CN214033199U - Train track end beam - Google Patents

Abstract

The utility model discloses a train track end beam, including the roof beam body and edge the baffle that the width direction of the roof beam body extends, the baffle set up perpendicularly in on one side outer wall of the roof beam body, the middle part of the roof beam body has the cavity that extends along its direction of extension, be provided with 2 at least strengthening ribs in the cavity, the transversal rectangle of personally submitting of the roof beam body, just on the cross section of the roof beam body, the space that closes and form is triangle-shaped between arbitrary strengthening rib and its adjacent roof beam internal wall and/or another strengthening rib, the interior tip of baffle is located two the strengthening rib department of meeting. The train rail end beam is high in structural strength and rigidity, not prone to structural deformation and capable of effectively guaranteeing train form accuracy and stability.

Description

Train track end beam

Technical Field

The utility model relates to a rail transit equipment supporting equipment technical field, in particular to train track end beam.

Background

At present of rapid development of rail transit, the straddle type monorail has the unique advantages of strong terrain adaptability, large climbing capacity, small turning radius, less land resource occupation, low noise, short construction period, low manufacturing cost and the like, so that the system has space for further popularization and wide application. To date in 1999, Chongqing has established the world's maximum traffic volume, longest mileage, and internationally leading monorail transportation system of integrated technology level. Although the technical overall level of the Chongqing monorail traffic system reaches the international advanced level, the Chongqing monorail traffic system arouses the strong interest of countries such as southeast Asia, Chinese iron construction, middle-transit construction, middle-hydropower and the like continuously popularize our technology overseas, and domestic and foreign small and medium-sized cities show considerable interest in straddle type monorail, the existing chassis structure end beam profile technology of the Chongqing No. 2 and No. 3 line straddle type monorail train is absorbed in Japan, and a C-shaped (namely, the cross section of the track is in a C-shaped) opening profile structure is adopted, so that the profile structure is low in strength, low in rigidity, poor in stability, easy to deform after being welded with an aluminum floor, and influences the running precision and tracking performance of the whole train.

Therefore, how to improve the structural strength and rigidity of the train track end beam, avoid the structural deformation of the train track end beam and ensure the running precision and stability of the train is an important technical problem to be solved by technical personnel in the field at present.

SUMMERY OF THE UTILITY MODEL

The utility model aims at providing a train track end beam, this train track end beam's structural strength and rigidity are higher, are difficult for producing structural deformation, can effectively guarantee train precision and stability of traveling.

In order to solve the technical problem, the utility model provides a train track end beam, include the roof beam body and follow the baffle that the width direction of the roof beam body extends, the baffle set up perpendicularly in on one side outer wall of the roof beam body, the middle part of the roof beam body has the cavity that extends along its direction of extension, be provided with 2 at least strengthening ribs in the cavity, the transversal rectangle of personally submitting of the roof beam body, just on the cross section of the roof beam body, enclose between arbitrary strengthening rib and its adjacent roof beam internal wall and/or another strengthening rib and close the space that forms and be triangle-shaped, the interior tip of baffle is located two the strengthening rib department of meeting.

Preferably, the junction between any reinforcing rib and the inner wall of the adjacent beam body and/or another reinforcing rib is in smooth transition through a chamfer structure, and the junction between any two adjacent inner walls of the beam body is in smooth transition through a chamfer structure.

Preferably, the height of the baffle is 60 mm.

Preferably, the number of the reinforcing ribs is 3.

Preferably, the extension length of the beam body is 2900mm, the width of the beam body is 80mm, and the thickness of the reinforcing rib is not less than 4 mm.

Preferably, the beam body, the baffle and the reinforcing ribs are all made of alloy.

Above-mentioned background art relatively, the utility model provides a train track end beam, when its installation uses, because the cross section of the roof beam body has rectangle closed structure, makes it improve by a wide margin for current "C" shape structure intensity, on this basis, combines the reliable arrangement of each strengthening rib in the cavity to and respectively be triangle-shaped's enclosure and close the space, can further optimize the internal stress distribution of roof beam, improve its bearing capacity and stress impact tolerance, make the overall structure rigidity and the reliability of train track end beam also can corresponding improvement, can fully guarantee train precision and stability of traveling.

In another preferred scheme of the present application, a junction between any one of the reinforcing ribs and the inner wall of the adjacent beam body and/or another reinforcing rib is in smooth transition through a chamfer structure, and a junction between any two adjacent inner walls of the beam body is in smooth transition through a chamfer structure. Stress distribution between the inner wall and the reinforcing rib, between the reinforcing rib and the reinforcing rib, and between the inner wall and the inner wall of the beam body of the adjacent beam bodies can be further optimized by each chamfering structure, so that the overall structural strength and reliability of the train track end beam can be further improved.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only 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 cross-sectional view of a train rail end beam according to an embodiment of the present invention.

Wherein, 11-beam body, 111-cavity, 12-baffle, 13-strengthening rib.

Detailed Description

The core of the utility model is to provide a train track end beam, this train track end beam's structural strength and rigidity are higher, are difficult for producing structural deformation, can effectively guarantee train precision and stability of traveling.

In order to make the technical field better understand the solution of the present invention, the following detailed description of the present invention is provided with reference to the accompanying drawings and the detailed description.

Referring to fig. 1, fig. 1 is a schematic cross-sectional view of a train rail end beam according to an embodiment of the present invention.

In particular embodiment, the utility model provides a train track end beam, baffle 12 including the roof beam body 11 and along the width direction extension of roof beam body 11, baffle 12 sets up perpendicularly on one side outer wall of roof beam body 11, the middle part of roof beam body 11 has the cavity 111 that extends along its direction of extension, be provided with 2 at least strengthening ribs 13 in the cavity 111, the rectangle is personally submitted in the cross section of roof beam body 11, and on the cross section of roof beam body 11, the space that encloses between arbitrary strengthening rib 13 and its adjacent roof beam body 11 inner wall and/or another strengthening rib 13 and close and form is triangle-shaped, the interior tip of baffle 12 is located two strengthening ribs 13 department of meeting.

When the train rail end beam is installed and used, the cross section of the beam body 11 is provided with the rectangular closed structure, so that the strength of the beam body is greatly improved compared with the existing C-shaped structure, on the basis, the reliable arrangement of the reinforcing ribs 13 in the cavity 111 and the triangular enclosing space are combined, the internal stress distribution of the beam body 11 can be further optimized, the bearing capacity and the stress impact tolerance of the beam body are improved, the overall structural rigidity and the reliability of the train rail end beam are correspondingly improved, and the running precision and the running stability of a train can be fully guaranteed.

Furthermore, the junction between any one reinforcing rib 13 and the inner wall of the adjacent beam body 11 and/or another reinforcing rib 13 is in smooth transition through a chamfer structure, and the junction between any two adjacent inner walls of the beam body 11 is in smooth transition through a chamfer structure. Stress distribution between the inner wall of the adjacent beam body 11 and the reinforcing ribs 13, between the reinforcing ribs 13 and between the inner wall of the beam body 11 and the inner wall can be further optimized through each chamfering structure, so that the overall structural strength and reliability of the train rail end beam can be further improved.

More specifically, the height of the baffle 12 is 60 mm. This size can guarantee that baffle 12 and aluminum floor size fully match, guarantees structural strength and reliability after train track end beam and the aluminum floor equipment.

Further, the number of the reinforcing ribs 13 is 3. Of course, the number of the reinforcing ribs 13 is not limited to 3 as shown in the figure, and in practical application, a worker can flexibly select the reinforcing ribs according to the actual working condition requirement, and in principle, the reinforcing ribs can be used as long as the actual application requirement of the train track end beam can be met.

On the other hand, the beam body 11 has an extension length of 2900mm and a width of 80mm, and the thickness of the rib 13 is not less than 4 mm. For the convenience of understanding, the width of the beam 11 can be referred to as shown in fig. a, the height of the baffle 12 can be referred to as shown in fig. b, the thickness of the reinforcing rib 13 can be referred to as shown in fig. c, and the extending direction of the beam 11 is perpendicular to the paper.

It should be noted that the above related dimension values of each part of the train rail end beam are only for illustration, and the specific application is not limited thereto, and the staff may flexibly adjust the dimension values according to the actual working condition, and in principle, the dimension values may be any values as long as the actual application requirements of the train rail end beam can be met.

In addition, the beam body 11, the baffle 12 and the reinforcing ribs 13 are made of alloy. In practical application, the alloy part mentioned here should be able to ensure the structural strength of each part, and make the overall structure of the train rail end beam lighter and lighter appropriately, so as to reduce the structural pressure of the bearing part below and optimize the overall stress distribution of the train rail end beam.

To sum up, the utility model provides a train track end beam, during its installation uses, because the cross section of the roof beam body has rectangle closed structure, makes it improve by a wide margin for current "C" shape structure, on this basis, combines the reliable arrangement of each strengthening rib in the cavity to and respectively be triangle-shaped's enclosure and close the space, can further optimize the internal stress distribution of roof beam, improve its bearing capacity and stress impact tolerance, make the overall structure rigidity and the reliability of train track end beam also can corresponding improvement, can fully guarantee train precision and stability of traveling.

It is right above the utility model provides a train track end beam has carried out detailed introduction. The principles and embodiments of the present invention have been explained herein using specific examples, and the above descriptions of the embodiments are only used to help understand the method and its core ideas of the present invention. It should be noted that, for those skilled in the art, without departing from the principle of the present invention, the present invention can be further modified and modified, and such modifications and modifications also fall within the protection scope of the appended claims.

Claims (6)

1. The utility model provides a train track end beam, its characterized in that, includes the roof beam body and follows the baffle that the width direction of the roof beam body extends, the baffle set up perpendicularly in on one side outer wall of the roof beam body, the middle part of the roof beam body has the cavity that extends along its direction of extension, be provided with 2 at least strengthening ribs in the cavity, the transversal rectangle of personally submitting of the roof beam body, and on the cross section of the roof beam body, the space that encloses between arbitrary strengthening rib and its adjacent roof beam body inner wall and/or another strengthening rib and close and form is triangle-shaped, the interior tip of baffle is located two the strengthening rib department of meeting.

2. The train rail end beam of claim 1, wherein the junction between any one of the reinforcing ribs and the inner wall of the adjacent beam body and/or another reinforcing rib is smoothly transitioned through a chamfer structure, and the junction between any two adjacent inner walls of the beam body is smoothly transitioned through a chamfer structure.

3. The train rail end rail of claim 1, wherein the height of the baffle is 60 mm.

4. The train rail end rail of claim 1 wherein the number of said reinforcing bars is 3.

5. The train track end beam of claim 1, wherein the beam body extends 2900mm in length and 80mm in width, and the reinforcing bars are not less than 4mm thick.

6. The train rail end rail of claim 1, wherein the beam body, the baffle, and the reinforcing bars are all alloy pieces.

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