WO2020133934A1 - Wagon, caisse de wagon associée et châssis d'extrémité - Google Patents

Wagon, caisse de wagon associée et châssis d'extrémité Download PDF

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Publication number
WO2020133934A1
WO2020133934A1 PCT/CN2019/090803 CN2019090803W WO2020133934A1 WO 2020133934 A1 WO2020133934 A1 WO 2020133934A1 CN 2019090803 W CN2019090803 W CN 2019090803W WO 2020133934 A1 WO2020133934 A1 WO 2020133934A1
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WO
WIPO (PCT)
Prior art keywords
plate
welded
vertical
coupler
floor
Prior art date
Application number
PCT/CN2019/090803
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English (en)
Chinese (zh)
Inventor
刘娟娟
郭斌
范乐天
李东波
张硕韶
刘海波
李影
梅文博
Original Assignee
中车唐山机车车辆有限公司
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Application filed by 中车唐山机车车辆有限公司 filed Critical 中车唐山机车车辆有限公司
Publication of WO2020133934A1 publication Critical patent/WO2020133934A1/fr

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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
    • B61F1/08—Details
    • B61F1/10—End constructions
    • 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
    • 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
    • B61F1/02—Underframes with a single central sill

Definitions

  • the present application relates to the technical field of rail vehicles, in particular, to a rail vehicle and its body and end underframe.
  • the body of a rail vehicle includes an underframe.
  • the underframe includes an end underframe and an intermediate underframe.
  • the end underframe includes end beams, side beams, traction beams, and bolster beams.
  • the side beam of the end chassis is a three-stage or multi-section tailor-welded structure. The process is poor. The straightness of the side beam after welding is poor, which is not conducive to the force transmission of the side beam. The force transmission effect of the side beam is thin. Therefore, related
  • the mid-end chassis of the technology generally adopts the middle force transmission structure. At the same time, at the junction of the end chassis and the middle chassis, a vertical transition is adopted between the side beams of the end chassis and the side chassis of the middle chassis, resulting in stress concentration easily occurring at the connection.
  • the technical staff found that the end frame in the related art cannot meet the requirements of anti-compression heavy load (for example, a compression load of 3560KN).
  • the embodiments of the present application provide a rail vehicle, a car body, and an end underframe.
  • the end underframe can meet the requirements of resistance through the addition of a force transmission beam, an integrally formed side beam member, and a variable cross-sectional structure at the end of the side beam. Compression and heavy load requirements.
  • an end underframe which includes a front end beam, a rear end beam, two side beams, a bolster beam and a traction beam;
  • a force transmission beam corresponding to the position of the traction beam is welded between the rear beams;
  • the side beam includes a U-shaped channel steel with an opening facing the traction beam and a sealing plate welded to the opening.
  • the U-shaped channel steel and the sealing plate are both integrally formed structures;
  • the side beam is provided with a variable cross-sectional structure at an end facing away from the traction beam, and along the direction from the front end beam toward the rear end beam, the variable cross-sectional structure is used to gradually increase the cross-sectional area of the side beam Become smaller.
  • a stainless steel cover plate welded to the top and bottom of the force transmission beam is further included to form the box structure between the force transmission beam and the stainless steel cover plate.
  • a floor beam is welded between the side beam and the traction beam, and between the side beam and the force transmission beam, and the floor beam is away from the floor
  • a stainless steel floor is welded to one side of the traction beam;
  • a floor longitudinal beam is welded to a surface of the stainless steel floor facing the traction beam, and the floor longitudinal beam is used to increase the rigidity of the stainless steel floor.
  • an elliptical weight-reducing hole is provided on the floor beam; the floor longitudinal beam is welded to the stainless steel floor by spot welding.
  • the thickness of the stainless steel floor is 2 mm to 3 mm.
  • the edge of the stainless steel floor and the side beam, the traction beam, the bolster beam, the front end beam, the rear end beam, and the force transmission beam are both Connected by full welding process.
  • the traction beam includes a bottom plate, a cover plate, a first vertical plate, a second vertical plate, a coupler panel, a horizontal support plate, and a vertical support plate; wherein:
  • the cover plate and the bottom plate are oppositely arranged in the vertical direction;
  • the first vertical plate and the second vertical plate are oppositely arranged, and are both welded between the bottom plate and the cover plate;
  • the coupler panel is arranged in a vertical direction, one side surface is used to install a coupler, and the other side surface is used to install a horizontal support plate, the coupler panel and the bottom plate, the cover plate, the first upright plate Are welded to the second vertical plate, and an installation space is formed on the side of the coupler panel where the coupler is installed, and a cavity is formed on the other side of the coupler panel facing away from the coupler;
  • the horizontal support plate is located in the cavity, and is welded to the coupler panel, the first vertical plate, and the second vertical plate;
  • the vertical support plate is located in the cavity, and is welded to the cover plate, the first vertical plate, and the second vertical plate.
  • the length of the horizontal support plate gradually decreases from the cover plate toward the bottom plate.
  • At least two vertical support plates are provided, and at least two vertical support plates are arranged in parallel.
  • the horizontal support plate is provided with a first weight reduction hole; the vertical support plate is provided with a second weight reduction hole; and the bottom plate is provided with a third weight reduction hole.
  • a plurality of first reinforcing ribs are welded on a surface of the first vertical plate facing away from the second vertical plate, and the top of the first reinforcing ribs is welded to the cover plate Connected, and the bottom is welded to the bottom plate;
  • a plurality of second reinforcing ribs are welded on the surface of the second vertical plate facing away from the first vertical plate, the top of the second reinforcing rib is welded to the cover plate, and the bottom is welded to the bottom plate connection.
  • an anti-jumping frame body is provided on both the first vertical plate and the second vertical plate in the installation space, and the anti-jumping frame body is used to prevent the coupler Jump in the vertical direction.
  • a plurality of reinforcing plates are provided in the side beam cavity formed by the U-shaped channel steel and the sealing plate, and the U-shaped channel steel, the sealing plate, and the reinforcing The plates are made of carbon steel plates.
  • a vehicle body which includes any end chassis as provided in the above technical solution.
  • a rail vehicle includes the vehicle body provided by the above technical solution.
  • the rail vehicle provided in the embodiments of the present application and its body and end chassis are adopted.
  • the end chassis is welded with a force transmission beam corresponding to the position of the traction beam between the bolster beam and the rear beam.
  • the force transmission beam can be used to
  • the load received by the traction beam and bolster beam is transferred to the middle chassis;
  • the U-shaped channel steel and the sealing plate of the side beam are all made of an integrated molding structure, and a variable cross-section structure is provided at one end of the side beam, so that the structural strength and the side beam itself High stiffness, able to bear and transmit heavy loads, so that the heavy loads on the traction beam and bolster beam can be transmitted through the force transmission beam and the side beam at the same time, which can distribute the compressive stress, and through the variable cross-sectional structure of the side beam and the middle chassis
  • the connection of the side beams can make a gradual transition, avoid stress concentration, good force transmission effect, and can also reduce the welding workload during the assembly process, which is helpful to ensure the straightness of
  • FIG. 1 is a three-dimensional structural schematic diagram of an end chassis provided by an embodiment of the present application.
  • FIG. 2 is a schematic diagram of the A-direction structure of the end chassis provided in FIG. 1;
  • FIG. 3 is a schematic cross-sectional view taken along line B-B of the traction beam of the end chassis provided in FIG. 1;
  • FIG. 4 is a schematic cross-sectional view taken along line C-C of the floor beam of the end chassis provided in FIG. 2;
  • FIG. 5 is a schematic cross-sectional view taken along line D-D of the floor longitudinal beam of the end chassis provided in FIG. 2;
  • FIG. 6 is a three-dimensional structural schematic diagram of the side beam of the end chassis provided in FIG. 1;
  • FIG. 7 is a schematic diagram of the E-E sectional structure of the side beam provided in FIG. 6;
  • FIG. 8 is a schematic view of the F-direction structure of the side beam provided in FIG. 6 after removing the sealing plate;
  • FIG. 9 is a schematic cross-sectional view taken along the line G-G of the side beam provided in FIG. 8;
  • FIG. 10 is a schematic diagram of the H-H sectional structure of the side beam provided in FIG. 8;
  • FIG. 11 is a schematic cross-sectional view taken along the line I-I of the side beam provided in FIG. 8;
  • FIG. 12 is a schematic view of the J-J cross-sectional structure of the side beam provided in FIG. 8.
  • an embodiment of the present application provides a rail vehicle, a vehicle body, and an end underframe.
  • the end underframe is provided with an additional force transmission beam, an integrally formed side beam member, and a variable cross-sectional structure at the end of the side beam. , Can meet the requirements of anti-compression and heavy load.
  • an embodiment of the present application provides an end underframe 1, as shown in the structure of FIGS. 1 and 2, the end underframe 1 includes a front end beam 11, a rear end beam 12, two side beams 13, a sleeper beam 14, and a traction beam 15;
  • Welding connection between the bolster beam 14 and the rear beam 12 is a force transmission beam 16 corresponding to the position of the traction beam 15;
  • the front beam 11, the rear beam 12 and the two side beams 13 are welded to form a rectangular frame structure;
  • the beam 14 is welded to the middle area of the two side beams 13;
  • the traction beam 15 is welded to the side of the bolster beam 14 facing the front beam 11 and the front beam 11;
  • the traction beam 15 is welded to the two sides of the bolster beam 14
  • the side beam 13 includes a U-shaped channel steel 131 whose opening faces the traction beam 15 and a sealing plate 132 welded to the opening.
  • the U-shaped channel steel 131 and the sealing plate 132 are an integrally formed structure; as shown in FIGS. 1, 6 and 7
  • the side beam 13 includes a U-shaped channel steel 131 whose opening faces the traction beam, and a sealing plate 132 is welded at the opening of the U-shaped channel steel, so that the cross section of the side beam 13 forms a rectangular structure to improve the side beam 13 Structural strength and stiffness, thereby improving the carrying capacity of the side beam 13;
  • the U-shaped channel steel 131 and the sealing plate 132 constituting the side beam 13 are all formed in an integrated structure, that is, the U-shaped channel steel 131 and the sealing plate 132 are integral
  • the structure does not require welding connection, which not only reduces the welding workload, but also helps to improve the straightness of the side beam 13 and other parameters;
  • the side beam 13 is provided with a variable-section structure 133 at an end facing away from the traction beam 15, and the variable-section structure 133 is used to gradually reduce the cross-sectional area of the side beam 13 in a direction from the front end beam 11 toward the rear end beam 12.
  • a variable cross-sectional structure 133 is provided at the end of the side beam 13 near the rear beam 12, that is, from the front beam 11 toward the rear beam 12, the side beam 13
  • the cross-sectional area of the part is gradually reduced, so that when the end chassis 1 is connected to the middle chassis, the side beam 13 and the side chassis side beam form a gradually transitional connection structure.
  • the vehicle can be reduced in The stress concentration between the side beam 13 and the underframe side beam during the compression mode.
  • the above end frame 1 is welded between the bolster beam 14 and the rear end beam 12 with a force transmission beam 16 corresponding to the position of the traction beam 15.
  • the force transmission beam 16 is opposite to the position of the center frame bottom beam of the middle chassis.
  • the beam 16 can transfer the load received by the traction beam 15 to the middle chassis; the U-shaped channel steel 131 and the sealing plate 132 of the side beam 13 are all formed in an integrated structure, and a variable cross-sectional structure 133 is provided at one end of the side beam 13 so that The structural strength and rigidity of the side beam 13 are improved, and can withstand and transmit heavy loads, so that the heavy loads received by the traction beam 15 and the bolster beam 14 can be simultaneously transmitted through the force transmission beam 16 and the side beam 13, and can disperse the traction beam 15 to bear Compressive stress, and through the variable cross-sectional structure 133 of the side beam 13 connected to the middle chassis side beam 13, can gradually transition, to avoid stress concentration, good force transmission effect, but also reduce the welding workload in the assembly process, help
  • the above-mentioned bottom chassis 1 further includes a stainless steel cover plate 17 welded to the top and bottom of the force transmission beam 16 for making the force transmission beam 16 and stainless steel
  • the cover plate 17 forms a box-shaped structure.
  • the stainless steel cover plate 17 Since the stainless steel cover plate 17 is welded on the top and bottom of the transmission beam 16, the transmission beam 16 and the stainless steel cover plate 17 form a box structure. Therefore, the stainless steel cover plate 17 can further enhance the structural strength of the transmission beam 16 and The stiffness, thereby improving the structural strength and rigidity of the end chassis 1, enables the end chassis 1 to bear higher compressive stress.
  • a floor beam 18 is welded between the side beam 13 and the traction beam 15 and between the side beam 13 and the force transmission beam 16, and the floor beam 18 is away from the traction
  • a stainless steel floor 19 is welded to one side of the beam 15;
  • a floor longitudinal beam 20 is welded to the surface of the stainless steel floor 19 facing the traction beam 15, and the floor longitudinal beam 20 is used to increase the rigidity of the stainless steel floor 19.
  • a plurality of floor beams 18 are welded and connected between the side beam 13 and the traction beam 15, and a plurality of floor beams 18 and floor beams are also welded and connected between the side beam 13 and the transmission beam 16 18 is used to fixedly install and support the stainless steel floor 19, and a plurality of floor longitudinal beams 20 are welded and connected to the stainless steel floor 19, and the floor longitudinal beams 20 are used to improve the structural strength and rigidity of the stainless steel floor 19;
  • the cross-sectional shape of the floor beam 18 can be The U-shaped beam shown in the structure in FIG. 4 may also be the hat shape shown in the structure in FIG. 5; the cross-sectional shape of the floor stringer 20 may be the hat shape shown in the structure in FIG.
  • the thickness of the stainless steel floor 19 may be 2 mm to 3 mm, such as: 2 mm, 2.2 mm, 2.3 mm, 2.5 mm, 2.7 mm, 2.8 mm, and 3 mm.
  • the above-mentioned end frame 1 is connected to the floor beam 18 between the side beam 13 and the traction beam 15 and the force transmission beam 16 by welding to facilitate the installation of the stainless steel floor 19, and the floor beam 18 and the stainless steel floor 19 are also conducive to further improve the end frame Structural strength and rigidity of 1.
  • the floor stringer 20 connected to the side of the stainless steel floor 19 by welding can increase the strength and rigidity of the stainless steel floor 19.
  • a plurality of elliptical weight-reducing holes 181 are provided on the floor beam 18.
  • the elliptical weight-reducing holes 181 can reduce the weight of the floor beam 18, thereby reducing the weight of the end chassis 1.
  • the floor stringer 20 is spot welded to one side surface of the stainless steel floor 19.
  • the edges of the stainless steel floor 19 are separated from the side beam 13, the traction beam 15, the bolster beam 14, the front beam 11, the rear beam 12, and The force transmission beams 16 are connected by a full welding process.
  • the stainless steel floor 19 is welded to the side beam 13, the traction beam 15, the bolster beam 14, the front end beam 11, the rear end beam 12 and the force transmission beam 16 by means of full welding, so as to connect the top of the end chassis 1 through the stainless steel floor 19 Isolate and seal from the bottom.
  • a plurality of reinforcing plates 134 are provided in the side beam cavity formed by the U-shaped channel steel 131 and the sealing plate 132, and the U-shaped channel steel 131
  • the sealing plate 132 and the reinforcing plate 134 are made of carbon steel plate.
  • a plurality of reinforcement plates 134 for improving the strength and rigidity of the side beam 13 are provided inside the side beam 13.
  • the reinforcement plate 134 may include a plurality of first reinforcement plates 1341 arranged in parallel A second reinforcing plate 1342, a third reinforcing plate 1343, and a fourth reinforcing plate 1344; as shown in the structure of FIG.
  • the three sides of the first reinforcing plate 1341 are welded to the U-shaped channel steel 131, and the other side Welding connection with the sealing plate 132 is used to ensure the outer contour of the side beam 13 and prevent welding deformation; as shown in the structure of FIG. 9, the three sides of the second reinforcing plate 1342 are also welded to the U-shaped channel steel 131, and another A notched side is welded to the sealing plate 132, and the notch provided on the second reinforcing plate 1342 is used to prevent stress concentration during the welding process; as shown in the structure of FIG.
  • the third reinforcing plate 1343 is along the side beam 13
  • the longitudinal extension of the main is mainly used to strengthen the structural strength and rigidity of the variable cross-sectional structure 133 of the side beam 13; as shown in the structure of FIG. 12, the fourth reinforcing plate 1344 is provided at the end of the side beam 13 to improve the side beam 13 Structural strength and stiffness at the end.
  • the reinforcing plate 134 disposed inside the side beam 13 can further improve the structural strength and rigidity of the side beam 13, while preventing welding deformation of the side beam 13, and can also improve the compression bearing capacity of the end chassis 1 under compression conditions .
  • the above end frame 1 includes a traction beam 15, which is used in rail vehicles to connect the coupler to the chassis of the vehicle body
  • the traction beam 15 includes a bottom plate 151, a cover plate 152, a first vertical plate 153, a second vertical plate 154, a coupler panel 155, a horizontal support plate 156 and a vertical support plate 157; a bottom plate 151, a cover plate 152, a first
  • the vertical plate 153, the second vertical plate 154, the coupler panel 155, the horizontal support plate 156 and the vertical support plate 157 are all made of steel plates; among them:
  • the cover plate 152 and the bottom plate 151 are oppositely arranged in the vertical direction; as shown in the structure of FIG. 3, the cover plate 152 is provided on the top of the traction beam 15, the cover plate 152 is welded to the front beam 11, and the bottom plate 151 is provided on the bottom of the traction beam 15 , The cover plate 152 and the bottom plate 151 are oppositely arranged;
  • the first vertical plate 153 and the second vertical plate 154 are oppositely arranged, and are both welded between the bottom plate 151 and the cover plate 152; as shown in the structure of FIG. 3, the first vertical plate 153 is located on the left side and the second vertical plate 154 is located On the right side, the first vertical plate 153 and the second vertical plate 154 are oppositely arranged, and are all welded between the cover plate 152 and the bottom plate 151; the bottom plate 151, the cover plate 152, the first vertical plate 153, and the second vertical plate 154 are formed by welding Rectangular cylinder structure to improve the structural strength of the traction beam 15;
  • the coupler panel 155 is arranged in a vertical direction, one side surface is used to install the coupler, and the other side surface is used to install the horizontal support plate 156, the coupler panel 155 and the bottom plate 151, the cover plate 152, the first The vertical plate 153 and the second vertical plate 154 are all welded together, and a mounting space is formed on the side of the coupler panel 155 where the coupler is installed, and a cavity is formed on the other side of the coupler panel 155 facing away from the coupler; the tail of the coupler is fixed by the coupler panel 155 In order to fix and limit the coupler through the coupler panel 155, load the force of the coupler in the front and back directions, and further increase the load-bearing pressure on the traction beam by welding the horizontal support plate 156 on the other side of the coupler panel 155;
  • the horizontal support plate 156 is located in the cavity and is welded to the coupler panel 155, the first vertical plate 153, and the second vertical plate 154; the horizontal support plate 156 may be provided with at least two, such as two, three, or more, It is also possible to provide only one; when two or more horizontal support plates 156 are provided, at least two horizontal support plates 156 are arranged in parallel. As shown in the structure of FIG.
  • the traction beam 15 is provided with three horizontal support plates 156 that are all parallel to the horizontal plane, such as: a first horizontal support plate 1561, a second horizontal support plate 1562, and a third horizontal support plate 1563;
  • a horizontal support plate 156 can strengthen the structural strength and rigidity of the coupler panel 155, thereby increasing the overall structural strength and rigidity of the traction beam 15;
  • the vertical support plate 157 is located in the cavity, and is welded to the cover plate 152, the first vertical plate 153, and the second vertical plate 154.
  • two vertical support plates 157 are provided in the cavity formed by the coupler panel 155, the bottom plate 151, the cover plate 152, the first vertical plate 153, and the second vertical plate 154, such as:
  • a vertical support plate 1571 and a second vertical support plate 1572, the first vertical support plate 1571 and the second vertical support plate 1572 are welded to the cover plate 152, the first vertical plate 153 and the second vertical plate 154,
  • the vertical support plate 157 may be provided with one, two or more, when at least two vertical support plates 157 are provided, at least The two vertical support plates 157 are disposed in parallel, and the vertical support plate 157 is disposed on the side of the cover plate 152 away from the coupler panel 155.
  • the bottom plate 151, the cover plate 152, the first vertical plate 153 and the second vertical plate 154 of the above-mentioned traction beam 15 are welded to form a rectangular cylinder structure.
  • the coupler panel 155 is disposed in the cylinder body.
  • the cover plate 152, the first vertical plate 153 and the second vertical plate 154 are welded to form a space for installing the coupler on the side of the coupler panel 155, and a cavity is formed on the side of the coupler panel 155 facing away from the coupler to make the traction beam 15
  • a box structure is formed on the rear side of the coupler panel 155, and horizontal support plates 156 and vertical support plates 157 are welded in the cavity, and are welded together with the coupler panel 155, the first vertical plate 153, and the second vertical plate 154
  • the horizontal support plate 156 can enhance the structural strength and rigidity of the traction beam 15, and can improve the compressive resistance of the traction beam in the horizontal direction, by welding together with the cover plate 152, the first vertical plate 153, and the second vertical plate 154
  • the straight support plate 157 can further enhance the structural strength and rigidity of the traction beam 15 and can improve the compression resistance of the traction beam 15 in the vertical direction. Therefore, the structural strength and rigidity of the traction beam 15
  • the length of the horizontal support plate 156 gradually changes from the cover plate 152 toward the bottom plate 151.
  • the cavity of the traction beam 15 is provided with three horizontal support plates 156, namely a first horizontal support plate 1561, a second horizontal support plate 1562, and a third horizontal support plate 1563, and along the secondary cover plate 152
  • the length of the three horizontal support plates 156 gradually becomes smaller; in the actual design process, the length of the three horizontal support plates 156 can be adjusted according to the specific space of the cavity (eg, height, width, and length)
  • the arrangement that is, in the direction from the cover plate 152 toward the bottom plate 151, the lengths of the three horizontal support plates 156 may be gradually reduced, or the same length may be adopted, or may be gradually increased.
  • the structural strength and rigidity of the coupler panel 155 can be strengthened, and the force of the coupler acting on the coupler panel 155 can be passed through the horizontal support panel 156
  • the additional horizontal support plate 156 can further improve the structural strength and rigidity of the traction beam 15, so that the coupling force can be quickly dispersed and transmitted, to avoid stress concentration, The compression resistance of the traction beam 15 and the end chassis 1 is improved.
  • a first weight reduction hole 1564 is provided on the horizontal support plate 156, as shown in the structure of FIG. 3, in The first horizontal support plate 1561 is provided with three first weight reduction holes 1564, the second horizontal support plate 1562 is provided with two first weight reduction holes 1564, and the third horizontal support plate 1563 is provided with a first weight reduction hole The weight hole 1564; the vertical support plate 157 is provided with a second weight reduction hole 1573, the first vertical support plate 1571 is provided with a second weight reduction hole 1573, and the second vertical support plate 1572 is also provided with a first Two weight reduction holes 1573; as shown in the structure of FIG. 3, a plurality of third weight reduction holes 1511 are provided on the bottom plate 151.
  • the weight-reducing hole reduces the weight of the traction beam 15 while saving materials and reducing costs, thereby reducing the weight of the entire rail vehicle.
  • the surface of the first vertical plate 153 facing away from the second vertical plate 154 is welded A first reinforcement rib, the top of the first reinforcement rib is welded to the cover plate 152, and the bottom is welded to the bottom plate 151; on the surface of the first vertical plate 153 close to the coupler panel 155 facing away from the second vertical plate 154 Multiple parallel first reinforcement ribs, the first reinforcement ribs are plate-like structures;
  • a plurality of second reinforcing ribs 1541 are welded on the surface of the second vertical plate 154 facing away from the first vertical plate 153, the top of the second reinforcing plate 1541 is welded to the cover plate 152, and the bottom is welded to the bottom plate 151.
  • a plurality of parallel second reinforcement ribs 1541 are welded on the surface of the second vertical plate 154 close to the coupler panel 155 facing away from the first vertical plate 153, the second reinforcement The rib 1541 is a plate-like structure.
  • the first vertical plate 153 and the second vertical plate can be separated by a plurality of first reinforcing ribs provided on one surface of the first vertical plate 153 and a plurality of second reinforcing ribs 1541 provided on the surface of the second vertical plate 154.
  • the traction beam 15 is fixed to the bottom plate 151 and the cover plate 152 respectively, which makes the connection structure between the first vertical plate 153, the second vertical plate 154, the bottom plate 151 and the cover plate 152 more reliable and stable, and further improves the structural strength and rigidity of the traction beam 15
  • the structural strength and rigidity near the coupler panel 155 can be improved, the compression resistance of the coupler panel 155 can be improved, and thus the traction beam 15 can be improved. Reliability and security.
  • an anti-jumping frame body 158 is provided on both the first vertical plate 153 and the second vertical plate 154 in the installation space. Prevent the coupler from jumping in the vertical direction.
  • the anti-jump frame 158 may include a plurality of plate-shaped structural members welded and connected to the first vertical plate 153 and the second vertical plate 154, and the plurality of plate-shaped structural elements are fixedly connected and formed in The shape of the top of the coupler is adapted to limit the coupler in the vertical direction.
  • FIG. 3 refer to FIG. 3 for the specific structure of the anti-jumping framework 158.
  • the specific structure of the anti-jumping frame 158 is not specifically limited here, as long as it can limit the coupler in the vertical direction, and the specific structure can also be set according to the specific shape and parameters of the coupler.
  • the anti-jumping frame body 158 limits the coupler in the vertical direction, restricts the freedom of movement of the coupler in the vertical direction, and realizes the coupler and the traction beam 15 fixed connection, even when the coupler receives a large compressive force, the jumper frame 158 can prevent the coupler from jumping in the vertical direction, and can also prevent the coupler from pulling on the traction by limiting the vertical jump of the coupler The destruction of the beam 15 further improves the safety and reliability of the traction beam 15.
  • a mounting hole for mounting a coupler bracket is provided on the bottom of the bottom plate 151. Since the bottom of the bottom plate 151 is provided with a mounting hole for installing the coupler bracket, when installing the coupler, the coupler bracket can be conveniently installed on the bottom plate 151 through the mounting hole, which is beneficial to improve the efficiency of the coupler bracket installation and Convenience.
  • the first vertical seat plate 153 and the second vertical plate 154 in the installation space of the traction beam 15 are also provided with front slave seat plates 159 for installing couplers, and the front slave seat plates 159 are symmetrically arranged There are two, one of which is provided on the first vertical plate 153 and the other is provided on the second vertical plate 154.
  • An embodiment of the present application provides a vehicle body, and the vehicle body includes any end chassis 1 as provided in the foregoing embodiment.
  • An embodiment of the present application provides a rail vehicle, which includes the vehicle body provided in the foregoing embodiment.

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  • Body Structure For Vehicles (AREA)

Abstract

L'invention concerne un châssis d'extrémité (1) comprenant une barre d'extrémité avant (11), une barre d'extrémité arrière (12), deux brancards (13), une traverse (14) et une longrine de traction (15). Une barre de transmission de force (16) positionnée en correspondance avec la longrine de traction (15) est soudée entre la traverse (14) et la barre d'extrémité arrière (12). Les brancards (13) comprennent chacun un canal en acier en forme de U (131) ayant une ouverture faisant face à la longrine de traction (15), et une plaque d'étanchéité (132) soudée à l'ouverture. Les deux canaux en acier en forme de U (131) et la plaque d'étanchéité (132) sont des structures formées d'un seul tenant. Une structure de section transversale variable est disposée au niveau d'une partie terminale de chaque brancard (13) à distance de la longrine de traction (15), et est utilisée pour réduire progressivement une surface de section transversale du brancard dans une direction allant de la barre d'extrémité avant (11) à la barre d'extrémité arrière (12). L'invention concerne également une caisse de wagon et un wagon. Le châssis d'extrémité est en outre pourvu de la barre de transmission de force, du brancard formé d'un seul tenant et de la structure de section transversale variable de la partie terminale du brancard, satisfaisant ainsi les exigences de résistance à la compression et de résistance à la charge lourde.
PCT/CN2019/090803 2018-12-25 2019-06-12 Wagon, caisse de wagon associée et châssis d'extrémité WO2020133934A1 (fr)

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CN201811593608.4A CN111361592B (zh) 2018-12-25 2018-12-25 一种轨道车辆及其车体和端底架
CN201811593608.4 2018-12-25

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WO2020133934A1 true WO2020133934A1 (fr) 2020-07-02

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EP4344976A1 (fr) * 2022-09-28 2024-04-03 Siemens Mobility GmbH Procédé de fabrication d'un châssis de plancher pour une caisse d'un véhicule ferroviaire et châssis de plancher

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