WO2021114346A1 - 一种轨道车辆及其车体和端底架 - Google Patents

一种轨道车辆及其车体和端底架 Download PDF

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Publication number
WO2021114346A1
WO2021114346A1 PCT/CN2019/126493 CN2019126493W WO2021114346A1 WO 2021114346 A1 WO2021114346 A1 WO 2021114346A1 CN 2019126493 W CN2019126493 W CN 2019126493W WO 2021114346 A1 WO2021114346 A1 WO 2021114346A1
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WIPO (PCT)
Prior art keywords
coupler
traction
vertical plate
mounting seat
floor
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PCT/CN2019/126493
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English (en)
French (fr)
Inventor
侯建英
许保磊
张硕韶
郝振杰
张锦华
王海生
杨玉喜
付一娜
宗建平
陈乐恒
刘涛
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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
Priority to CA3168403A priority Critical patent/CA3168403A1/en
Publication of WO2021114346A1 publication Critical patent/WO2021114346A1/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
    • B61F1/08—Details
    • B61F1/10—End constructions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G11/00—Buffers
    • B61G11/16—Buffers absorbing shocks by permanent deformation of buffer element
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance

Definitions

  • This application relates to the technical field of rail vehicles, in particular to a rail vehicle and its car body and end underframe.
  • the body of a rail vehicle includes an underframe, which includes an end underframe and a middle underframe, and the end underframe includes components such as traction beams, bolster beams, and buffer beams.
  • the end underframe generally adopts a central force transmission structure in which force is transmitted by traction beam, corbel and buffer beam, and the force transmission effect of the side beam is mediocre.
  • the car body strength standards of related rail vehicles need to meet the subway stainless steel car body standard BS EN12663-2 with a compressive load greater than 800kN and the domestic carbon steel car body with a compressive load greater than 1180kN is TB/T1335.
  • the traction beam of the relevant end underframe is generally set to a closed box structure in order to improve the bearing capacity and compression resistance of the end underframe and the car body.
  • the traction beam of this structure is installed after the coupler, when the rail vehicle collides. , The coupler is not easy to retreat under the blocking of the closed box structure.
  • the embodiment of the application provides a rail vehicle and its car body and end underframe.
  • the end underframe transmits force through the overall structure to improve the compression and heavy load bearing capacity, and is installed by installing the coupler end beam, traction beam and coupler
  • the structure of the seat is improved to realize the function of coupler retreat.
  • an end underframe includes a coupler end cross beam assembly, a left side beam, a right side beam, a bolster, and a force transmission beam assembly; wherein:
  • the left beam and the right beam are arranged in parallel;
  • the coupler end cross beam assembly, the bolster beam, and the force transmission beam assembly are fixedly connected in sequence, and are all fixedly connected to the left beam and the right beam;
  • the coupler end beam assembly includes a coupler end beam, a coupler mounting seat and a traction beam;
  • the coupler end cross beam is fixedly connected to the left side beam and the right side beam;
  • the traction beam is fixedly connected between the coupler end cross beam and the bolster;
  • the coupler mounting seat is a hollow structure, one end of the coupler mounting seat is fixedly connected to a surface of the coupler end cross beam facing away from the traction beam, and the other end is provided with a mounting surface for installing the coupler;
  • the coupler end cross beam is provided with a retreat through hole for allowing the coupler to retreat from the coupler mounting seat toward the traction beam;
  • the traction beam is provided with a retreat space for accommodating the retreat coupler.
  • the coupler mounting seat has a rectangular tubular structure, and the coupler mounting seat is provided with a plurality of crushing through holes penetrating through the wall thickness.
  • the crush through holes are evenly distributed along the circumferential direction of the coupler mounting seat.
  • the crush through hole is provided on the edge of the coupler mounting seat.
  • the left beam and the right beam are both double-layered structures, and include a U-shaped channel steel edge beam with an opening facing the traction beam, and a vertical plate for sealing the opening And a U-shaped stainless steel side beam, the U-shaped stainless steel side beam is sleeved on the outer peripheral surface of the U-shaped channel steel side beam facing away from the traction beam.
  • a plurality of reinforcement plates are welded in the side beam cavity enclosed by the U-shaped channel steel side beam and the vertical plate .
  • the bottom surface of the coupler end beam is protrudingly provided with a coupler mounting panel for installing the coupler mounting seat; the retreat through hole is provided through the coupler mounting panel.
  • a frame structure is fixedly connected to the side of the traction beam facing the left beam and the side facing the right beam, and the frame structure includes fixedly connected cross beams and longitudinal beams ;
  • a stainless steel floor is welded on the top surface of the end chassis, and the edges of the stainless steel floor are connected to the left beam, the right beam, the traction beam, the corbel beam, the coupler end cross beam and the transmission beam.
  • the force beam components are all welded and connected through a full welding process.
  • the floor beams are provided with weight-reducing holes; the floor longitudinal beams have an M-shaped structure, and the floor longitudinal beams and the stainless steel floor are welded and connected by a spot welding process .
  • a plurality of reinforcing rib plates are welded on the surface of the stainless steel floor facing away from the traction beam.
  • the traction beam includes a first vertical plate, a second vertical plate, a top plate, a partition, and a bottom plate;
  • Both the first vertical plate and the second vertical plate are arranged in parallel with the left beam;
  • the bottom plate and the top plate are both arranged in a horizontal direction, and are welded and connected between the first vertical plate and the second vertical plate;
  • the partition plate is welded to connect the first vertical plate and the second vertical plate, and is located between the bottom plate and the top plate in a vertical direction.
  • the first vertical plate and the second vertical plate are both right-angled trapezoidal plates, and along the direction from the coupler end cross beam to the bolster beam, the first vertical plate and The height of the second vertical board is gradually reduced.
  • the embodiments of the present application also provide a vehicle body, which includes any one of the end underframes provided in the above technical solutions and a coupler mounted on the end underframe.
  • the embodiment of the present application also provides a rail vehicle, which includes the car body provided by the above technical solution.
  • the coupler The end beam assembly includes the coupler mounting seat, the coupler end beam and the traction beam. Therefore, when the end underframe is subjected to compression force, the compression force can not only be carried out through the middle transmission path composed of the traction beam, the bolster and the force transmission beam assembly The transmission of the compression force can also be carried out through the coupler end beam and the side beam through the force transmission path on both sides. At the same time, the structural strength of the end underframe is also increased through the left and right beams, and the force can be transmitted through the overall structure. Improve compression and heavy load bearing capacity.
  • the coupler mounting seat of the end underframe is of a hollow structure
  • the coupler end beam is provided with a retreat through hole for the coupler to pass through when the coupler is retracted
  • the traction beam is provided with a retreat space for accommodating the retracted coupler
  • FIG. 1 is a schematic diagram of a three-dimensional structure of an end chassis provided by an embodiment of the application
  • Fig. 2 is a schematic view of another perspective three-dimensional structure of the end chassis provided in Fig. 1;
  • FIG. 3 is a schematic diagram of the three-dimensional structure of the coupler end beam assembly of the end chassis provided in FIG. 1;
  • FIG. 4 is a schematic diagram of the three-dimensional structure of the left beam of the end chassis provided in FIG. 1;
  • Fig. 5 is a schematic cross-sectional structure diagram of A-A of the left beam provided in Fig. 4.
  • 1111-Couple mounting panel 1121-Mounting surface; 1122-Crush through hole; 1131-Return space; 1132-first vertical plate; 1133-second vertical plate; 1134-partition; 1135-base plate.
  • the rail vehicle can be a diesel locomotive or an electric locomotive, and can also be an EMU, subway, light rail, or tram, etc.; the width direction of the rail vehicle is called the horizontal direction, and the traveling direction of the rail vehicle is called the longitudinal direction. , The vertical direction is called the vertical direction.
  • the 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 coupler end cross beam assembly 11, a left side beam 12, a right side beam 13, a bolster 14 and a force transmission beam. Assembly 15; Among them: the left beam 12 and the right beam 13 are arranged in parallel; along the length of the left beam 12, the coupler end cross beam assembly 11, the bolster 14 and the force transmission beam assembly 15 are fixedly connected in turn, and are all connected to the left beam 12 and The right beam 13 is fixedly connected; as shown in the structure of Fig.
  • the coupler end cross beam assembly 11 includes the coupler end cross beam 111, the coupler mounting seat 112 and the traction beam 113; the coupler end cross beam 111 is fixedly connected to the left side beam 12 and the right side beam 13; the traction beam 113 is fixedly connected between the coupler end beam 111 and the bolster 14; the coupler mounting seat 112 is a hollow structure, and one end of the coupler mounting seat 112 is fixedly connected to one side surface of the coupler end cross beam 111 away from the traction beam 113, and the other end is provided There is a mounting surface 1121 for installing the coupler; the coupler end cross beam 111 is provided with a retreat through hole for allowing the coupler to retreat from the coupler mounting seat 112 toward the traction beam 113; the traction beam 113 is provided with a retreat The retreat space of the coupler is 1131.
  • the above-mentioned end underframe 1 is used for rail vehicles and is installed at the end of the car body; the end underframe 1 is used to install bogies and couplers, through which the coupling and marshalling between the carriages can be realized. To realize the movement of the carriage along the track, the end underframe 1 is a very important component on the car body.
  • the coupler end cross beam assembly 11 includes a coupler mounting seat 112, a coupler end cross beam 111 and a traction beam 113.
  • the end chassis 1 when the end chassis 1 is subjected to a compressive force, it can not only pass through the traction beam 113, the bolster 14 and the transmission beam
  • the central force transmission path formed by the force beam assembly 15 transmits the compressive force, and the compression force can also be transmitted through the coupler end cross beam 111 and the side beam through the two side force transmission paths.
  • the traction beam 113 and the side beam are in contact with the rail vehicle.
  • the running direction of the car body is kept consistent, which is conducive to force transmission.
  • the left and right beams 13 also increase the structural strength of the end underframe 1, which can transmit force through the overall structure to improve the compression and heavy load bearing capacity.
  • the coupler mounting seat 112 of the end underframe 1 is a hollow structure
  • the coupler end cross beam 111 is provided with a retreat through hole for passing through when the coupler is retracted
  • the traction beam 113 is provided with a retreat space for accommodating the retracted coupler 1131
  • coupler mounting seat 112 coupler end beam 111 and traction beam 113 are all couplers provided with a retreat space, when a rail vehicle collides, the coupler can damage the coupler mounting seat 112 under the action of collision energy and enter
  • the retreat through holes on the coupler end beam 111 and/or the retreat space 1131 of the traction beam 113 enable the coupler to retreat and absorb collision energy to reduce the loss caused by the collision.
  • the coupler mounting seat 112 is a rectangular tubular structure.
  • the coupler mounting seat 112 is installed on both sides of the coupler mounting seat 112.
  • the ends may be respectively provided with connecting flanges, and the coupler mounting seat 112 is provided with a plurality of crushing through holes 1122 penetrating through the wall thickness.
  • the crush through holes 1122 are evenly distributed along the circumferential direction of the coupler mount 112.
  • a crush through hole 1122 is provided on each edge of the coupler mounting seat 112.
  • the crush through hole 1122 can be provided on the edge of the coupler mounting seat 112 or on the side of the coupler mounting seat 112, namely The setting position and the setting number of the crushed through holes 1122 can be determined according to the actual situation, and are not limited to the coupler mounting seat 112 shown in the structure in FIGS. 1 and 2.
  • the coupler mounting seat 112 may be a hollow steel casting.
  • the coupler mounting seat 112 has a rectangular tubular structure, that is, the coupler mounting seat 112 is a hollow structure, and a crushed through hole 1122 is provided on the wall of the coupler mounting seat 112, so that the coupler mounting seat 112 can meet the requirements of coupler installation.
  • the coupler is forced to squeeze the coupler mount 112 under the effect of the collision energy, and the coupler mount 112 is squeezed and deformed. The deformation of the coupler mount 112 absorbs the collision energy.
  • the coupler When the collision energy is higher When it is large, the coupler is squeezed back until the coupler is squeezed into the retreat space 1131 of the traction beam 113, which meets the requirements for the retraction of the coupler during the collision of the rail vehicle, and passes the squeeze during the retraction process of the coupler.
  • the deformation absorbs collision energy, improves the safety of passengers in the rail vehicle, and reduces the loss of the rail vehicle during the collision.
  • the left beam 12 and the right beam 13 are both double-layered structures, and include a U-shaped channel steel edge beam 121 with an opening facing the traction beam 113, a vertical plate 122 for blocking the opening, and
  • the U-shaped stainless steel side beam 123 is sleeved on the outer peripheral surface of the U-shaped channel steel side beam 121 facing away from the traction beam 113.
  • a plurality of reinforcing plates 124 are welded in the side beam cavity enclosed by the U-shaped channel steel side beam and the vertical plate 122.
  • both the left beam 12 and the right beam 13 include U-shaped channel steel side beams with openings facing the traction beam 113, and vertical plates are welded at the openings of the U-shaped channel steel side beams 122.
  • the cross section of the side beam is formed into a rectangular structure to improve the structural strength and rigidity of the side beam, thereby increasing the load-bearing capacity of the side beam; at the same time, the U-shaped channel steel side beam and the vertical plate 122 that constitute the side beam can all adopt an integral structure That is, the U-shaped channel steel side beam and the vertical plate 122 are both integral structures, and there is no need for welding connection, which not only reduces the welding workload, but also helps to improve various parameters such as the straightness of the side beam.
  • the left beam 12 and the right beam 13 adopt the same composition structure, and the left beam 12 and the right beam 13 are arranged symmetrically, only the left beam 12 is taken as an example for specific structure and
  • the structure of the right beam 13 can refer to the schematic diagrams of the left beam 12 in FIGS. 4 and 5.
  • the above-mentioned left and right beams 13 adopt a double-layer structure, including not only U-shaped channel steel side beams 121 made of carbon steel, but also U-shaped stainless steel sleeved outside the U-shaped channel steel side beams 121 and made of stainless steel.
  • the side beam 123, the U-shaped stainless steel side beam 123 and the U-shaped channel steel side beam 121 are welded together; in the car body assembly process, the U-shaped stainless steel side beam 123 is used to facilitate welding with the stainless steel wall panel of the side wall.
  • the U-shaped channel steel side beam 121 facilitates the welding connection with the coupler end beam 111, the bolster 14, the force transmission beam and other carbon steel components.
  • the left side beam 12 and the right side beam 13 with a double-layer structure are particularly suitable for stainless steel car bodies. ;
  • the entire structure of the side beam can be formed into a stable box structure, which can greatly improve the anti-compression performance of the coupler, so that the body structure can meet the weight
  • the load-bearing requirements of compression conditions for example, compression 3560kN conditions).
  • the bottom surface of the coupler end beam 111 is protrudingly provided with a coupler installation panel 1111 for installing the coupler mounting seat 112;
  • the coupler installation panel 1111 and the coupler end beam 111 is an integrally formed structure, and the coupler end beam 111 can be made by casting, forging, welding and other processes; the retreat through hole is provided through the coupler installation panel 1111.
  • the coupler mounting panel 1111 is protrudingly provided on the bottom surface of the coupler end beam 111, and the coupler mounting panel 1111 is provided with a retreat through hole for the coupler to retract, the retreat through hole corresponds to the position of the coupler mounting seat 112 to facilitate When a rail vehicle collides, the coupler can be squeezed through the retreat through hole under the effect of collision energy to enter the retreat space 1131 of the traction beam 113, preventing the rail vehicle or passengers from being retreated due to the coupler’s inability to retreat. Damage to minimize the loss caused by the collision.
  • the side of the traction beam 113 facing the left beam 12 and the side facing the right beam 13 are fixedly connected with a frame structure 114, and the frame structure 114 includes fixedly connected cross beams and longitudinal beams;
  • a frame structure 114 is provided on both sides of the traction beam 113 facing the side beam.
  • the frame structure 114 includes a cross beam and a longitudinal beam. The structural strength and rigidity of the traction beam 113 are improved by the fixedly connected cross beams and longitudinal beams.
  • the number and location of the beams and longitudinal beams in the structure 114 are not specifically limited, and the specific location and number can be determined according to requirements;
  • the intersecting floor beams 16 and the floor longitudinal beams 17 are further strengthened, so that the components of the entire end chassis 1 are firmly connected to form a solid whole Structure; in the same way, there are no specific restrictions on the location, number, and size of the floor beams 16 and the floor longitudinal beams 17, and the specific location, number, and size can be determined according to requirements;
  • a stainless steel floor 18 is welded on the top surface of the end chassis 1.
  • the thickness of the stainless steel floor 18 can be 1mm ⁇ 3mm, such as: 1mm, 1.5mm, 2mm, 2.5mm, 3mm.
  • a stiffener plate 19 on one side surface of the stainless steel floor 18, as shown in the structure of Figs.
  • the floor longitudinal beam 17 and the stiffener plate 19 are welded by a spot welding process.
  • edges of the stainless steel floor 18 and the left beam 12, the right beam 13, the traction beam 113, the bolster beam 14, the coupler end cross beam 111 and the force transmission beam assembly 15 are all welded and connected by a full welding process. Since the edges of the stainless steel floor 18 and the left beam 12, the right beam 13, the traction beam 113, the bolster beam 14, the coupler end cross beam 111 and the force transmission beam assembly 15 are fully welded, the upper and lower two layers of the stainless steel floor 18 can be fully welded. Sealing and isolation are carried out to prepare for the internal and external sealing of the entire car body.
  • the floor beam 16 is provided with a weight-reducing hole 161; the weight-reducing hole 161 provided on the floor beam 16 may be an oval weight-reducing hole or a circular weight-reducing hole; the floor beam A plurality of weight-reducing holes 161 are provided on the 16 and the weight-reducing holes 161 are provided to reduce the weight of the floor beam 16 and thereby realize the lighter weight of the end chassis 1.
  • the oval weight-reducing holes 161 and the circular weight-reducing holes 161 are adopted. It can prevent stress concentration and prolong the service life of the floor beam 16.
  • the floor stringer 17 has an M-shaped structure, and the floor stringer 17 and the stainless steel floor 18 are welded and connected by a spot welding process. In order to reduce the amount of deformation of the stainless steel floor 18 during the welding process, spot welding is adopted between the floor longitudinal beams 17 and the stainless steel floor 18.
  • the traction beam 113 includes a first vertical plate 1132, a second vertical plate 1133, a top plate, a partition 1134 and a bottom plate 1135; the first vertical plate 1132 and the second vertical plate 1133 are both connected to the left beam 12 are arranged in parallel; the first vertical plate 1132 and the second vertical plate 1133 are both right-angled trapezoidal plates, and the height of the first vertical plate 1132 and the second vertical plate 1133 are gradually reduced along the direction from the coupler end beam 111 to the bolster 14 Small; the bottom plate 1135 and the top plate are arranged in the horizontal direction, and are welded and connected between the first vertical plate 1132 and the second vertical plate 1133; the partition 1134 is welded to connect the first vertical plate 1132 and the second vertical plate 1133, and along the vertical The straight direction is located between the bottom plate 1135 and the top plate.
  • the above-mentioned traction beam 113 is made by welding multiple plates and forms a box-shaped structure with openings, so that the traction beam 113 has higher structural strength and rigidity during normal operation, and during a collision of rail vehicles,
  • the coupler can smoothly retreat from the outside of the end chassis 1 to the side of the traction beam 113 under the squeeze of the collision energy.
  • the fixed connection may be various connection methods such as welding, riveting, fastener connection, threaded connection, etc.; the coupler is used for the connection between two adjacent carriages.
  • the embodiment of the present application also provides a vehicle body (not shown in the figure).
  • vehicle body includes any one of the end underframes 1 provided in the foregoing embodiments and a coupler mounted on the end underframe 1.
  • An embodiment of the present application also provides a rail vehicle, which includes the car body provided in the foregoing embodiment.

Abstract

一种轨道车辆及其车体和端底架，其中端底架包括车钩端横梁组件（11）、边梁（12、13）、枕梁（14）以及传力梁组件（15）；车钩端横梁组件（11）包括车钩端横梁（111）、车钩安装座（112）以及牵引梁（113）；车钩安装座（112）为中空结构，车钩安装座（112）的一端部固定连接于车钩端横梁（111）背离牵引梁（113）的一侧表面、另一端部设置有用于安装车钩的安装面（1121）；车钩端横梁（111）设置有用于使车钩从车钩安装座（112）朝向牵引梁（113）方向回退时穿设的回退通孔；牵引梁（113）设置有用于容置回退的车钩的回退空间（1131）。端底架通过整体结构进行传力以提高抗压缩重承载能力，并通过对车钩端横梁、牵引梁和车钩安装座的结构改进实现车钩回退的功能。

Description

一种轨道车辆及其车体和端底架 技术领域
本申请涉及轨道车辆技术领域，具体地，涉及一种轨道车辆及其车体和端底架。
背景技术
轨道车辆的车体包括底架，底架包括端底架和中间底架，端底架包括牵引梁、枕梁、缓冲梁等部件。端底架一般采用由牵引梁、枕梁和缓冲梁进行传力的中部传力结构，边梁的传力效果微薄。相关轨道车辆的车体强度标准需要满足抗压缩载荷大于800kN的地铁类不锈钢车体标准BS EN12663-2以及抗压缩载荷大于1180kN的国内碳钢车体执行标准为TB/T1335。
相关端底架的牵引梁一般设置为封闭箱体结构，以便提高端底架和车体的承载能力和抗压缩能力，但是，此种结构的牵引梁在安装车钩以后，当轨道车辆发生碰撞时，车钩在封闭箱体结构的阻挡下不便于回退。
因此，当上述端底架面对压缩工况远大于上述标准要求的压缩工况(例如压缩3560kN)时，则无法满足抗压缩重承载要求，同时，相关牵引梁不能实现碰撞过程中车钩回退的功能。
发明内容
本申请实施例中提供了一种轨道车辆及其车体和端底架，该端底架通过整体结构进行传力以提高抗压缩重承载能力，并通过对车钩端横梁、牵引梁和车钩安装座的结构改进实现车钩回退的功能。
根据本申请实施例的第一个方面，提供了一种端底架，该端底架包括车钩端横梁组件、左边梁、右边梁、枕梁以及传力梁组件；其中：
所述左边梁和所述右边梁并行排列；
沿所述左边梁的长度延伸方向，所述车钩端横梁组件、所述枕梁以及所述传力梁组件依次固定连接、且均与所述左边梁和所述右边梁固定连接；
所述车钩端横梁组件包括车钩端横梁、车钩安装座以及牵引梁；
所述车钩端横梁固定连接于所述左边梁和所述右边梁；
所述牵引梁固定连接于所述车钩端横梁与所述枕梁之间；
所述车钩安装座为中空结构，所述车钩安装座的一端部固定连接于所述车钩端横梁背离所述牵引梁的一侧表面、另一端部设置有用于安装车钩的安装面；
所述车钩端横梁设置有用于使所述车钩从所述车钩安装座朝向所述牵引梁方向回退时穿设的回退通孔；
所述牵引梁设置有用于容置回退的车钩的回退空间。
在一些可选的实现方式中，所述车钩安装座为矩形管状结构，所述车钩安装座设置有贯穿壁厚的多个压溃通孔。
在一些可选的实现方式中，所述压溃通孔沿所述车钩安装座的周向均匀分布。
在一些可选的实现方式中，所述压溃通孔设置于所述车钩安装座的棱边上。
在一些可选的实现方式中，所述左边梁和所述右边梁均为双层结构，并包括开口朝向所述牵引梁的U形槽钢边梁、用于封堵所述开口的立板、以及U形不锈钢边梁，所述U形不锈钢边梁套设在所述U形槽钢边梁背离所述牵引梁的一侧外周面。
在一些可选的实现方式中，沿所述U形槽钢边梁的长度延伸方向，在所述U型槽钢边梁与所述立板围成的边梁腔体内焊接有多个加强板。
在一些可选的实现方式中，所述车钩端横梁的底面突出设置有用于安装所述车钩安装座的车钩安装面板；所述回退通孔贯穿所述车钩安装面板设置。
在一些可选的实现方式中，在所述牵引梁朝向所述左边梁的一侧和朝向所 述右边梁的一侧均固定连接有框架结构，所述框架结构包括固定连接的横梁和纵梁；
在所述框架结构与所述左边梁之间、所述框架结构与与所述右边梁之间、所述传力梁组件与所述左边梁之间、以及所述传力梁组件与所述右边梁之间均设置有垂直相交的地板横梁和地板纵梁；
在所述端底架的顶面焊接有不锈钢地板，所述不锈钢地板的边缘与所述左边梁、所述右边梁、所述牵引梁、所述枕梁、所述车钩端横梁以及所述传力梁组件之间均通过满焊工艺进行焊接连接。
在一些可选的实现方式中，所述地板横梁上设置有减重孔；所述地板纵梁为M形结构，并且所述地板纵梁与所述不锈钢地板之间采用点焊工艺进行焊接连接。
在一些可选的实现方式中，在所述不锈钢地板背离所述牵引梁的一侧表面焊接有多个加强筋板。
在一些可选的实现方式中，所述牵引梁包括第一立板、第二立板、顶板、隔板和底板；
所述第一立板和所述第二立板均与所述左边梁平行设置；
所述底板和所述顶板均沿水平方向设置、且焊接连接于所述第一立板和所述第二立板之间；
所述隔板焊接连接所述第一立板和所述第二立板，并且沿竖直方向位于所述底板和所述顶板之间。
在一些可选的实现方式中，所述第一立板和所述第二立板均为直角梯形板，沿从所述车钩端横梁朝向所述枕梁的方向，所述第一立板和所述第二立板的高度均逐渐减小。
另外，本申请实施例还提供了一种车体，该车体包括上述技术方案提供的任意一种端底架以及安装于所述端底架上的车钩。
本申请实施例还提供了一种轨道车辆，该轨道车辆包括上述技术方案提供 的车体。
采用本申请实施例中提供的轨道车辆及其车体和端底架，具有以下有益效果：
第一，由于该端底架设置有依次固定连接的车钩端横梁组件、枕梁以及传力梁组件，并且车钩端横梁组件、枕梁以及传力梁组件均与左、右边梁固定连接，车钩端横梁组件包括车钩安装座、车钩端横梁和牵引梁，因此，在端底架受到压缩力的时候，不仅能够通过由牵引梁、枕梁以及传力梁组件构成的中部传力路径进行压缩力的传递，还能通过车钩端横梁和边梁通过两侧边传力路径进行压缩力的传递，同时，通过左、右边梁也增加了端底架的结构强度，能够通过整体结构进行传力以提高抗压缩重承载能力。
第二，由于端底架的车钩安装座为中空结构，车钩端横梁设置有用于车钩回退时穿设的回退通孔，并且牵引梁设置有用于容置回退的车钩的回退空间，由于车钩安装座、车钩端横梁和牵引梁均为车钩设置了回退的空间，在轨道车辆发生碰撞时，车钩能够在碰撞能量的作用下破坏车钩安装座，并进入车钩端横梁上的回退通孔和/或牵引梁的回退空间中，使得车钩能够进行回退，对碰撞能量进行吸收，以降低碰撞带来的损失。
附图说明
此处所说明的附图用来提供对本申请的进一步理解，构成本申请的一部分，本申请的示意性实施例及其说明用于解释本申请，并不构成对本申请的不当限定。在附图中：
图1为本申请实施例提供的端底架的立体结构示意图；
图2为图1中提供的端底架的另一角度的立体结构示意图；
图3为图1中提供的端底架的车钩端横梁组件立体结构示意图；
图4为图1中提供的端底架的左边梁的立体结构示意图；
图5为图4中提供的左边梁的A-A的剖面结构示意图。
附图标记：
1-端底架；11-车钩端横梁组件；12-左边梁；13-右边梁；14-枕梁；15-传力梁组件；16-地板横梁；17-地板纵梁；18-不锈钢地板；19-加强筋板；
111-车钩端横梁；112-车钩安装座；113-牵引梁；114-框架结构；121-U形槽钢边梁；122-立板；123-U形不锈钢边梁；124-加强板；161-减重孔；
1111-车钩安装面板；1121-安装面；1122-压溃通孔；1131-回退空间；1132-第一立板；1133-第二立板；1134-隔板；1135-底板。
具体实施方式
为了使本申请实施例中的技术方案及优点更加清楚明白，以下结合附图对本申请的示例性实施例进行进一步详细的说明，显然，所描述的实施例仅是本申请的一部分实施例，而不是所有实施例的穷举。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。
在本实施例中，轨道车辆可以为内燃机车或电力机车，还可以为动车组、地铁、轻轨或有轨电车等；将轨道车辆的宽度方向称为横向方向，将轨道车辆行驶方向称为纵向，将竖直方向称为垂向。
实施例一
本申请实施例提供了一种端底架1，如图1和图2结构所示，该端底架1包括车钩端横梁组件11、左边梁12、右边梁13、枕梁14以及传力梁组件15；其中：左边梁12和右边梁13并行排列；沿左边梁12的长度延伸方向，车钩端横梁组件11、枕梁14以及传力梁组件15依次固定连接、且均与左边梁12和右边梁13固定连接；如图3结构所示，车钩端横梁组件11包括车钩端横梁111、车钩安装座112以及牵引梁113；车钩端横梁111固定连接于左边梁12和右边梁13；牵引梁113固定连接于车钩端横梁111与枕梁14之间；车钩安装座112为中空结构，车钩安装座112的一端部固定连接于车钩端横梁111背离牵引梁113的一侧表面、另一端部设置有用于安装车钩的安装面1121；车钩端横梁111设置有用于使车钩从车钩安装座112朝向牵引梁113方向回退时穿设的回退通孔；牵引梁113设置有用于容置回退的车钩的回退空间1131。
上述端底架1用于轨道车辆，并设在车体的端部；端底架1用于安装转向架和车钩，通过车钩能够实现各节车厢之间的连挂和编组，通过转向架能够实现车厢沿轨道的移动，端底架1为车体上十分重要的一个部件。
由于该端底架1设置有依次固定连接的车钩端横梁组件11、枕梁14以及传力梁组件15，并且车钩端横梁组件11、枕梁14以及传力梁组件15均与左、右边梁13固定连接，车钩端横梁组件11包括车钩安装座112、车钩端横梁111和牵引梁113，因此，在端底架1受到压缩力的时候，不仅能够通过由牵引梁113、枕梁14以及传力梁组件15构成的中部传力路径进行压缩力的传递，还能通过车钩端横梁111和边梁通过两侧边传力路径进行压缩力的传递，牵引梁113与边梁在与轨道车辆的车体运行方向保持一致，有利于力的传递，同时，通过左、右边梁13也增加了端底架1的结构强度，能够通过整体结构进行传力以提高抗压缩重承载能力。
由于端底架1的车钩安装座112为中空结构，车钩端横梁111设置有用于车钩回退时穿设的回退通孔，并且牵引梁113设置有用于容置回退的车钩的回退空间1131，由于，车钩安装座112、车钩端横梁111和牵引梁113均为车钩设置了回退的空间，在轨道车辆发生碰撞时，车钩能够在碰撞能量的作用下破坏车钩安装座112，并进入车钩端横梁111上的回退通孔和/或牵引梁113的回退空间1131中，使得车钩能够进行回退，对碰撞能量进行吸收，以降低碰撞带来的损失。
一种具体的实施方式中，如图1和图2结构所示，车钩安装座112为矩形管状结构，为了方便车钩安装座112与车钩安装面板1111和车钩的连接，在车钩安装座112的两端可以分别设置有连接用法兰盘，车钩安装座112设置有贯穿壁厚的多个压溃通孔1122。压溃通孔1122沿车钩安装座112的周向均匀分布。在车钩安装座112的每个棱边上均设置有压溃通孔1122，压溃通孔1122可以设置在车钩安装座112的棱边上，也可以设置在车钩安装座112的侧面上，即，压溃通孔1122的设置位置和设置数量可以根据实际情况进行确定，不限 于图1和图2中结构所示的车钩安装座112。车钩安装座112可以为中空铸钢件。
由于车钩安装座112为矩形管状结构，即，车钩安装座112为中空结构，同时在车钩安装座112的壁上设置有压溃通孔1122，因此，使得车钩安装座112在满足车钩安装要求的情况下，在轨道车辆发生碰撞时，使车钩在碰撞能量的作用下挤压车钩安装座112，使车钩安装座112发生挤压变形，通过车钩安装座112的变形吸收碰撞能量，当碰撞能量较大时，车钩被挤压回退，直到车钩被挤压进入到牵引梁113的回退空间1131内，满足轨道车辆碰撞过程中车钩回退的使用要求，并通过车钩回退过程中的挤压变形吸收碰撞能量，提高轨道车辆内乘客的安全性，降低碰撞过程轨道车辆产生的损失。
如图4和图5结构所示，左边梁12和右边梁13均为双层结构，并包括开口朝向牵引梁113的U形槽钢边梁121、用于封堵开口的立板122、以及U形不锈钢边梁123，U形不锈钢边梁123套设在U形槽钢边梁121背离牵引梁113的一侧外周面。沿U形槽钢边梁121的长度延伸方向，在U型槽钢边梁与立板122围成的边梁腔体内焊接有多个加强板124。如图1、图4和图5结构所示，左边梁12和右边梁13均包括开口朝向牵引梁113的U型槽钢边梁，并在U型槽钢边梁的开口处焊接有立板122，使边梁的横截面形成矩形结构，以提高边梁的结构强度和刚度，进而提高边梁的承载能力；同时，构成边梁的U型槽钢边梁和立板122均可以采用一体成型结构，即，U型槽钢边梁和立板122均为整体结构，无需焊接连接，不仅减少了焊接工作量，还有利于提高边梁的平直度等各种参数。由于左边梁12和右边梁13采用了相同的组成结构，并且左边梁12和右边梁13对称设置，在本申请实施例的图4和图5中仅以左边梁12为示例进行了具体结构和剖面结构的展示，右边梁13的结构可以参考图4和图5中左边梁12的结构示意图。
上述左、右边梁13采用双层结构，不仅包括碳钢材料制成的U形槽钢边梁121，还包括套设在U形槽钢边梁121外部且用不锈钢材料制成的U形不锈 钢边梁123，U形不锈钢边梁123与U形槽钢边梁121焊接连接在一起；在车体装配过程中，通过U形不锈钢边梁123便于与侧墙的不锈钢墙板之间进行焊接，通过U形槽钢边梁121便于和车钩端横梁111、枕梁14、传力梁等碳钢部件的焊接连接，因此，采用双层结构的左边梁12和右边梁13特别适用于不锈钢车体；通过设置在边梁内侧的立板122和加强板124，可以使边梁的整个结构构成一个稳定的箱体结构，能极大提升车钩抗压缩的性能，使车体结构可以达到可以满足重压缩工况(例如压缩3560kN工况)的承载要求。
为了提高端底架1的抗压缩强度和承载能力，如图3结构所示，车钩端横梁111的底面突出设置有用于安装车钩安装座112的车钩安装面板1111；车钩安装面板1111与车钩端横梁111为一体成型结构，车钩端横梁111可以采用铸造、锻造、焊接等工艺制成；回退通孔贯穿车钩安装面板1111设置。
由于在车钩端横梁111的底面突出设置有车钩安装面板1111，并在车钩安装面板1111上设置有用于车钩回退的回退通孔，回退通孔与车钩安装座112的位置相对应，以便在轨道车辆发生碰撞的时候，车钩能够在碰撞能量的作用下被挤压通过回退通孔而进入牵引梁113的回退空间1131，防止因车钩不能回退而对轨道车辆或乘客产生二次伤害，以尽量减小碰撞带来的损失。
如图1和图3结构所示，在牵引梁113朝向左边梁12的一侧和朝向右边梁13的一侧均固定连接有框架结构114，框架结构114包括固定连接的横梁和纵梁；如图1结构所示，在牵引梁113朝向边梁的两侧均设置有框架结构114，框架结构114包括横梁和纵梁，通过固定连接的横梁和纵梁提高牵引梁113的结构强度和刚度，从而提高端底架1的结构强度和刚度，并使端底架1能够通过全部截面进行力的传递，减小单位面积承受的压缩力和载荷，减小端底架1的压缩变形；对于框架结构114中的横梁和纵梁的设置数量、位置不做具体限定，可以根据需求确定具体位置和数量；
在框架结构114与左边梁12之间、框架结构114与与右边梁13之间、传力梁组件15与左边梁12之间、以及传力梁组件15与右边梁13之间均设置有 垂直相交的地板横梁16和地板纵梁17；如图1结构所示，通过垂直相交的地板横梁16和地板纵梁17不仅方便不锈钢地板18的安装和焊接固定，还能够将牵引梁113与边梁、枕梁14与车钩端横梁111、枕梁14与传力梁、边梁与传力梁之间进行进一步的加固，使整个端底架1的各部件之间连接牢固，形成一个坚固地整体结构；同理，对于地板横梁16和地板纵梁17的设置位置、数量、尺寸均不作具体限定，可以根据需求确定具体位置、数量和尺寸；
在端底架1的顶面焊接有不锈钢地板18，不锈钢地板18的厚度可以为1mm～3mm，如：1mm、1.5mm、2mm、2.5mm、3mm，为了提高不锈钢地板18的强度，可以采用波纹地板，也可以在不锈钢地板18的一侧表面焊接加强筋板19，如图1和图2结构所示，在不锈钢地板18背离牵引梁113的一侧表面焊接有多个加强筋板19，为了减小不锈钢地板18的焊接变形，不锈钢地板18与地板横梁16、地板纵梁17和加强筋板19之间采用点焊工艺进行焊接。
不锈钢地板18的边缘与左边梁12、右边梁13、牵引梁113、枕梁14、车钩端横梁111以及传力梁组件15之间均通过满焊工艺进行焊接连接。由于不锈钢地板18的边缘与左边梁12、右边梁13、牵引梁113、枕梁14、车钩端横梁111以及传力梁组件15之间均采用满焊，能够将不锈钢地板18的上下两层空间进行密封、隔离，为整个车体的内、外密封做好准备。
如图1和图3结构所示，地板横梁16上设置有减重孔161；地板横梁16上设置的减重孔161可以为椭圆形减重孔，还可以为圆形减重孔；地板横梁16上设置有多个减重孔161，通过设置的减重孔161能够减轻地板横梁16的重量，进而实现端底架1的轻量化，采用椭圆形减重孔161和圆形减重孔161能够防止应力集中、延长地板横梁16的使用寿命。地板纵梁17为M形结构，并且地板纵梁17与不锈钢地板18之间采用点焊工艺进行焊接连接。为了减小不锈钢地板18在焊接过程中的变形量，地板纵梁17与不锈钢地板18之间采用点焊焊接。
如图1和图3结构所示，牵引梁113包括第一立板1132、第二立板1133、 顶板、隔板1134和底板1135；第一立板1132和第二立板1133均与左边梁12平行设置；第一立板1132和第二立板1133均为直角梯形板，沿从车钩端横梁111朝向枕梁14的方向，第一立板1132和第二立板1133的高度均逐渐减小；底板1135和顶板均沿水平方向设置、且焊接连接于第一立板1132和第二立板1133之间；隔板1134焊接连接第一立板1132和第二立板1133，并且沿竖直方向位于底板1135和顶板之间。
上述牵引梁113采用多个板件焊接制成，并形成具有开口的箱形结构，使得牵引梁113在正常工作过程中具有较高的结构强度和刚度，而在轨道车辆发生碰撞过程中，使车钩在碰撞能量的挤压下能够顺利地从端底架1外侧回退到牵引梁113一侧。
在上述各种实施例中，固定连接可以为焊接、铆接、紧固件连接、螺纹连接等各种连接方式；车钩用于两个相邻车厢之间的连接。
实施例二
本申请实施例还提供了一种车体(图中未示出)，该车体包括上述实施例提供的任意一种端底架1以及安装于端底架1上的车钩。
实施例三
本申请实施例还提供了一种轨道车辆，该轨道车辆包括上述实施例提供的车体。
尽管已描述了本申请的一些可选实施例，但本领域内的技术人员一旦得知了基本创造性概念，则可对这些实施例作出另外的变更和修改。所以，所附权利要求意欲解释为包括一些可选实施例以及落入本申请范围的所有变更和修改。
显然，本领域的技术人员可以对本申请进行各种改动和变型而不脱离本申请的精神和范围。这样，倘若本申请的这些修改和变型属于本申请权利要求及其等同技术的范围之内，则本申请也意图包含这些改动和变型在内。

Claims (14)

  1. 一种端底架，其特征在于，包括车钩端横梁组件、左边梁、右边梁、枕梁以及传力梁组件；其中：
    所述左边梁和所述右边梁并行排列；
    沿所述左边梁的长度延伸方向，所述车钩端横梁组件、所述枕梁以及所述传力梁组件依次固定连接、且均与所述左边梁和所述右边梁固定连接；
    所述车钩端横梁组件包括车钩端横梁、车钩安装座以及牵引梁；
    所述车钩端横梁固定连接于所述左边梁和所述右边梁；
    所述牵引梁固定连接于所述车钩端横梁与所述枕梁之间；
    所述车钩安装座为中空结构，所述车钩安装座的一端部固定连接于所述车钩端横梁背离所述牵引梁的一侧表面、另一端部设置有用于安装车钩的安装面；
    所述车钩端横梁设置有用于使所述车钩从所述车钩安装座朝向所述牵引梁方向回退时穿设的回退通孔；
    所述牵引梁设置有用于容置回退的车钩的回退空间。
  2. 根据权利要求1所述的端底架，其特征在于，所述车钩安装座为矩形管状结构，所述车钩安装座设置有贯穿壁厚的多个压溃通孔。
  3. 根据权利要求2所述的端底架，其特征在于，所述压溃通孔沿所述车钩安装座的周向均匀分布。
  4. 根据权利要求3所述的端底架，其特征在于，所述压溃通孔设置于所述车钩安装座的棱边上。
  5. 根据权利要求1所述的端底架，其特征在于，所述左边梁和所述右边梁均为双层结构，并包括开口朝向所述牵引梁的U形槽钢边梁、用于封堵所述开口的立板、以及U形不锈钢边梁，所述U形不锈钢边梁套设在所述U形槽钢边梁背离所述牵引梁的一侧外周面。
  6. 根据权利要求5所述的端底架，其特征在于，沿所述U形槽钢边梁的 长度延伸方向，在所述U型槽钢边梁与所述立板围成的边梁腔体内焊接有多个加强板。
  7. 根据权利要求1所述的端底架，其特征在于，所述车钩端横梁的底面突出设置有用于安装所述车钩安装座的车钩安装面板；所述回退通孔贯穿所述车钩安装面板设置。
  8. 根据权利要求1-7任一项所述的端底架，其特征在于，在所述牵引梁朝向所述左边梁的一侧和朝向所述右边梁的一侧均固定连接有框架结构，所述框架结构包括固定连接的横梁和纵梁；
    在所述框架结构与所述左边梁之间、所述框架结构与与所述右边梁之间、所述传力梁组件与所述左边梁之间、以及所述传力梁组件与所述右边梁之间均设置有垂直相交的地板横梁和地板纵梁；
    在所述端底架的顶面焊接有不锈钢地板，所述不锈钢地板的边缘与所述左边梁、所述右边梁、所述牵引梁、所述枕梁、所述车钩端横梁以及所述传力梁组件之间均通过满焊工艺进行焊接连接。
  9. 根据权利要求8所述的端底架，其特征在于，所述地板横梁上设置有减重孔；所述地板纵梁为M形结构，并且所述地板纵梁与所述不锈钢地板之间采用点焊工艺进行焊接连接。
  10. 根据权利要求8所述的端底架，其特征在于，在所述不锈钢地板背离所述牵引梁的一侧表面焊接有多个加强筋板。
  11. 根据权利要求1-7任一项所述的端底架，其特征在于，所述牵引梁包括第一立板、第二立板、顶板、隔板和底板；
    所述第一立板和所述第二立板均与所述左边梁平行设置；
    所述底板和所述顶板均沿水平方向设置、且焊接连接于所述第一立板和所述第二立板之间；
    所述隔板焊接连接所述第一立板和所述第二立板，并且沿竖直方向位于所述底板和所述顶板之间。
  12. 根据权利要求11所述的端底架，其特征在于，所述第一立板和所述第二立板均为直角梯形板，沿从所述车钩端横梁朝向所述枕梁的方向，所述第一立板和所述第二立板的高度均逐渐减小。
  13. 一种车体，其特征在于，包括如权利要求1-12任一项所述的端底架、以及安装于所述端底架上的车钩。
  14. 一种轨道车辆，其特征在于，包括如权利要求13所述的车体。
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