WO2022062109A1 - 一种轨道车辆箱式底架端部结构 - Google Patents

一种轨道车辆箱式底架端部结构 Download PDF

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Publication number
WO2022062109A1
WO2022062109A1 PCT/CN2020/128076 CN2020128076W WO2022062109A1 WO 2022062109 A1 WO2022062109 A1 WO 2022062109A1 CN 2020128076 W CN2020128076 W CN 2020128076W WO 2022062109 A1 WO2022062109 A1 WO 2022062109A1
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WIPO (PCT)
Prior art keywords
coupler
traction
welded
underframe
rail vehicle
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PCT/CN2020/128076
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English (en)
French (fr)
Inventor
李明
邓锐
高永海
肖飞
欧士玺
刘英博
李帅
Original Assignee
中车南京浦镇车辆有限公司
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Application filed by 中车南京浦镇车辆有限公司 filed Critical 中车南京浦镇车辆有限公司
Priority to US17/598,908 priority Critical patent/US20220315068A1/en
Publication of WO2022062109A1 publication Critical patent/WO2022062109A1/zh

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Classifications

    • 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
    • B61F1/10—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
    • B61F1/08—Details
    • B61F1/12—Cross bearers
    • 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

  • the invention relates to a body structure of a rail vehicle, in particular to an end structure of a large-loading box-type underframe.
  • the end structures of the underframes of high-speed EMUs, subways, and urban EMUs mostly adopt the type of tie-back cushion, which is mainly composed of coupler seat, traction beam, bolster, etc.
  • the structure of the tie-back cushion is relatively complex, and at the same time it is free from the bogie.
  • Springs, vertical shock absorbers, anti-snake shock absorbers, anti-roll torsion bars and other interfaces have high requirements on the shape, position and size of the interfaces, resulting in a more complicated manufacturing process and higher costs.
  • the present invention adopts a large load-bearing box-type end structure formed by tailor-welding aluminum alloy profiles, which is mainly composed of an end floor, a coupler seat, front and rear traction beams, a rear cross beam, a bottom plate, and the like.
  • the bogie has no interface, simple structure and simple welding process.
  • the longitudinal force transmitted by the coupler is transmitted to the front and rear traction beams through the coupler seat, and then transmitted from the front and rear traction beams to the rear end beam and the end floor, and then to the underframe side beams.
  • Fig. 1 is a schematic diagram of the structure of the end portion of the chassis of the present invention.
  • Figure 3 is a schematic diagram of the connection between the rear end beam and the end floor in the end structure of the underframe of the present invention.
  • FIG. 4 is a schematic diagram of the connection between the end floor and the end beam in the end structure of the underframe of the present invention.
  • Fig. 5 is a schematic diagram of the composition of the rear traction beam of the end structure of the underframe of the present invention.
  • the reference numbers in the figure are as follows: 1 - rear end beam; 1a - first rear end beam; 1b - second rear end beam; 2 - end floor; 3 - rear traction beam; 3a - upper traction beam; 3b - lower traction beam; 4- lower side beam; 5- coupler mounting seat; 6- coupler beam; 7- front traction beam; 8- end beam composition; 9- underframe side beam; 10- middle floor.
  • a large-loading box-type end underframe structure includes a rear cross beam 1, an end floor 2, an underframe side beam 9, a lower side beam 4, an end beam 8, and a The front traction beam 7 , the coupler seat 5 , the rear traction beam 3 and the coupler beam 6 under the floor 2 . All parts are connected by welding. Specifically, the lower side beam 4 and the bottom frame side beam 9 are welded to form an integral side beam. The end floor 2 is welded with the rear traction beam 3, the coupler seat 5, the coupler beam 6, the front traction beam 7 and the end beam 8 to form an end chassis module. The integral side beam and the end chassis module are assembled and welded to form a complete end chassis structure.
  • the coupler beam 6 , the rear end beam 1 and the end floor 2 are welded and fixed to the underframe side beam 9 , and the front traction beam 7 , the rear traction beam 3 and the coupler beam 6 are welded and fixed to the lower surface of the end floor 2 .
  • the end floor 2 is located between the end beam 8 and the rear end beam 1 , and the front and rear ends are welded to the end beam 8 and the rear end beam 1 respectively.
  • the coupler mounting seat 5 is welded and fixed at the central notch of the coupler beam 6 .
  • the front traction beam 7 and the rear traction beam 3 are respectively arranged on the front and rear sides of the coupler mounting seat 5 .
  • the front traction beam 7 has two support plates that expand toward the front end, and the included angle is about 40°, and the included angle can be adjusted according to design requirements.
  • the front end of the support plate is welded with the end beam 8 , and the rear end is welded with the coupler beam 6 and the coupler mounting seat 5 .
  • the rear end beam is formed by butt welding of two front and rear hollow extruded profiles (the first rear end beam 1a, the second rear end beam 1b).
  • the rear beam can also be a single profile.
  • the rear end beam and the end floor 2 formed by tailor welding of profiles are inserted and connected by welding.
  • the end floor 2 and the end beam 8 are connected by welding after being inserted, and the end floor 2 is welded with the rear beam 1 at the same time to form a flat plate structure.
  • the rear traction beam 3 includes two longitudinally arranged units, each unit has an upper traction beam 3a and a lower traction beam 3b welded as a whole, the upper side of the upper traction beam 3a is welded with the end floor 2, and the upper traction beam 3a is welded to the end floor 2.
  • the front of the traction beam 3a is welded with the coupler mounting seat 5 .
  • the coupler seat 5 is made by tailor-welding of two profiles, and is connected with the front traction beam 7 and the rear traction beam 3 by welding, and is welded with the two front traction beams 7 to form a bell mouth structure.
  • the connections between the front traction beam 7 , the rear traction beam 3 and the end floor 2 are all fully penetrated T-shaped joints, and the welding seam has a strong bearing capacity.
  • the rear end beam 1 and the side beam 9 of the underframe have a long vertical welding seam, which can bear the additional bending moment caused by the longitudinal load (compression: >1500KN; tension >1000KN) acting on the coupler seat 5 .
  • the middle floor 10 of the bottom frame end structure of the present invention is not a full-length floor, and only extends to the rear end beam 1 .
  • the end floor 2, the rear end beam 1, the rear traction beam 3 and the underframe side beam 9 form 6 open "box" structures at the front, rear, left and right of the coupler mounting seat 5, and the end floor 2 is the whole structure important load-bearing components.
  • the longitudinal load of the vehicle is mainly transmitted to the end floor 2 through the front traction beam 7 and the rear traction beam 3 , and then evenly transmitted to the underframe side beam through the end floor 2 .

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

Abstract

公开了一种轨道车辆箱式底架端部结构，包含底架边梁（9）、端梁（8）、前牵引梁（7）、车钩安装座（5），其还包括位于前牵引梁（7）后方一侧的后端横梁（1）、固定于端梁（8）和后端横梁（1）之间的端部地板（2）、与车钩安装座（5）固定为一体的车钩横梁（6），牵引梁包括分设于车钩安装座（5）前后两侧的前牵引梁（7）和后牵引梁（3），车钩横梁（6）、后端横梁（1）、端部地板（2）均与底架边梁（9）焊接固定，前牵引梁（7）、后牵引梁（3）、车钩横梁（6）焊接固定于端部地板（2）的下表面。由车钩传递而来的纵向力通过车钩座传递至前、后牵引梁（7）、（3），然后由前、后牵引梁（7）、（3）传递至后端横梁（1）、端部地板（2），继而传递至底架边梁（9），横向力主要由车钩横梁（6）传递至底架边梁（9），同时后端横梁（1）可有效抑制由弯矩产生的地板变形。

Description

一种轨道车辆箱式底架端部结构 技术领域
本发明涉及轨道车辆的车体结构，特别是一种大承载箱式底架端部结构。
 背景技术
20世纪90年代，由于中国城市城市化发展的迫切需求，国际知名先进轨道交通车辆产品开始引进中国，轻量化的铝合金车体开始广泛应用。截至目前，其车体端部底架结构主要有两种形式，一是采用牵枕缓结构以实现车钩和转向架的连接及力的传递，另外一种是焊接或铸造的车钩箱与底架边梁铆接采用实现上述功能。
目前高速动车组、地铁、市域动车组等底架端部结构多采用牵枕缓型式，主要由车钩座、牵引梁、枕梁等组成，牵枕缓自身结构较为复杂，同时与转向架有空簧、垂向减振器、抗蛇行减振器、抗侧滚扭杆等多种接口，接口形位尺寸要求较高，导致了制造过程较为复杂成本较高。
中国发明专利申请CN201911058925.0公开了一种轨道车辆底架结构，底架端梁、斜向支撑梁、车钩支撑梁、底架边梁在车钩安装座两侧形成2个四边形框架结构，通过这四个框架结构用来承载撞击力，其中底架地板不是主要的承载结构。车辆纵向载荷主要通过斜向支撑梁、车钩支撑梁传递至底架边梁。另有一部分载荷通过牵引梁传递至底架地板，再由底架地板传递至底架边梁。该方案的底架结构承载能力较低，主要适用于对压缩载荷要求较低的城市轨道交通，对于压缩载荷要求较高的市域型动车组、城际动车组、高速动车组则不适用。
 技术问题
本发明的目的主要是针对上述现有技术中的问题，提供一种轨道车辆箱式底架端部结构，端部地板与后端横梁、车钩安装座、底架边梁在车钩座的前、后、左、右形成6个开口“箱”式结构，端部地板是整个结构中重要的承载部件，使该底架端部结构具有较大的承载能力，同时解决了现有牵枕缓底架结构中前置式车钩安装孔位于牵引梁立板侧面带来的巨大转矩力，安装转向架牵引座无操作空间的问题。
 技术解决方案
为了解决以上技术问题，本发明提供的轨道车辆箱式底架端部结构，包含底架边梁、端梁、前牵引梁、车钩安装座，其特征在于：还包括位于前牵引梁后方一侧的后端横梁、固定于所述端梁和所述后端横梁之间的端部地板、与车钩安装座固定为一体的车钩横梁，所述牵引梁包括分设于车钩安装座前后两侧的前牵引梁和后牵引梁，车钩横梁、后端横梁、端部地板均与底架边梁焊接固定，所述前牵引梁、后牵引梁、车钩横梁焊接固定于端部地板的下表面。
此外，本发明还要求保护一种轨道车辆，其特征在于：具有上述的轨道车辆箱式底架端部结构。
 有益效果
本发明有益效果如下：本发明采用了一种由铝合金型材拼焊而成的大承载箱式端部结构，主要由端部地板、车钩座、前后牵引梁、后横梁、底板等组成，与转向架无接口，结构简单、焊接工艺简单。在此结构中，由车钩传递而来的纵向力通过车钩座传递至前、后牵引梁，然后由前、后牵引梁传递至后端横梁、端部地板，继而传递至底架边梁，横向力主要由车钩座横梁传递至底架边梁，同时后横梁可有效抑制由弯矩产生的地板变形。在结构简单的基础上又保证了足够的强度，其能承受的压缩力＞1500KN，拉伸力＞1000KN。
 附图说明
图 1是本发明底架端部结构示意图。
图 2是本发明底架端部结构爆炸示意图。
图 3是本发明底架端部结构中后端横梁与端部地板连接示意图。
图 4是本发明底架端部结构中端部地板与端梁连接示意图。
图 5是本发明底架端部结构的后牵引梁组成示意图。
图 6是本发明底架端部结构中车钩座与前后牵引梁连接示意图。
图中标号示意如下：1-后端横梁；1a-第一后端横梁；1b-第二后端横梁；2-端部地板；3-后牵引梁；3a-上牵引梁；3b-下牵引梁；4-下边梁；5-车钩安装座；6-车钩横梁；7-前牵引梁；8-端梁组成；9-底架边梁；10-中部地板。
 本发明的最佳实施方式
下面结合附图对本发明的实施方式做解释说明。
如图1、图2所示，一种大承载箱式端部底架结构，包括后端横梁1、端部地板2、底架边梁9、下边梁4、端梁8、以及位于端部地板2下方的前牵引梁7、车钩座5、后牵引梁3和车钩横梁6。各部件之间均采用焊接连接。具体来说，下边梁4与底架边梁9组焊后形成整体边梁。端部地板2与后牵引梁3、车钩座5、车钩横梁6、前牵引梁7、端梁8组焊成端部底架模块。整体边梁与端部底架模块组焊成完整端部底架结构。车钩横梁6、后端横梁1、端部地板2均与底架边梁9焊接固定，前牵引梁7、后牵引梁3、车钩横梁6焊接固定于端部地板2的下表面。
其中，端部地板2位于端梁8和后端横梁1之间，前后两端分别与端梁8和后端横梁1焊接。车钩安装座5焊接固定于车钩横梁6中央缺口处。前牵引梁7和后牵引梁3分设于车钩安装座5前后两侧。前牵引梁7具有两个向前端外扩的支撑板，夹角约为40°，该夹角可根据设计需求进行调整。该支撑板前端与端梁8焊接，后端与车钩横梁6和车钩安装座5焊接。
如图3所示，后端横梁由前后两根中空挤压型材（第一后端横梁1a，第二后端横梁1b）对拼焊接而成。后端横梁亦可是单根型材。后端横梁与由型材拼焊而成的端部地板2插接后通过焊接连接。
如图4所示，端部地板2与端梁8插接后通过焊接连接，端部地板2同时与后端横梁1焊接，形成平板结构。
如图5所示，后牵引梁3包括两个纵向设置的单元，每个单元具有焊接为一体的上牵引梁3a和下牵引梁3b，上牵引梁3a的上方与端部地板2焊接，上牵引梁3a的前方与车钩安装座5焊接。
如图6所示，车钩座5由2块型材拼焊而成，与前牵引梁7、后牵引梁3插接后通过焊接连接，与2个前牵引梁7焊接后形成喇叭口结构。
在实施例底架端部结构中，前牵引梁7、后牵引梁3与端部地板2间连接均为全熔透T型接头，焊缝承载能力强。后端横梁1与底架边梁9有较长的垂向焊缝，可以承受作用至车钩座5的纵向载荷（压缩：＞1500KN；拉伸＞1000KN）产生的附加弯矩。
本发明底架端部结构的中部地板10非通长地板，仅延伸至后端横梁1。端部地板2与后端横梁1、后牵引梁3、底架边梁9在车钩安装座5的前、后、左、右形成6个开口“箱”式结构，端部地板2是整个结构中重要的承载部件。车辆的纵向载荷主要通过前牵引梁7、后牵引梁3传递至端部地板2，然后通过端部地板2均匀的传递至底架边梁。
本发明底架端部结构可满足压缩载荷不低于1500kN，拉伸载荷不低于1000kN的要求，即可城市轨道交通的要求，也可满足市域型动车组、城际动车组、高速动车组的要求。
除上述实施例外，本发明还可以有其他实施方式。凡采用等同替换或等效变换形成的技术方案，均落在本发明要求的保护范围。

Claims (10)

  1. 一种轨道车辆箱式底架端部结构，包含底架边梁（9）、端梁（8）、前牵引梁（7）、车钩安装座（5），其特征在于：还包括位于前牵引梁后方一侧的后端横梁（1）、固定于所述端梁（8）和所述后端横梁（1）之间的端部地板（2）、与车钩安装座（5）固定为一体的车钩横梁（6），所述牵引梁包括分设于车钩安装座（5）前后两侧的前牵引梁（7）和后牵引梁（3），车钩横梁（6）、后端横梁（1）、端部地板（2）均与底架边梁（9）焊接固定，所述前牵引梁（7）、后牵引梁（3）、车钩横梁（6）焊接固定于端部地板（2）的下表面。
  2. 根据权利要求1所述的轨道车辆箱式底架端部结构，其特征在于：所述底架边梁（9）包括位于其下方靠近端梁（8）一侧的下边梁（4），所述车钩横梁（6）和端梁（8）的左右两端焊接于下边梁（4）的内侧。
  3. 根据权利要求1所述的轨道车辆箱式底架端部结构，其特征在于：所述前牵引梁（7）具有两个向前端外扩的支撑板，该支撑板前端与端梁（8）焊接，后端与车钩横梁（6）和车钩安装座（5）焊接。
  4. 根据权利要求1所述的轨道车辆箱式底架端部结构，其特征在于：所述后牵引梁（3）包括两个纵向设置的单元，每个单元具有焊接为一体的上牵引梁（3a）和下牵引梁（3b），所述上牵引梁（3a）的上方与端部地板（2）焊接，上牵引梁（3a）的前方与车钩安装座（5）焊接。
  5. 根据权利要求1所述的轨道车辆箱式底架端部结构，其特征在于：所述后端横梁（1）为单根中空挤压型材，或者由前后两根中空挤压型材对拼焊接而成。
  6. 根据权利要求1所述的轨道车辆箱式底架端部结构，其特征在于：端梁（8）中部开设车钩孔，车钩孔两侧的后方设置有用于焊接前牵引梁（7）的焊接接口。
  7. 根据权利要求1所述的轨道车辆箱式底架端部结构，其特征在于：车钩安装座（5）前后两侧分别设置有用于焊接前牵引梁（7）和后牵引梁（3）的焊接接口。
  8. 根据权利要求1所述的轨道车辆箱式底架端部结构，其特征在于：车辆的中部地板（10）前端与后端横梁（1）后端面焊接固定。
  9. 根据权利要求2所述轨道车辆箱式底架端部结构，其特征在于：下边梁（4）与底架边梁（9）组焊后形成整体边梁；端部地板（2）与后牵引梁（3）、车钩座（5）、车钩横梁（6）、前牵引梁（7）和端梁（8）组焊成端部底架模块；端部底架模块与整体边梁组焊成完整端部底架结构。
  10. 一种轨道车辆，其特征在于：具有权利要求1-9任一项所述的轨道车辆箱式底架端部结构。
PCT/CN2020/128076 2020-09-24 2020-11-11 一种轨道车辆箱式底架端部结构 WO2022062109A1 (zh)

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