Subway car end underframe structure

Abstract

The invention relates to a subway car end underframe structure. The subway car end underframe structure comprises a front-end anti-creeper assembly, a crushing box assembly, a coupler seat assembly and a sleeper beam assembly. The subway car end underframe structure is characterized in that the crushing box assembly is welded between the front-end anti-creeper assembly and the coupler seat assembly; connecting beams are arranged on the two side parts between the front-end anti-creeper assembly and the coupler seat assembly; a buffer beam assembly is connected between the coupler seat assemblyand the sleeper beam assembly; the tail end of the end part of the underframe is a main cross beam; and a longitudinal beam assembly is connected between the sleeper beam assembly and the main cross beam; and the front-end anti-creeper assembly, the crushing box assembly, the coupler seat assembly, the buffer beam assembly, the sleeper beam assembly, the longitudinal beam assembly and the main cross beam are sequentially connected into a whole, and the two sides of the whole structure and carbon steel side beam assemblies are welded into a closed structure. The subway car end underframe structure is exquisite and concise, the arrangement of the cross beam and the longitudinal beams is reasonable, and on the premise of ensuring the continuity of force transmission, the installation space and maintainability of other systems are met as far as possible; through the reasonable arrangement of reinforcing parts, the continuity of force transmission is realized through various connectors, andstress concentration and excessive local stress are avoided; light weight requirements are met; and the operability of replacement is ensured, and the maintainability is good.

Description

technical field [0001] The invention belongs to the technical field of rail vehicle bodies, and in particular relates to an underframe structure at the end of a subway car body. Background technique [0002] The underframe supports the car body and is the foundation of the car body. The underframe bears most of the weight of the upper car body and the load, and is connected with the lower bogie (running part) through the corbel. When the train is running, the underframe bears the traction force and various impact forces and other external forces caused by the train running, so the underframe is one of the most important components of the car body, and the end underframe is the main bearing part of the underframe. When the force is applied, the end chassis bears the brunt and bears the most severe, complex, and varied load impacts. It must have sufficient strength and rigidity, so it is particularly important to design an end chassis that meets various requirements. [0003...

AI Technical Summary

Problems solved by technology

[0003] At present, in the rail transit industry, there are many forms of end underframes. According to the different connection forms with the coupler, they are roughly divided into two types. One is bolt connection. Refer to figure 1 , that is, the coupler mounting surface is perpendicular to the longitudinal direction of the underframe, and the underframe needs to be connected to the coupler through the traction beam to transmit traction and braking forces. Due to the need to consider various working conditions, the overall size of the coupler seat is very large, resulting in the traction force connected to it. The beam coupler seat also needs enough space to connect with it, which will take up a lot of space under the chassis, which will affect the equipment layout and wiring requirements of other systems

Due to the influence of the fixed distance of the vehicle, the distance between the bolsters is too long, and the bolsters are only connected by two buffer beams, and the force is directly transmitted to the bolster beams through the buffer beams without spreading the force. The section of the buffer beams changes rapidly, which is extremely It is easy to cause stress concentration, so a large number of thick plate welding is used for this type of end chassis, which makes it difficult to control the weight of the vehicle

[0004] The other is a pin connection, see figure 2 , that is, the coupler installation surface is inserted into a specific position of the underframe, and is connected with the underframe through a pin shaft. Since this connection is an embedded connection, in order to avoid the installation space and the coupler body space, the end underframe needs to have a structure in front of the installation. The variable cross-section treatment is adopted on the surface, and due to the small space at the joint and the high strength requirement, it is necessary to use a large number of thick plates for welding, and the deformation after welding is large, resulting in poor manufacturability and post-maintenance

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