30 is reduced, and therefore the vertical bearing capacity of the frame is improved; optionally, in order to enhance the load-bearing performance of the first traction beam 30, reinforcing ribs are arranged at the lower parts of the main beam and the support beam, and the reinforcing ribs can be connected with the main beam and the support beam by welding or bolting; or the lower parts of the main beam and the supporting beam are provided with the protruding parts which are arc-shaped, so that the thickness of the middle parts of the main beam and the supporting beam is larger than that of the end parts, the strength of the first traction beam 30 is improved, and the bearing capacity of the first traction beam 30 is increased.
In this embodiment, the first traction beam 30 is connected to the front ends of the first longitudinal beam 10 and the second longitudinal beam 20, and the connection manner between the first traction beam 30 and the first longitudinal beam 10 and the connection manner between the second longitudinal beam 20 and the first longitudinal beam 30 are not limited in this embodiment, as long as it is ensured that the first longitudinal beam 10 and the second longitudinal beam 20 are not separated from the first traction beam 30 when the train is in operation, for example: the first traction beam 30 can be fixedly connected with the first longitudinal beam 10 and the second longitudinal beam 20 by welding, or the first traction beam 30 can be detachably connected with the first longitudinal beam 10 and the second longitudinal beam 20 by clamping or bolt connection. Optionally, the first draft sill 30 is a load-bearing component of a train for bearing a container, the first draft sill 30 is generally an aluminum alloy plate or a steel plate, and the material of the first draft sill 30 is not limited in this embodiment. The second draft sill 40 is similar to the first draft sill 30 in structure and function, and will not be described again. It is worth mentioning that the first traction beam 30 is arranged at the front end of the first longitudinal beam 10 and the second longitudinal beam 20, and the second traction beam 40 is arranged at the rear end of the first longitudinal beam 10 and the second longitudinal beam 20; meanwhile, the second traction beam 40 is connected to the first longitudinal beam 10 and the second longitudinal beam 20 in a similar manner to the first traction beam 30, and thus, a detailed description thereof is omitted.
In this embodiment, the second longitudinal beam 20 has a structure and a function similar to those of the first longitudinal beam 10, and the description of this embodiment is omitted. It is worth mentioning that the second longitudinal beam 20 and the first longitudinal beam 10 are arranged at intervals in a direction parallel to the horizontal plane; meanwhile, the second longitudinal beam 20 is connected to the first traction beam 30 and the second traction beam 40 in a similar manner to the first longitudinal beam 10, and thus, a detailed description thereof is omitted.
The installation process of the frame that provides in this embodiment does: firstly, connecting the front end of the first longitudinal beam 10 to the first traction beam 30, and simultaneously connecting the rear end of the first longitudinal beam 10 to the second traction beam 40; then connecting the front end of the second longitudinal beam 20 to the first traction beam 30, and simultaneously connecting the rear end of the second longitudinal beam 20 to the second traction beam 40; the bogies are then mounted on the first and second trailing beams 30, 40. When the train runs, air flows along the surfaces of the first longitudinal beam 10 and the second longitudinal beam 20, the resistance is low, and the frame can run at high speed due to the reduced resistance when the train runs. By way of example, the frame provided by the embodiment can be suitable for high-speed running of 160km/h, and meanwhile can bear 80-foot railway express containers.
The frame provided by the embodiment comprises a first longitudinal beam 10, a second longitudinal beam 20, a first traction beam 30 and a second traction beam 40, wherein the extending directions of the first longitudinal beam 10 and the second longitudinal beam 20 are both parallel to the running direction of a train, and the first longitudinal beam 10 and the second longitudinal beam 20 are arranged at intervals along the direction parallel to the horizontal plane; the front ends of the first longitudinal beam 10 and the second longitudinal beam 20 are connected through a first traction beam 30, and the rear ends of the first longitudinal beam 10 and the second longitudinal beam 20 are connected through a second traction beam 40; the first traction beam 30 and the second traction beam 40 are connected with the bogie, and further the first traction beam 30 and the second traction beam 40 are driven to move towards the extending direction of the rail, the first side beam and the second side beam connected with the first traction beam 30 and the second traction beam 40 run along with the train, and because the extending directions of the first longitudinal beam 10 and the second longitudinal beam 20 are both parallel to the running direction of the train, compared with the arrangement of the edge beam on the middle beam, and the extending direction of the edge beam is perpendicular to the running direction of the train, the resistance between the first longitudinal beam 10 and the second longitudinal beam 20 and the air is small, the air resistance during the running of the train is reduced, and the aerodynamic performance of the train is improved.
Meanwhile, the container is arranged on the frame and is jointly borne by the first longitudinal beam 10 and the second longitudinal beam 20 on two sides of the container, and compared with the prior art in which the weight of the container is concentrated on the middle beam, the container is not easy to twist. In addition, the frame comprises the first longitudinal beam 10, the second longitudinal beam 20, the first traction beam 30 and the second traction beam 40, the components are assembled to form the frame, compared with an integral frame, the processing technology is simple, the components can be replaced independently, and the maintenance cost is saved.
Referring to fig. 3 to 5, in the present embodiment, the first longitudinal beam 10 includes an upper side beam 101, a lower side beam 102, and an outer cover plate 103, the upper side beam 101 and the lower side beam 102 both extend in a direction parallel to the running direction of the train, the upper side beam 101 and the lower side beam 102 are disposed at an interval in a direction perpendicular to the horizontal plane, and the outer cover plate 103 covers a side of the upper side beam 101 and the lower side beam 102 facing away from the second longitudinal beam 20.
The outer closing plates 103 cover the outer sides of the upper side beam 101 and the lower side beam 102, so that no structure is exposed out of the frame, no structure is vertical to the running direction of the train in the running process of the train, the resistance between the frame and the air is small, and the train can adapt to the high-speed running of 160 km/h.
Specifically, the upper side beam 101 is a channel steel, and the manufacturing process is simple, and the weight is small, so that the self weight of the first longitudinal beam 10 is reduced, and the vehicle frame is heavy in load. The channel steel comprises a web 1013, a first wing 1011 and a second wing 1012, and the extending directions of the web 1013, the first wing 1011 and the second wing 1012 are all parallel to the running direction of the train; wherein the web 1013 is arranged perpendicular to the horizontal plane, and the first wing 1011 and the second wing 1012 are arranged parallel to the horizontal plane; one end of the first wing plate 1011 is connected with the top end of the web 1013, one end of the second wing plate 1012 is connected with the bottom end of the web 1013, and the web 1013, the first wing plate 1011 and the second wing plate 1012 form a groove; wherein, the web 1013, the first wing plate 1011 and the second wing plate 1012 are integrally formed; alternatively, the other ends of the first wing 1011 and the second wing 1012 are connected to the outer seal 103, and the other ends of the first wing 1011 and the second wing 1012 can be connected to the outer seal 103 by welding or can be integrally formed with the outer seal 103 by casting, which is not limited in this embodiment. Optionally, the type of the channel steel may be 10#, or may also be 12#, or the type is set by a technician according to the actual working condition of the first longitudinal beam 10, which is not limited in this embodiment.
Specifically, the lower side member 102 includes a first support plate 1021 and a second support plate 1022, and one end of the first support plate 1021 is vertically connected to one end of the second support plate 1022. Alternatively, the other ends of the first support plate 1021 and the second support plate 1022 are connected to the outer sealing plate 103, and the other ends of the first support plate 1021 and the second support plate 1022 may be connected to the outer sealing plate 103 by welding, or may be integrally formed with the outer sealing plate 103 by casting, which is not limited in this embodiment.
It should be noted that the first longitudinal beam 10 has a first wing 1011 and a second wing 1012 for supporting the container, the lower side beam 102 does not provide a supporting function, and the first support plate 1021 and the second support plate 1022 have smaller thicknesses, so as to reduce the self weight of the first longitudinal beam 10 and increase the load of the vehicle frame.
Specifically, the outer seal plate 103 comprises an upper seal plate 1031 and a lower seal plate 1032, the upper seal plate 1031 covers the upper side beam 101, the lower seal plate 1032 covers the lower side beam 102, wherein the upper side beam 101 is connected with the upper seal plate 1031, the lower side beam 102 is connected with the lower seal plate 1032, and by covering the outer seal plate 103 on the upper side beam 101 and the lower side beam 102, the upper side beam 101 and the lower side beam 102 are not exposed to the outside of the frame, so that the large resistance between a train and air is avoided during the running of the train; wherein, the side of the outer sealing plate 103 departing from the upper side beam 101 and the lower side beam 102 is a plane.
Optionally, the upper sealing plate 1031 is connected to the lower sealing plate 1032, and the upper sealing plate 1031 and the lower sealing plate 1032 may be connected by welding or may be connected by screwing or riveting, which is not limited in this embodiment. The preferred realization mode of this embodiment is that upper sealing plate 1031 and lower sealing plate 1032 pass through the mode of casting integrated into one piece, compares with the welded mode, can effectively avoid because the seam fatigue crack that the welding arouses, simultaneously, reduces the welding volume, reduces welding deformation.
Optionally, in order to reduce the weight of the first side member 10 and increase the load of the vehicle frame, the upper sealing plate 1031 and the lower sealing plate 1032 may be made of aluminum alloy plate, steel plate, or light material.
In this embodiment, the first longitudinal member 10 further includes a support member 104, and the support member 104 is disposed between the upper side member 101 and the lower side member 102 and connected to the upper side member 101 and the lower side member 102.
By providing the stay 104 between the upper side member 101 and the lower side member 102, the strength of the connection between the upper side member 101 and the lower side member 102 is enhanced, thereby improving the strength of the first side member 10. Specifically, the support member 104 is not limited in this embodiment as long as it can connect the upper side member 101 and the lower side member 102 and reinforce the connection strength between the upper side member 101 and the lower side member 102; for example: the supporting member 104 may be cylindrical, the bottom end of the supporting member 104 is connected to the top end of the lower side beam 102, the top end of the lower side beam 102 provides a supporting force for the supporting member 104, the top end of the supporting member 104 is connected to the bottom end of the upper side beam 101, and the supporting member 104 provides a supporting force for the bottom end of the upper side beam 101; alternatively, the support 104 may be prismatic or irregular in shape. Further, the top end of the supporting member 104 is provided with a groove, the bottom end of the upper side beam 101 is accommodated in the groove, and the groove provides supporting force for the side wall and the bottom end of the upper side beam 101, so that the supporting strength of the upper side beam 101 is improved. In addition, the supporting member 104 may be vertically disposed between the upper side beam 101 and the lower side beam 102, may be inclined, and may form a certain angle with the horizontal plane, or may be used in combination of the two.
Optionally, the supporting member 104 may be solid or hollow, and the embodiment is preferably implemented as a hollow supporting member 104, and compared with the solid, the hollow supporting member 104 has a light weight, so that the self weight of the first longitudinal beam 10 is reduced, and the load of the frame is increased; preferably, the supporting member 104 may be a plurality of supporting members 104, and the plurality of supporting members 104 are spaced between the upper side member 101 and the lower side member 102 to further enhance the connection strength between the upper side member 101 and the lower side member 102, thereby enhancing the strength of the first side member 10.
With continued reference to fig. 1-2, optionally, on the basis of the above embodiment, the vehicle frame further includes a cross beam 50, the cross beam 50 is disposed between the first traction beam 30 and the second traction beam 40, and the cross beam 50 is connected to the first longitudinal beam 10 and the second longitudinal beam 20, and the cross beam 50 can further improve the connection strength between the first longitudinal beam 10 and the second longitudinal beam 20, and improve the load-bearing capacity of the vehicle frame.
Specifically, the cross member 50 is connected to the upper side member 101 to increase the strength of the upper side member 101; alternatively, the cross beam 50 and the upper side beam 101 may be connected by welding or bonding, or may be connected by screwing or clipping, which is not limited in this embodiment.
Specifically, the cross beam 50 includes a first cross plate and a second cross plate which are arranged in parallel and at intervals, and a longitudinal plate arranged between the first cross plate and the second cross plate, and the longitudinal plate is perpendicular to the first cross plate and the second cross plate; preferably, the number of the longitudinal plates is multiple, the plurality of longitudinal plates are arranged at intervals, through holes are formed in the longitudinal plates, the weight of the cross beam 50 is reduced, the weight of the frame is reduced, and the load of the frame is increased; in addition, the cross beam 50 is provided with a locking device for installing a container, so that the container is prevented from being separated from the cross beam 50 in the process of train transportation.
Preferably, the number of the cross beams 50 may be multiple, and multiple cross beams 50 are between the first traction beam 30 and the second traction beam 40, so as to further enhance the connection strength between the first longitudinal beam 10 and the second longitudinal beam 20, and improve the bearing load of the vehicle frame, and meanwhile, by increasing the number of the cross beams 50, multiple containers may be fixedly installed by using the locking devices on each cross beam 50. The plurality of cross members 50 may be disposed at intervals between the first draft sill 30 and the second draft sill 40, may be disposed at the rear end of the first draft sill 30 and the front end of the second draft sill 40, or may be freely set by a technician according to the size and number of containers to be actually carried by the vehicle frame.
Illustratively, the frame can carry two containers, which can be 20 feet or 40 feet, and the sum of the lengths of the two containers cannot exceed the extension length of the first longitudinal beam 10, and a cross beam 50 is correspondingly arranged, wherein the container at the front end is carried on the cross beam 50 and the first traction beam 30, and the container at the rear end is carried on the cross beam 50 and the second traction beam 40; the frame can bear four containers, referring to fig. 7, the four containers can be 20 feet, the sum of the lengths of the four containers cannot exceed the extension length of the first longitudinal beam 10, three cross beams 50 are correspondingly arranged, the container at the front end is borne on the cross beam 50 and the first traction beam 30, the container at the rear end is borne on the cross beam 50 and the second traction beam 40, and the two containers in the middle are borne on the two cross beams 50 respectively; of course, the frame can also only carry one container, referring to fig. 8, the container can be 40 feet or 53 feet, the length of the container cannot exceed the extension length of the first longitudinal beam 10, and then two cross beams 50 are correspondingly arranged, and the container is carried on the two cross beams 50; in addition, the frame can also bear three containers, and referring to fig. 9, the sum of the sizes of the three containers can not exceed the extension length of the first longitudinal beam 10, two cross beams 50 are correspondingly arranged, the container at the front end is borne on the cross beam 50 and the first traction beam 30, the container at the rear end is borne on the cross beam 50 and the second traction beam 40, and the container in the middle is borne on the two cross beams 50. It can be seen that, by adjusting the number and positions of the first cross beams 50 and the locking devices, the frame can be used for bearing containers of different sizes and numbers, and the frame has various bearing forms and strong flexibility.
Taking the orientation shown in fig. 2 as an example, the frame is further provided with a braking system, the braking system is arranged in a space enclosed by the first longitudinal beam 10, the second longitudinal beam 20 and the two adjacent cross beams 50 and is connected with the first longitudinal beam 10 and the second longitudinal beam 20, and the braking system mainly comprises an energy supply device, a control device, a transmission device and a brake, and is used for controlling the speed of the train to be reduced or even stopped during running. Compared with the prior art that the frame comprises the middle beam arranged in the direction parallel to the running direction of the train, the longitudinal beam is not arranged between the two adjacent cross beams 50, and the assembly space of the braking system is large, so that the braking system is convenient to assemble and disassemble.
The embodiment of the utility model provides a still provide a freight train, including the frame, wherein, the structure and the function of frame have all carried out detailed description in above-mentioned embodiment, and this place is no longer repeated.
The embodiment of the utility model provides a freight train, including the frame. The frame comprises a first longitudinal beam 10, a second longitudinal beam 20, a first traction beam 30 and a second traction beam 40, the extending directions of the first longitudinal beam 10 and the second longitudinal beam 20 are both parallel to the running direction of a train, and the first longitudinal beam 10 and the second longitudinal beam 20 are arranged at intervals along the direction parallel to the horizontal plane; the front ends of the first longitudinal beam 10 and the second longitudinal beam 20 are connected through a first traction beam 30, and the rear ends of the first longitudinal beam 10 and the second longitudinal beam 20 are connected through a second traction beam 40; the first traction beam 30 and the second traction beam 40 are connected with the bogie, and then the first traction beam 30 and the second traction beam 40 are driven to move towards the extending direction of the rail, therefore, the first side beam and the second side beam run along with the train, and because the extending directions of the first longitudinal beam 10 and the second longitudinal beam 20 are both parallel to the running direction of the train, compared with the mode that the edge beams are arranged on the middle beam and the extending direction of the edge beams is perpendicular to the running direction of the train, the resistance between the first longitudinal beam 10 and the second longitudinal beam 20 and the air is small, the air resistance during the running of the train is reduced, and the aerodynamic performance of the train is improved.
In the description of the present invention, it is to be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", and the like, indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are only for convenience of description and simplicity of description, and do not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore, should not be construed as limiting the present invention.
In the present invention, unless explicitly stated otherwise, the terms "mounting," "connecting," "fixing," and the like are to be understood in a broad sense, and for example, may be fixedly connected, detachably connected, or integrally formed, mechanically connected, electrically connected, or communicable with each other; they may be directly connected or indirectly connected through an intermediate medium, or they may be connected internally or in any other manner known to those skilled in the art, unless otherwise specifically limited. The specific meaning of the above terms in the present invention can be understood according to specific situations by those skilled in the art.
Finally, it should be noted that: the above embodiments are only used to illustrate the technical solution of the present invention, and not to limit the same; although the present invention has been described in detail with reference to the foregoing embodiments, it should be understood by those skilled in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; such modifications and substitutions do not depart from the spirit and scope of the present invention.
Claims (10)
1. A vehicle frame, comprising: the traction device comprises a first longitudinal beam, a second longitudinal beam, a first traction beam and a second traction beam, wherein the extension directions of the first longitudinal beam and the second longitudinal beam are parallel to the running direction of a train, and the first longitudinal beam and the second longitudinal beam are arranged at intervals along the direction parallel to the horizontal plane; the front ends of the first longitudinal beam and the second longitudinal beam are connected through the first traction beam, and the rear ends of the first longitudinal beam and the second longitudinal beam are connected through the second traction beam.
2. The frame of claim 1, wherein the first side rail includes an upper side rail, a lower side rail, and an outer cover plate, the upper side rail and the lower side rail each extending in a direction parallel to a direction of travel of the train, the upper side rail and the lower side rail being spaced apart in a direction perpendicular to a horizontal plane, the outer cover plate covering a side of the upper side rail and the lower side rail facing away from the second side rail.
3. The frame of claim 2, wherein said outer seal plate includes an upper seal plate overlying said upper side rail and a lower seal plate overlying said lower side rail.
4. The frame of claim 2, wherein the upper side beams are channel steel.
5. The vehicle frame of claim 4, wherein said first side member further comprises a support member disposed between and connected to said upper and lower side members.
6. A vehicle frame as claimed in claim 5, wherein the top end of the support member is provided with a recess in which the bottom end of the upper side member is received.
7. The frame as claimed in claim 5, wherein said support member is plural, and plural said support members are provided at intervals between said upper side member and said lower side member.
8. The vehicle frame of any of claims 1-7, further comprising a cross member disposed between the first trailing beam and the second trailing beam, the cross member being connected to the first longitudinal beam and the second longitudinal beam.
9. The vehicle frame of claim 8, wherein said cross member is a plurality of said cross members between said first trailing beam and said second trailing beam.
10. A freight train, comprising a frame according to any of claims 1-9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201921409769.3U CN211001335U (en) | 2019-08-28 | 2019-08-28 | Frame and freight train |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201921409769.3U CN211001335U (en) | 2019-08-28 | 2019-08-28 | Frame and freight train |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN211001335U true CN211001335U (en) | 2020-07-14 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201921409769.3U Active CN211001335U (en) | 2019-08-28 | 2019-08-28 | Frame and freight train |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN211001335U (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110356426A (en) * | 2019-08-28 | 2019-10-22 | 中车齐齐哈尔车辆有限公司 | Vehicle frame and goods train |
| CN114715212A (en) * | 2022-04-24 | 2022-07-08 | 中车常州车辆有限公司 | Container bearing device and container transportation equipment |
| RU214178U1 (en) * | 2022-04-05 | 2022-10-14 | Общество С Ограниченной Ответственностью "Рейл1520 Ай Пи" (Ооо "Рейл1520 Ай Пи") | CAR-PLATFORM FRAME |
-
2019
- 2019-08-28 CN CN201921409769.3U patent/CN211001335U/en active Active
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110356426A (en) * | 2019-08-28 | 2019-10-22 | 中车齐齐哈尔车辆有限公司 | Vehicle frame and goods train |
| RU214178U1 (en) * | 2022-04-05 | 2022-10-14 | Общество С Ограниченной Ответственностью "Рейл1520 Ай Пи" (Ооо "Рейл1520 Ай Пи") | CAR-PLATFORM FRAME |
| CN114715212A (en) * | 2022-04-24 | 2022-07-08 | 中车常州车辆有限公司 | Container bearing device and container transportation equipment |
| CN114715212B (en) * | 2022-04-24 | 2024-03-19 | 中车常州车辆有限公司 | Container bearing device and container transportation equipment |
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