WO2020010853A1 - 底架结构及具有其的列车 - Google Patents

底架结构及具有其的列车 Download PDF

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Publication number
WO2020010853A1
WO2020010853A1 PCT/CN2019/076466 CN2019076466W WO2020010853A1 WO 2020010853 A1 WO2020010853 A1 WO 2020010853A1 CN 2019076466 W CN2019076466 W CN 2019076466W WO 2020010853 A1 WO2020010853 A1 WO 2020010853A1
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WIPO (PCT)
Prior art keywords
pillow
underframe structure
traction
beams
underframe
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PCT/CN2019/076466
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English (en)
French (fr)
Inventor
付宇
刘龙玺
王小杰
田洪雷
赖森华
Original Assignee
中车青岛四方机车车辆股份有限公司
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Publication of WO2020010853A1 publication Critical patent/WO2020010853A1/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
    • B61F1/06—Underframes specially adapted for locomotives or motor-driven railcars
    • 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
    • B61F1/08—Details
    • 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
    • B61F1/08—Details
    • B61F1/14—Attaching or supporting vehicle body-structure

Definitions

  • the invention relates to the field of train equipment, in particular to a chassis structure and a train having the same.
  • the train's undercarriage is used to carry the traction of the body and bogies.
  • the existing train chassis is generally welded by traction beams, sleeper beams and longitudinal beams. Due to the structural design problems of the existing undercarriage, the traction force from the bogie cannot be evenly transmitted to the inner side beams on both sides. Therefore, there are problems that the bearing capacity is small and the structural strength is not high.
  • the main objective of the present invention is to provide a chassis structure and a train having the same to solve the problem that the train chassis in the prior art cannot uniformly transmit the traction force of the bogie.
  • a chassis structure including: a pillow beam arranged along a lateral direction of the chassis structure; a traction beam provided at a front end of the pillow beam and along the chassis structure
  • the longitudinal arrangement of the pillow is arranged at the rear end of the pillow beam and arranged along the longitudinal direction of the underframe structure; the inner side beam is arranged on both sides of the pillow beam and arranged along the longitudinal direction of the underframe structure; among which, the traction
  • the strength of the beam, the pillow beam, and the inner longitudinal beam of the pillow decreases in order to transmit the traction force acting on the traction beam to the inner side beam.
  • the traction beam includes a first web and a second web, the first web and the second web are disposed at the front end of the pillow beam and are disposed along the lateral interval of the underframe structure.
  • the traction beam includes: a coupler mounting seat disposed between the first web and the second web, the coupler mounting seat extending along the lateral direction of the underframe structure to divide the first web into a first segment body and a second
  • the segment body and the second web are divided into a third segment body and a fourth segment body, wherein the first segment body is located at an end of the second segment body away from the pillow beam, and the third segment body is located at the fourth segment body away from the pillow beam.
  • the distance between the first segment body and the third segment body gradually increases in a direction away from the pillow beam.
  • the underframe structure further includes: a buffer beam, which is disposed at the front end of the traction beam and is arranged along the transverse direction of the underframe structure.
  • the underframe structure further includes: a first crossbeam, the first crossbeams being a plurality of, the plurality of first crossbeams being arranged along the longitudinal interval of the underframe structure, and each of the first crossbeams extending along the transverse direction of the underframe structure and being connected to the traction beam; Cross-connect.
  • first crossbeams are penetrated in the traction beam so that the first crossbeams and the traction beam are cross-connected.
  • the pillow inner longitudinal beam and the inner side beam are both two; the two pillow inner longitudinal beams are arranged at the rear end of the pillow beam at intervals, and the two inner side beams are correspondingly arranged on both sides of the pillow beam.
  • the underframe structure further includes: a second beam, the second beams are multiple, and the plurality of second beams are disposed along the longitudinal interval of the underframe structure; each second beam is disposed along the lateral extension of the underframe structure and is connected with the pillow
  • the inner longitudinal beams are cross-connected; two ends of each second transverse beam are correspondingly connected to the two inner side beams.
  • a plurality of second transverse beams are penetrated in the inner longitudinal beams of the pillow so that each second transverse beam is cross-connected with the inner longitudinal beams of the pillow.
  • the inner side beam includes a first beam body at the front end of the pillow beam and a second beam body at the rear end of the pillow beam; wherein the length of the second beam body is greater than the length of the first beam body.
  • a train including a chassis structure, and the chassis structure is the aforementioned chassis structure.
  • the underframe structure to which the technical solution of the present invention is applied includes a pillow beam, a traction beam, a pillow inner longitudinal beam and an inner side beam.
  • the pillow beam is arranged along the transverse direction of the underframe structure; the traction beam is arranged at the front end of the pillow beam and along the underframe structure.
  • the longitudinal inner beam is arranged at the rear end of the pillow beam and is arranged along the longitudinal direction of the underframe structure; the inner side beam is arranged on both sides of the pillow beam and is arranged along the longitudinal direction of the underframe structure; among which, the traction beam,
  • the strength of the pillow beam and the pillow inner longitudinal beam along the direction from the front end to the rear end of the chassis structure decreases in order to transmit the traction force acting on the traction beam to the inner side beam.
  • the traction force from the bogie is evenly distributed, and the overall load of the vehicle body is realized.
  • the problem that the undercarriage of the train in the prior art cannot evenly transmit the tractive force of the bogie is solved.
  • FIG. 1 is a schematic diagram of an optional chassis structure according to an embodiment of the present invention.
  • FIG. 2 is a schematic structural diagram of a traction beam of an underframe structure according to an embodiment of the present invention.
  • the chassis structure according to the embodiment of the present invention includes a pillow beam 10, a traction beam 20, a pillow inner longitudinal beam 30, and an inner side beam 40. It is arranged at the front end of the pillow beam 10 and is arranged along the longitudinal direction of the underframe structure; the inner pillow beam 30 is arranged at the rear end of the pillow beam 10 and is arranged along the longitudinal direction of the underframe structure; the inner side beam 40 is arranged at the The two sides are arranged along the longitudinal direction of the chassis structure; the strength of the traction beam 20, the pillow beam 10, and the inner pillow side beam 30 decreases in order to transmit the traction force acting on the traction beam 20 to the inner side beam 40.
  • the underframe structure to which the technical solution of the present invention is applied includes a pillow beam 10, a traction beam 20, a pillow inner longitudinal beam 30, and an inner side beam 40.
  • the pillow beam 10 is arranged along the transverse direction of the underframe structure; the traction beam 20 is disposed on the pillow beam 10
  • the front end is arranged along the longitudinal direction of the underframe structure;
  • the inner pillowcase longitudinal beam 30 is arranged at the rear end of the pillowcase structure 10 and is arranged along the longitudinal direction of the underframe structure;
  • the inner side beam 40 is arranged on both sides of the pillow beam 10 and along the bottom
  • the longitudinal arrangement of the frame structure; among them, the traction beam 20, the pillow beam 10 and the pillow inner side beam 30 decrease in order along the direction from the front end to the rear end of the underframe structure to transmit the traction force acting on the traction beam 20 to the inner side beam 40. .
  • the traction force from the bogie is evenly distributed, and the overall load of the vehicle body is realized.
  • the lateral direction of the chassis structure refers to the width direction of the chassis structure
  • the longitudinal direction of the chassis structure refers to the length direction of the chassis structure.
  • the first web 21 and the second web 22 are disposed at the front end of the pillow beam 10 and along the The undercarriage structure is arranged laterally apart; a coupler mount 23 is provided between the first web 21 and the second web 22, and the coupler mount 23 extends along the transverse direction of the underframe structure to divide the first web 21 into a first Segment body and second segment body and dividing the second web 22 into third segment body and fourth segment body; wherein the first segment body is located at an end of the second segment body away from the pillow beam 10 and the third segment body is located at the first The end of the four-segment body far from the pillow beam 10, the distance between the first and third segment bodies gradually increases in the direction away from the pillow beam 10, which is more conducive to the transmission of traction to the inner side beams 40 on both sides.
  • the underframe structure further includes a buffer beam 50.
  • the buffer beam 50 is disposed at the front end of the traction beam 20 and is arranged along the lateral direction of the underframe structure to play a buffering effect during a collision.
  • the underframe structure further includes a first crossbeam 60.
  • the first crossbeam 60 is a plurality of first beams 60.
  • the plurality of first crossbeams 60 are disposed along the longitudinal interval of the underframe structure. The distance between two adjacent first beams 60 is equal.
  • Each first cross beam 60 extends along the lateral direction of the underframe structure and cross-connects with the traction beam 20.
  • Each first beam 60 has a plurality of first beam segments, and the traction beam 20 is located between two adjacent first beam segments of each first beam 60 so that each first beam 60 and the traction beam 20 are cross-connected.
  • each first beam 60 is penetrated in the first web 21 and the second web 22 of the traction beam 20 so as to separate each first beam 60 into three first beam sections and a first web. 21 and the second web 22 are both located between two adjacent first beam sections.
  • the pillow inner side member 30 and the inner side beam 40 are both two; the two pillow inner side members 30 are spaced apart from each other at the rear end of the pillow beam 10, and the two inner side members 40 are correspondingly arranged on both sides of the pillow beam 10 .
  • the underframe structure also includes second crossbeams 70.
  • the second crossbeams 70 are multiple.
  • the plurality of second crossbeams 70 are arranged along the longitudinal interval of the underframe structure. The distance between two adjacent second crossbeams 70 is equal.
  • the two cross beams 70 are arranged along the lateral extension of the underframe structure and are cross-connected with the pillow inner longitudinal beams 30. Both ends of each second cross beam 70 are correspondingly connected to the two inner side beams 40.
  • the second crossbeam 70 has a plurality of second beam sections, and the inner pillowside longitudinal beams 30 are located between two adjacent second beam sections of each second crossbeam 70 so that the inner pillowcase longitudinal beams 30 and each second crossbeam 70 Cross-connect. Specifically, each of the second transverse beams 70 passes through the two inner pillowside longitudinal beams 30 so as to separate each of the second transverse beams 70 into three second beam segments, and the two inner pillowcase longitudinal beams 30 are located adjacent to each other. Between two second beam sections.
  • the inner side beam 40 includes a first beam body located at the front end of the pillow beam 10 and a second beam body located at the rear end of the pillow beam 10; wherein the length of the second beam body is greater than the length of the first beam body.
  • the chassis structure of the embodiment of the present invention is composed of a traction beam 20, a pillow beam 10, a buffer beam 50, an inner side beam 40, a pillow inner side beam 30, a first beam 60 and a second beam 70, etc., and is the main part of the chassis. Loading area. Capable of withstanding tensile and compressive forces from the coupler, traction and impact from the bogie.
  • the chassis structure according to the embodiment of the present invention distributes the strength and rigidity of each component of the chassis step by step, and evenly distributes the force to realize the overall bearing of the vehicle body.
  • a special arrangement scheme of the inner side beam 40 is adopted to reduce the weight as much as possible while enhancing the rigidity of the entire vehicle.
  • the chassis structure of the embodiment of the present invention is provided with a multi-stage force transmission structure along the centerline of the vehicle, and the strength between the traction beam 20, the sleeper beam 10, and the pillowside longitudinal beam 30 The force is gradually reduced, and the force is gradually transmitted to the inner side beams 40 on both sides, thereby achieving the overall bearing of the steel structure of the vehicle body.
  • the present invention adopts a new type of traction beam 20 structure.
  • the traction beam 20 adopts an inclined design, which is more conducive to the transmission of traction force to the inner side beams 40 on both sides.
  • the present invention adopts a new arrangement scheme of the inner side beam 40.
  • the inner side beam 40 extends only about 1 meter outside the pillow beam 10, and the inside of the pillow beam 10 extends behind the second and fourth doors of the vehicle body. That is, based on the pillow beam 10, it extends about 1 meter toward the front end of the undercarriage structure and toward the rear end of the undercarriage structure until after the second and fourth doors of the vehicle body.
  • This design reduces the excess weight on the outside of the pillow beam 10, and at the same time makes up for the lack of rigidity of the second and fourth doors of the vehicle body.
  • the chassis structure of the embodiment of the invention has the advantages of light weight, high strength and high rigidity.
  • the force in all directions can be evenly transmitted to other car body parts, avoiding stress concentration and damage, realizing the overall load of the car body and improving the load capacity of the vehicle.
  • a train including a chassis structure, which is the chassis structure of the above embodiment.
  • the traction force from the bogie is evenly distributed to realize the overall bearing of the car body. The problem that the undercarriage of the train in the prior art cannot evenly transmit the tractive force of the bogie is solved.

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

Abstract

一种底架结构及具有其的列车，该底架结构包括枕梁(10)，沿所述底架结构的横向布置；牵引梁(20)，设置在枕梁(10)的前端，并沿底架结构的纵向布置；枕内纵梁(30)，设置在枕梁(10)的后端，并沿底架结构的纵向布置；内边梁(40)，设置在枕梁(10)的两侧，并沿底架结构的纵向布置，牵引梁(20)、枕梁(10)以及枕内纵梁(30)的强度依次递减以将作用于牵引梁(20)上的牵引力传递至内边梁(40)。该结构将来自转向架的牵引力均匀分布，实现车体的整体承载。

Description

底架结构及具有其的列车 技术领域
本发明涉及列车设备领域，具体而言，涉及一种底架结构及具有其的列车。
背景技术
列车的底架用于承载车身以及转向架的牵引力。现有的列车底架一般由牵引梁、枕梁和各纵梁等焊接而成。现有的底架由于结构设计问题，无法将来自转向架的牵引力均匀传递至两侧的内边梁上。从而存在承载力小，结构强度不高的问题。
发明内容
本发明的主要目的在于提供一种底架结构及具有其的列车，以解决现有技术中的列车底架无法将转向架的牵引力均匀传递的问题。
为了实现上述目的，根据本发明的第一个方面，提供了一种底架结构，包括：枕梁，沿底架结构的横向布置；牵引梁，设置在枕梁的前端，并沿底架结构的纵向布置；枕内纵梁，设置在枕梁的后端，并沿底架结构的纵向布置；内边梁，设置在枕梁的两侧，并沿底架结构的纵向布置；其中，牵引梁、枕梁以及枕内纵梁的强度依次递减以将作用于牵引梁上的牵引力传递至内边梁。
进一步地，牵引梁包括：第一腹板和第二腹板，第一腹板和第二腹板设置在枕梁的前端并沿底架结构的横向间隔设置。
进一步地，牵引梁包括：车钩安装座，设置在第一腹板和第二腹板之间，车钩安装座沿底架结构的横向延伸以将第一腹板分割为第一段体和第二段体以及将第二腹板分割为第三段体和第四段体；其中，第一段体位于第二段体远离枕梁的一端，第三段体位于第四段体远离枕梁的一端，第一段体与第三段体之间的间距沿远离枕梁的方向逐渐增大。
进一步地，底架结构还包括：缓冲梁，设置在牵引梁的前端并沿底架结构的横向布置。
进一步地，底架结构还包括：第一横梁，第一横梁为多根，多根第一横梁沿底架结构的纵向间隔设置，各根第一横梁沿底架结构的横向延伸并与牵引梁交叉连接。
进一步地，多根第一横梁穿设在牵引梁内使各根第一横梁与牵引梁交叉连接。
进一步地，枕内纵梁以及内边梁均为两根；两根枕内纵梁间隔设置在枕梁的后端，两根内边梁对应设置在枕梁的两侧。
进一步地，底架结构还包括：第二横梁，第二横梁为多根，多根第二横梁沿底架结构的纵向间隔设置；各根第二横梁沿底架结构的横向延伸设置并与枕内纵梁交叉连接；各根第二横梁的两端与两根内边梁对应连接。
进一步地，多根第二横梁穿设在枕内纵梁内以使各根第二横梁与枕内纵梁交叉连接。
进一步地，内边梁包括位于枕梁前端的第一梁体以及位于枕梁后端的第二梁体；其中，第二梁体的长度大于第一梁体的长度。
根据本发明的第二个方面，提供了一种列车，包括底架结构，底架结构为上述的底架结构。
应用本发明技术方案的底架结构，包括枕梁、牵引梁、枕内纵梁以及内边梁，枕梁沿底架结构的横向布置；牵引梁设置在枕梁的前端，并沿底架结构的纵向布置；枕内纵梁设置在枕梁的后端，并沿底架结构的纵向布置；内边梁设置在枕梁的两侧，并沿底架结构的纵向布置；其中，牵引梁、枕梁以及枕内纵梁沿底架结构的前端至后端的方向强度依次递减以将作用于牵引梁上的牵引力传递至内边梁。从而将来自转向架的牵引力均匀分布，实现车体的整体承载。解决了现有技术中的列车底架无法将转向架的牵引力均匀传递的问题。
附图说明
构成本申请的一部分的说明书附图用来提供对本发明的进一步理解，本发明的示意性实施例及其说明用于解释本发明，并不构成对本发明的不当限定。在附图中：
图1是根据本发明实施例可选的一种底架结构的示意图；以及
图2是根据本发明实施例可选的一种底架结构的牵引梁的结构示意图。
其中，上述附图包括以下附图标记：
10、枕梁；20、牵引梁；21、第一腹板；22、第二腹板；23、车钩安装座；30、枕内纵梁；40、内边梁；50、缓冲梁；60、第一横梁；70、第二横梁。
具体实施方式
需要说明的是，在不冲突的情况下，本申请中的实施例及实施例中的特征可以相互组合。下面将参考附图并结合实施例来详细说明本发明。
根据本发明实施例的底架结构，如图1所示，包括枕梁10、牵引梁20、枕内纵梁30以及内边梁40，枕梁10沿底架结构的横向布置；牵引梁20设置在枕梁10的前端，并沿底架结构的纵向布置；枕内纵梁30设置在枕梁10的后端，并沿底架结构的纵向布置；内边梁40设置在枕梁10的两侧，并沿底架结构的纵向布置；其中，牵引梁20、枕梁10以及枕内纵梁30的强度依次递减以将作用于牵引梁20上的牵引力传递至内边梁40。
应用本发明技术方案的底架结构，包括枕梁10、牵引梁20、枕内纵梁30以及内边梁40，枕梁10沿底架结构的横向布置；牵引梁20设置在枕梁10的前端，并沿底架结构的纵向布置；枕内纵梁30设置在枕梁10的后端，并沿底架结构的纵向布置；内边梁40设置在枕梁10的两侧，并沿底架结构的纵向布置；其中，牵引梁20、枕梁10以及枕内纵梁30沿底架结构的前端至后端的方向强度依次递减以将作用于牵引梁20上的牵引力传递至内边梁40。从而将来自转向架的牵引力均匀分布，实现车体的整体承载。解决了现有技术中的列车底架无法将转向架的牵引力均匀传递的问题。
具体实施时，底架结构的横向是指底架结构的宽度方向，底架结构的纵向是指底架结构的长度方向。底架结构安装在车厢下部后，牵引梁20朝向的一端为底架结构的前端，枕内纵梁30朝向的一端为底架结构的后端。如图1和图2所示，牵引梁20包括第一腹板21、第二腹板22和车钩安装座23，第一腹板21和第二腹板22设置在枕梁10的前端并沿底架结构的横向间隔设置；车钩安装座23设置在第一腹板21和第二腹板22之间，车钩安装座23沿底架结构的横向延伸以将第一腹板21分割为第一段体和第二段体以及将第二腹板22分割为第三段体和第四段体；其中，第一段体位于第二段体远离枕梁10的一端，第三段体位于第四段体远离枕梁10的一端，第一段体与第三段体之间的间距沿远离枕梁10的方向逐渐增大，更有利于牵引力向两侧的内边梁40传递
进一步地，底架结构还包括缓冲梁50，缓冲梁50设置在牵引梁20的前端并沿底架结构的横向布置用于在碰撞时起到缓冲作用。
进一步地，底架结构还包括第一横梁60，第一横梁60为多根，多根第一横梁60沿底架结构的纵向间隔设置，相邻的两根第一横梁60之间的间距相等，各根第一横梁60沿底架结构的横向延伸并与牵引梁20交叉连接。每根第一横梁60具有多个第一梁段，牵引梁20位于各个第一横梁60的相邻两个第一梁段之间，以使各根第一横梁60与牵引梁20交叉连接。具体地，各根第一横梁60穿设在牵引梁20的第一腹板21和第二腹板22内，从而将各根第一横梁60分隔为三段第一梁段，第一腹板21和第二腹板22均位于相邻的两根第一梁段之间。
进一步地，枕内纵梁30以及内边梁40均为两根；两根枕内纵梁30间隔设置在枕梁10的后端，两根内边梁40对应设置在枕梁10的两侧。底架结构还包括第二横梁70，第二横梁70为多根，多根第二横梁70沿底架结构的纵向间隔设置，相邻的两根第二横梁70之前的间距相等，各根第二横梁70沿底架结构的横向延伸设置并与枕内纵梁30交叉连接；各根第二横梁70的两端与两根内边梁40对应连接。第二横梁70具有多个第二梁段，枕内纵梁30位于各根第二横梁70的相邻两个第二梁段之间，以使枕内纵梁30与各根第二横梁70交叉连接。具体地，各根第二横梁70穿设在两根枕内纵梁30内，从而将各根第二横梁70分隔为三段第二梁段，两根枕内纵梁30均位于相邻的两根第二梁段之间。
进一步地，内边梁40包括位于枕梁10前端的第一梁体以及位于枕梁后端的第二梁体；其中，第二梁体的长度大于第一梁体的长度。
本发明实施例的底架结构，由牵引梁20、枕梁10、缓冲梁50、内边梁40、枕内纵梁30、第一横梁60和第二横梁70等组成，是底架的主要承载部位。能够承受来自车钩的拉伸压缩力，来自转向架的牵引力、冲击力等。本发明实施例的底架结构通过逐级布置底架各零部件强度、刚度，将力均匀分布，实现了车体的整体承载。采用了特殊的内边梁40布置方案，增强整车刚度的同时尽可能减轻重量。
为传递转向架和车钩的纵向牵引力，本发明实施例的底架结构在车辆长度方向，沿中心线设置了多级传力结构，牵引梁20、枕梁10、枕内纵梁30间的强度依次递减，力被逐渐的传递到两侧的内边梁40上，从而实现车体钢结构的整体承载。此外，本发明采用了新型牵引梁20结构，牵引梁20采用倾斜设计，更有利于牵引力向两侧的内边梁40传递。
本发明采用了新型内边梁40布置方案，内边梁40在枕梁10外侧只延伸大约1米左右，枕梁10内侧延伸至车体第二、四号门之后。即以枕梁10为基准，朝向底架结构的前端延伸1米左右，朝向底架结构的后端方向一直延伸至车体第二、四号门之后。此种设计减轻了枕梁10外侧多余的重量，同时弥补了车体第二、四号门刚度的不足。
本发明实施例的底架结构具有重量轻、强度高、刚度高的优点。能够将各方向力均匀的传递到其他车体部件，避免了应力集中而损坏，实现了车体的整体承载，提高了车辆的承载力。
根据本发明的第一个方面，提供了一种列车，包括底架结构，底架结构为上述实施例的底架结构。应用上述实施例的底架结构的列车，将来自转向架的牵引力均匀分布，实现车体的整体承载。解决了现有技术中的列车底架无法将转向架的牵引力均匀传递的问题。
以上所述仅为本发明的优选实施例而已，并不用于限制本发明，对于本领域的技术人员来说，本发明可以有各种更改和变化。凡在本发明的精神和原则之内，所作的任何修改、等同替换、改进等，均应包含在本发明的保护范围之内。

Claims (11)

  1. 一种底架结构，其特征在于，包括：
    枕梁(10)，沿所述底架结构的横向布置；
    牵引梁(20)，设置在所述枕梁(10)的前端，并沿所述底架结构的纵向布置；
    枕内纵梁(30)，设置在所述枕梁(10)的后端，并沿所述底架结构的纵向布置；
    内边梁(40)，设置在所述枕梁(10)的两侧，并沿所述底架结构的纵向布置；
    其中，所述牵引梁(20)、所述枕梁(10)以及所述枕内纵梁(30)的强度依次递减以将作用于所述牵引梁(20)上的牵引力传递至所述内边梁(40)。
  2. 根据权利要求1所述的底架结构，其特征在于，所述牵引梁(20)包括：
    第一腹板(21)和第二腹板(22)，所述第一腹板(21)和所述第二腹板(22)设置在所述枕梁(10)的前端并沿所述底架结构的横向间隔设置。
  3. 根据权利要求2所述的底架结构，其特征在于，所述牵引梁(20)包括：
    车钩安装座(23)，设置在所述第一腹板(21)和第二腹板(22)之间，所述车钩安装座(23)沿所述底架结构的横向延伸以将所述第一腹板(21)分割为第一段体和第二段体以及将所述第二腹板(22)分割为第三段体和第四段体；
    其中，所述第一段体位于所述第二段体远离所述枕梁(10)的一端，所述第三段体位于所述第四段体远离所述枕梁(10)的一端，所述第一段体与所述第三段体之间的间距沿远离所述枕梁(10)的方向逐渐增大。
  4. 根据权利要求1所述的底架结构，其特征在于，所述底架结构还包括：
    缓冲梁(50)，设置在所述牵引梁(20)的前端并沿所述底架结构的横向布置。
  5. 根据权利要求1所述的底架结构，其特征在于，所述底架结构还包括：
    第一横梁(60)，所述第一横梁(60)为多根，多根所述第一横梁(60)沿所述底架结构的纵向间隔设置，各根所述第一横梁(60)沿所述底架结构的横向延伸并与所述牵引梁(20)交叉连接。
  6. 根据权利要求5所述的底架结构，其特征在于，多根所述第一横梁(60)穿设在所述牵引梁(20)内使各根所述第一横梁(60)与所述牵引梁(20)交叉连接。
  7. 根据权利要求1所述的底架结构，其特征在于，所述枕内纵梁(30)以及所述内边梁(40)均为两根；
    两根所述枕内纵梁(30)间隔设置在所述枕梁(10)的后端，两根所述内边梁(40)对应设置在所述枕梁(10)的两侧。
  8. 根据权利要求7所述的底架结构，其特征在于，所述底架结构还包括：
    第二横梁(70)，所述第二横梁(70)为多根，多根所述第二横梁(70)沿所述底架结构的纵向间隔设置；各根所述第二横梁(70)沿所述底架结构的横向延伸设置并与所述枕内纵梁(30)交叉连接；各根所述第二横梁(70)的两端与两根所述内边梁(40)对应连接。
  9. 根据权利要求8所述的底架结构，其特征在于，多根所述第二横梁(70)穿设在所述枕内纵梁(30)内以使各根所述第二横梁(70)与所述枕内纵梁(30)交叉连接。
  10. 根据权利要求1所述的底架结构，其特征在于，所述内边梁(40)包括位于所述枕梁(10)前端的第一梁体以及位于所述枕梁(10)后端的第二梁体；
    其中，所述第二梁体的长度大于所述第一梁体的长度。
  11. 一种列车，包括底架结构，其特征在于，所述底架结构为权利要求1至10中任一项所述的底架结构。
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