WO2016138774A1 - 轨道车辆及其牵引梁 - Google Patents

轨道车辆及其牵引梁 Download PDF

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Publication number
WO2016138774A1
WO2016138774A1 PCT/CN2015/094419 CN2015094419W WO2016138774A1 WO 2016138774 A1 WO2016138774 A1 WO 2016138774A1 CN 2015094419 W CN2015094419 W CN 2015094419W WO 2016138774 A1 WO2016138774 A1 WO 2016138774A1
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WIPO (PCT)
Prior art keywords
traction beam
coupler
plate
fixed
traction
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PCT/CN2015/094419
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English (en)
French (fr)
Inventor
林庆琳
孙现亮
丁叁叁
陈书翔
张永贵
田爱琴
王军
鄢桂珍
郑伟
寇福俊
Original Assignee
中车青岛四方机车车辆股份有限公司
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Priority claimed from CN201510093117.3A external-priority patent/CN104691566B/zh
Priority claimed from CN201520121864.9U external-priority patent/CN204548137U/zh
Application filed by 中车青岛四方机车车辆股份有限公司 filed Critical 中车青岛四方机车车辆股份有限公司
Publication of WO2016138774A1 publication Critical patent/WO2016138774A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F1/00—Underframes

Definitions

  • the invention relates to the technical field of rail vehicles, and in particular to a traction beam of a rail vehicle. Furthermore, the invention relates to a rail vehicle comprising the above-mentioned traction beam.
  • Standard EMUs place high demands on the safety and reliability of rail vehicles.
  • the traction beam is one of the main force components of the vehicle body underframe.
  • the front end is connected with the buffer beam, and the rear end is connected with the bolster to realize the force transmission. Therefore, the reliability of the traction beam is directly related to the overall strength of the vehicle body. Operational safety.
  • the traction beam includes a coupler mount fixed to the front end thereof for mounting the coupler to transmit traction.
  • the existing traction beam, the hook is installed on the coupler mount, exposed to the external space, has poor airtightness, and is easily damaged by external factors, such as corrosion, thereby affecting the reliability of its work.
  • the present invention provides a traction beam for a rail vehicle, comprising a traction beam body and a coupler mount fixed to a front end of the traction beam body;
  • the coupler mount includes a coupler mounting plate, a front side plate, an upper cover plate and a lower cover plate disposed on two sides of the coupler mounting plate; the coupler mounting plate, the two front side plates, the upper cover plate and the lower cover plate Enclosed is a receiving cavity for accommodating the coupler.
  • the coupler mount of the traction beam includes a front side plate on both sides of the coupler mounting plate, and is provided with an upper cover plate and a lower cover plate, so that the coupler mounting plate, the two front side plates and the upper cover are provided
  • the plate and the lower cover can enclose a closed space.
  • the outer sides of the two front side panels are provided with reinforcing ribs.
  • the coupler mount and the traction beam body are fixed by welding.
  • a reinforcing rib plate is disposed between the coupler mounting plate and the traction beam body.
  • the traction beam body comprises two abdominal profiles and a plurality of beams fixed between the two abdominal profiles.
  • the rear section of the bottom of the two abdominal profiles is fixed with a lower reinforcing plate.
  • the front section of the bottom of the two abdominal profiles is fixed with a transition reinforcing plate, the front end of which has a certain distance from the abdominal profile in the vertical direction, and is fixed to the coupler mounting plate, and the rear end thereof and the two The abdominal profile is fixed.
  • a reinforcing plate is further fixed between the transition reinforcing plate and the abdominal profile.
  • a through hole is disposed in a middle portion of the transition reinforcing plate.
  • the present invention also provides a rail vehicle comprising a bumper beam, a traction beam and a bolster, wherein the bumper beam and the bolster are respectively connected to a front end and a rear end of the traction beam, and the traction beam is any one of the above The traction beam.
  • the rail vehicle including the traction beam also has corresponding technical effects, and details are not described herein again.
  • FIG. 1 is a schematic view showing a shaft of a specific embodiment of a traction beam provided by the present invention
  • Figure 2 is a partial enlarged view of the portion A of Figure 1;
  • Figure 3 is a perspective view showing another angle of the traction beam shown in Figure 1;
  • Figure 4 is a front elevational view of the traction beam of Figure 1;
  • Figure 5 is a plan view of Figure 4.
  • Traction beam body 10 Traction beam body 10, abdominal profile 11, beam 12, lower reinforcement plate 13, transition reinforcement plate 14, through hole 14a, first section plane 141, middle section slope 142, second section plane 143, reinforcing plate 15, upper reinforcing plate 16;
  • the coupler mount 20 the coupler mounting plate 21, the front side panel 22, the reinforcing rib 221, the upper cover 23, and the lower cover 24.
  • the core of the invention is to provide a traction beam for a rail vehicle, the coupler mount of the traction beam provides better sealing after the coupler is installed.
  • Another object of the present invention is to provide a rail vehicle including the above-described traction beam.
  • orientation words above, below, before and after the position words in this paper are defined based on the relationship between the components shown in Figure 1 and the components, wherein “refers to the end of the traction beam body connecting the buffer beam, that is, the left side in Figure 1, “back” refers to the end of the traction beam body connecting the bolster, that is, the right side in Figure 1. It should be understood that the use of the orientation words is for the purpose of clarity and convenience of the technical description and should not limit the scope of the claims claimed herein.
  • FIG. 1 is a schematic view showing a perspective view of a traction beam according to an embodiment of the present invention
  • FIG. 2 is a partial enlarged view of the A portion of FIG. 1; Schematic diagram of the angle of the axis.
  • the traction beam includes a traction beam body 10 and a coupler mount 20 fixed to the front end of the traction body 10.
  • the coupler mount 20 and the traction beam body 10 are fixed by welding, which is convenient Construction, and the welding strength is easy to guarantee, which can improve the safety and reliability of the traction beam.
  • the coupler mount 20 includes a coupler mounting plate 21, a front side plate 22, an upper cover 23, and a lower cover 24 disposed on both sides of the coupler mounting plate 21; the coupler mounting plate 21, the front side plate 22, and the upper side
  • the cover plate 23 and the lower cover plate 24 enclose a receiving cavity for receiving the coupler.
  • the coupler mounting plate 21 is welded and fixed to the front end of the traction beam body 10, and the two front side plates 22 are also fixed to both sides of the front end of the coupler mounting plate 21 by welding, and the upper cover plate 23 blocks the coupler mounting plate 21 and the front side plate. 22 is formed with an upper opening, and the lower cover 24 blocks the lower opening formed by the coupler mounting plate 21 and the front side plate 22.
  • the upper cover 23 and the lower cover 24 are both fixed to the coupler mounting plate 21 and the front side plate 22 by welding.
  • the welding method is simple, reliable and easy to implement.
  • a reinforcing rib can be disposed between the coupler mounting plate 21 and the traction beam body 10 to improve the connection strength between the coupler mount 20 and the traction beam body 10, and improve the reliability of the overall structure.
  • the coupler when the coupler is mounted on the coupler mount 20 of the traction beam, it is located in the receiving cavity surrounded by the coupler mounting plate 21, the two front side plates 22, the upper cover 23 and the lower cover 24, that is, the traction beam
  • the structural design allows the coupler to be installed in a confined space, so that it can be protected from external factors, such as damage from collisions, or rust or corrosion after rain or snow, ensuring the stability of the hook work, and thus enabling the traction beam
  • the transmission of force is well achieved and the reliability is maintained.
  • the outer sides of the two front side panels 22 are provided with reinforcing ribs 221 .
  • the outer side is relative to the receiving cavity.
  • the strength and stability of the coupler mount 20 can be increased.
  • the stiffeners 221 can also be welded to the bumper beam connected to the front end of the traction beam body 10, thereby increasing the safety and reliability of the overall structure.
  • the reinforcing ribs 221 may be disposed along the length direction of the traction beam body 10, and may be provided as needed, as shown in FIG.
  • the reinforcing ribs 221 can also be provided in other forms, such as along the height direction of the traction beam body 10, and the number of the reinforcing ribs 221 is not limited to that shown in FIG.
  • FIG. 4 is a front view of the traction beam shown in FIG. 1;
  • FIG. 5 is a top view of FIG.
  • the traction beam body 10 includes two abdominal profiles 11 and a plurality of beams 12 secured between the two abdominal profiles 11.
  • the arrangement of the beams 12 can increase the strength of the traction beam body 10.
  • the cross member 12 and the abdominal profile 11 are fixed by welding, which is simple and reliable.
  • the number of beams 12 may depend on the length of the profile of the abdomen 11, only the traction beam structure of the two beams 12 is shown by way of example. In practice, other numbers (such as three or four) of beams 12 can be provided as desired.
  • the bottom of the two abdominal profiles 11 can also be fixed to the reinforcing plate.
  • the stiffener comprises a lower reinforcing panel 13 provided at the rear of the bottom of the two abdominal profiles 11. It is apparent that the lower reinforcing plate 13 is fixed to both of the abdominal profiles 11.
  • the lower reinforcing plate 13 can also be fixed to the abdominal profile 11 by welding.
  • the shape of the lower reinforcing plate 13 is not limited, and may be a regular shape, such as a rectangular structure, or may be an irregular shape.
  • the reinforcing plate further includes a transition reinforcing plate 14 disposed at a front portion of the bottom of the two abdominal profiles 11.
  • the front end of the transition reinforcing plate 14 has a certain distance from the abdominal profile 11 in the vertical direction, and is fixed to the coupler mounting plate 21, and the transition The rear end of the reinforcing plate 14 is fixed to the abdominal profile 11.
  • the overall height of the front end of the traction beam is greater than the overall height of the rear end of the traction beam.
  • the structure of the traction beam can realize the transition of the front and rear height difference, and is convenient for connecting the buffer beam and the pillow. Beam to ensure the transmission of force.
  • the vertical distance between the front end of the transition reinforcing plate 14 and the abdominal profile 11 can be set according to actual needs.
  • connection between the transition reinforcing plate 14 and the abdominal profile 11 and the coupler mounting plate 21 can also be selected by welding.
  • the transition reinforcing plate 14 includes a first segment plane 141 (a portion fixed to the coupler mounting plate 21), a middle segment slope 142, and a second segment plane 143 (a portion fixed to the belly profile 11).
  • the height difference between the front and rear is formed by the arrangement of the mid-slope 142.
  • the connecting portion can be transitioned in the form of a circular arc to make the force of the transition reinforcing plate 14 more reasonable.
  • the transition reinforcing plate 14 can be formed by bending the plate member, and of course, it can also be configured as a separate structure, which is integrally fixed to each other, but in order to ensure the connection strength, it is preferable to adopt an integral structure.
  • a reinforcing plate 15 is further fixed between the transition reinforcing plate 14 and the abdominal profile 11 to improve the connection strength between the two, and at the same time, the connection of the coupler mounting plate 21 is more stable and reliable.
  • a through hole 14a may be provided in the middle of the transition reinforcing plate 14 to reduce the weight.
  • the through hole 14a may be provided as a circular hole, or an oblong hole as shown in the drawing.
  • other shapes such as an elliptical hole or a square hole may be provided.
  • the stiffener further includes an upper reinforcing panel 16 secured to the top of the two abdominal profiles 11.
  • the lower reinforcing plate 13 is also fixed to both of the abdominal profiles 11.
  • the lower reinforcing plate 16 is preferably disposed at the rear end of the coupler mounting plate 21 and fixed to the coupler mounting plate 21 to further enhance the stability and reliability of the coupler mount 20.
  • the structural components of the traction beam can be made of aluminum alloy, which is convenient for welding and has good bearing capacity.
  • the present invention also provides a rail vehicle comprising a bumper beam, a traction beam and a bolster, the bumper beam and the bolster being respectively connected to a front end and a rear end of the traction beam, the traction
  • the beam is the traction beam of any of the above.
  • Other structures of the rail vehicle can refer to the prior art, and are not described herein again.
  • the rail vehicle including the traction beam also has corresponding technical effects, and details are not described herein again.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Body Structure For Vehicles (AREA)

Abstract

一种轨道车辆及其牵引梁，该牵引梁包括牵引梁本体（10）和固设于所述牵引梁本体前端的车钩安装座（20）；所述车钩安装座包括车钩安装板（21）、设于所述车钩安装板两侧的前侧板（22）、上盖板（23）以及下盖板（24）；所述车钩安装板、两所述前侧板、所述上盖板以及所述下盖板围成容纳车钩的容纳腔。该牵引梁的车钩安装座具有容纳腔，车钩安装于该车钩安装座后，可以免受外部因素的干扰，确保车钩工作的稳定性，使牵引梁能够很好地实现力的传递，保持较高的可靠性。

Description

轨道车辆及其牵引梁
本申请要求于2015年03月02日提交中国专利局、申请号为201510093117.3、发明名称为“轨道车辆及其牵引梁”的中国专利申请的优先权，以及要求于2015年03月02日提交中国专利局、申请号为201520121864.9、发明名称为“轨道车辆及其牵引梁”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本发明涉及轨道车辆技术领域，特别是涉及一种轨道车辆的牵引梁。此外，本发明还涉及一种包括上述牵引梁的轨道车辆。
背景技术
随着轨道交通的发展，标准动车组的设计已成为趋势。标准动车组对轨道车辆的安全性和可靠性均提出了较高的要求。
牵引梁为车体底架的主要受力部件之一，其前端与缓冲梁连接，后端与枕梁连接，以实现力的传递，所以牵引梁的可靠性直接关系到车体的整体强度和运营安全。
牵引梁包括固接在其前端的车钩安装座，用于安装车钩，以传递牵引力。
现有的牵引梁，车钩安装于车钩安装座后，暴露于外部空间，密闭性较差，容易因外部因素而损坏，如受到腐蚀等，从而影响其工作的可靠性。
因此，如何解决现有技术中车钩安装的密闭性问题，是本领域技术人员目前需要解决的技术问题。
发明内容
本发明的目的是提供一种轨道车辆的牵引梁，该牵引梁的车钩安装座使得车钩安装后具有较好的密闭性。本发明的另一目的是提供一种包括上述牵引梁的轨道车辆。
为解决上述技术问题，本发明提供一种轨道车辆的牵引梁，包括牵引梁本体和固设于所述牵引梁本体前端的车钩安装座；所述车钩安装座包括 车钩安装板、设于所述车钩安装板两侧的前侧板、上盖板以及下盖板；所述车钩安装板、两所述前侧板、所述上盖板以及所述下盖板围成容纳车钩的容纳腔。
该牵引梁的车钩安装座除包括车钩安装板外，还在车钩安装板两侧设置有前侧板，并设置有上盖板和下盖板，使得车钩安装板、两前侧板、上盖板及下盖板能够围成一密闭空间，当车钩安装于车钩安装板后，即容置在该密闭空间内，从而可以免受外部因素的干扰，如受到碰撞或经雨雪天气后生锈或腐蚀等，确保车钩工作的稳定性，进而使牵引梁能够很好地实现力的传递，保持较高的可靠性。
可选地，两所述前侧板的外侧均设置有加强筋。
可选地，所述车钩安装座与所述牵引梁本体通过焊接固定。
可选地，所述车钩安装板和所述牵引梁本体之间设置有补强筋板。
可选地，所述牵引梁本体包括两腹部型材和固接于两所述腹部型材之间的若干个横梁。
可选地，两所述腹部型材底部的后段固接有下加强平板。
可选地，两所述腹部型材底部的前段固接有过渡加强板，其前端与所述腹部型材在竖向上具有一定间距，并与所述车钩安装板固接，其后端与两所述腹部型材固接。
可选地，所述过渡加强板和所述腹部型材之间还固接有补强板。
可选地，所述过渡加强板的中部设置有通孔。
本发明还提供一种轨道车辆，包括缓冲梁、牵引梁和枕梁，所述缓冲梁和所述枕梁分别连接于所述牵引梁的前端和后端，所述牵引梁为上述任一项所述的牵引梁。
由于上述牵引梁具有上述技术效果，所以包括该牵引梁的轨道车辆也具有相应的技术效果，这里不再赘述。
附图说明
图1为本发明所提供牵引梁一种具体实施方式的轴测示意图；
图2为图1中A部位的局部放大图；
图3为图1所示牵引梁另一角度的轴测示意图；
图4为图1所示牵引梁的正视图；
图5为图4的俯视图。
图1-5中：
牵引梁本体10，腹部型材11，横梁12，下加强平板13，过渡加强板14，通孔14a，第一段平面141，中段斜面142，第二段平面143，补强板15，上加强平板16；
车钩安装座20，车钩安装板21，前侧板22，加强筋221，上盖板23，下盖板24。
具体实施方式
本发明的核心是提供一种轨道车辆的牵引梁，该牵引梁的车钩安装座使得车钩安装后具有较好的密闭性。本发明的另一目的是提供一种包括上述牵引梁的轨道车辆。
为了使本技术领域的人员更好地理解本发明方案，下面结合附图和具体实施方式对本发明作进一步的详细说明。
需要说明的是，本文中涉及的方位词上、下、前和后等方位词是以图1中所示零部件位于图中以及零部件之间的相互关系为基准定义的，其中，“前”指的是牵引梁本体连接缓冲梁的一端，即图1中的左侧，“后”指的是牵引梁本体连接枕梁的一端，即图1中的右侧。应当理解，所述方位词的使用是为了表述技术方案的清楚及方便，不应限定本申请请求的保护范围。
请参考图1-3，图1为本发明所提供牵引梁一种具体实施方式的轴测示意图；图2为图1中A部位的局部放大图；图3为图1所示牵引梁另一角度的轴测示意图。
该实施例中，所述牵引梁包括牵引梁本体10和固设于牵引本体10前端的车钩安装座20。
具体的方案中，车钩安装座20与牵引梁本体10通过焊接固定，便于 施工，且焊接强度易保证，从而能够提高牵引梁的安全性和可靠性。
具体的方案中，车钩安装座20包括车钩安装板21、设于车钩安装板21两侧的前侧板22、上盖板23以及下盖板24；车钩安装板21、前侧板22、上盖板23及下盖板24围成容纳车钩的容纳腔。
具体地，车钩安装板21焊接固定于牵引梁本体10的前端，两前侧板22也通过焊接固定于车钩安装板21的前端两侧，上盖板23封堵车钩安装板21和前侧板22形成的上部开口，下盖板24封堵车钩安装板21和前侧板22形成的下部开口。上盖板23和下盖板24均通过焊接与车钩安装板21、前侧板22固定。焊接的方式简便可靠，易实施。
当然，实际设置时，也可采用其他可靠的固定连接方式。
在此基础上，车钩安装板21和牵引梁本体10之间可以设置补强筋板，以提高车钩安装座20与牵引梁本体10的连接强度，提高整体结构的可靠性。
如此，当车钩安装于所述牵引梁的车钩安装座20后，位于车钩安装板21、两前侧板22、上盖板23及下盖板24围成的容纳腔内，即该牵引梁的结构设计使得车钩安装后处于密闭空间内，从而可以免受外部因素的干扰，如受到碰撞损坏，或经雨雪天气后生锈或腐蚀等，能够确保车钩工作的稳定性，进而使牵引梁能够很好地实现力的传递，保持较高的可靠性。
进一步地，两前侧板22的外侧均设置有加强筋221。
这里，外侧是相对于所述容纳腔而言。
如此，一方面可以增加车钩安装座20的强度和稳定性，另一方面，这些加强筋221也可以与牵引梁本体10前端连接的缓冲梁焊接，增加整体结构的安全性和可靠性。
具体地，加强筋221可沿牵引梁本体10的长度方向设置，可根据需要设置若干个，如图1中示出的两个。
当然，加强筋221也可设置为其他形式，如沿牵引梁本体10的高度方向设置，加强筋221的数目不局限于图1中所示。
请一并结合图4-5；图4为图1所示牵引梁的正视图；图5为图4的俯视图。
具体的方案中，牵引梁本体10包括两腹部型材11和固接于两腹部型材11之间的若干个横梁12。
横梁12的设置可以增加牵引梁本体10的强度。
具体地，横梁12与腹部型材11通过焊接固定，既简便又可靠。
具体地，横梁12的数目可视腹部型材11的长度而定，图中仅示例性地给出了两个横梁12的牵引梁结构。实际中，可以根据需要设置其他数目(如三个或四个)横梁12。
为了进一步增加牵引梁本体10的强度，两腹部型材11的底部还可以固接加强板。
具体地，加强板包括设于两腹部型材11底部后段的下加强平板13。显然，下加强平板13与两个腹部型材11均固接。
具体的方案中，下加强平板13也可通过焊接的方式与腹部型材11固定。
其中，下加强平板13的形状不限，可以为规则形状，如长方形等结构，也可以为不规则形状。
具体地，加强板还包括设于两腹部型材11底部前段的过渡加强板14，该过渡加强板14的前端与腹部型材11在竖向上具有一定间距，并与车钩安装板21固接，该过渡加强板14的后端与腹部型材11固接。
显然，如上设置后，牵引梁前端的整体高度大于牵引梁后端的整体高度，当缓冲梁和枕梁不在同一高度时，上述牵引梁的结构能够实现前后高度差的过渡，便于连接缓冲梁和枕梁，确保力的传递。
其中，过渡加强板14前端与腹部型材11的竖向间距可以根据实际需要来设置。
过渡加强板14与腹部型材11、车钩安装板21之间的连接也可选用焊接的方式。
具体的方案中，过渡加强板14包括连接设置的第一段平面141(与车钩安装板21固接的部分)、中段斜面142以及第二段平面143(与腹部型材11固接的部分)。通过中段斜面142的设置形成前后的高度差。
更具体地，中段斜面142与第一段平面141、第二段平面143之间的 连接部分可采用圆弧形式过渡，以使过渡加强板14的受力更为合理。
实际设置时，过渡加强板14可以通过板材件折弯形成，当然也可设为分体结构，彼此固接为一体，但为确保连接强度，最好采用一体结构。
进一步地，过渡加强板14和腹部型材11之间还固接有补强板15，以提高两者之间的连接强度，同时使车钩安装板21的连接更为稳定可靠。
进一步地，过渡加强板14的中部可以设置通孔14a，以减轻重量。
显然，通孔14a的设置不应影响过渡加强板14的补强作用。
具体地，通孔14a可以设置为圆形孔，或图中示出的长圆孔，当然，实际设置时，还可设置为其他形状，如椭圆形孔或方形孔等。
具体地，加强板还包括固接于两腹部型材11顶部的上加强平板16。显然，该下加强平板13也与两个腹部型材11均固接。
实际设置时，最好将下加强平板16设置于车钩安装板21后端，并使其与车钩安装板21固接，以进一步增强车钩安装座20的稳定性和可靠性。
此外，牵引梁的各结构部件均可选用铝合金材质，便于焊接，承载力较好。
除了前述牵引梁外，本发明还提供一种轨道车辆，包括缓冲梁、牵引梁和枕梁，所述缓冲梁和所述枕梁分别连接于所述牵引梁的前端和后端，所述牵引梁为上述任一项所述的牵引梁。该轨道车辆的其他结构可参考现有技术，本文不再赘述。
由于上述牵引梁具有上述技术效果，所以包括该牵引梁的轨道车辆也具有相应的技术效果，这里不再赘述。
以上对本发明所提供的一种轨道车辆及其牵引梁均进行了详细介绍。本文中应用了具体个例对本发明的原理及实施方式进行了阐述，以上实施例的说明只是用于帮助理解本发明的方法及其核心思想。应当指出，对于本技术领域的普通技术人员来说，在不脱离本发明原理的前提下，还可以对本发明进行若干改进和修饰，这些改进和修饰也落入本发明权利要求的保护范围内。

Claims (9)

  1. 一种轨道车辆的牵引梁，包括牵引梁本体(10)和固设于所述牵引梁本体(10)前端的车钩安装座(20)；其特征在于，所述车钩安装座(20)包括车钩安装板(21)、设于所述车钩安装板(21)两侧的前侧板(22)、上盖板(23)以及下盖板(24)；所述车钩安装板(21)、两所述前侧板(22)、所述上盖板(23)以及所述下盖板(24)围成容纳车钩的容纳腔；所述车钩安装板(21)和所述牵引梁本体(10)之间设置有补强筋板。
  2. 根据权利要求1所述的牵引梁，其特征在于，两所述前侧板(22)的外侧均设置有加强筋(221)。
  3. 根据权利要求1所述的牵引梁，其特征在于，所述车钩安装座(20)与所述牵引梁本体(10)通过焊接固定。
  4. 根据权利要求1至3任一项所述的牵引梁，其特征在于，所述牵引梁本体(10)包括两腹部型材(11)和固接于两所述腹部型材(11)之间的若干个横梁(12)。
  5. 根据权利要求4所述的牵引梁，其特征在于，两所述腹部型材(11)底部的后段固接有下加强平板(13)。
  6. 根据权利要求5所述的牵引梁，其特征在于，两所述腹部型材(11)底部的前段固接有过渡加强板(14)，其前端与所述腹部型材(11)在竖向上具有一定间距，并与所述车钩安装板(21)固接，其后端与两所述腹部型材(11)固接。
  7. 根据权利要求6所述的牵引梁，其特征在于，所述过渡加强板(14)和所述腹部型材(11)之间还固接有补强板(15)。
  8. 根据权利要求6所述的牵引梁，其特征在于，所述过渡加强板(14)的中部设置有通孔(14a)。
  9. 一种轨道车辆，包括缓冲梁、牵引梁和枕梁，所述缓冲梁和所述枕梁分别连接于所述牵引梁的前端和后端；其特征在于，所述牵引梁为权利要求1至8任一项所述的牵引梁。
PCT/CN2015/094419 2015-03-02 2015-11-12 轨道车辆及其牵引梁 WO2016138774A1 (zh)

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