An end chassis structure suitable for slewing bearing bogie type

Abstract

The invention discloses an end underframe structure suitable for a slewing bearing bogie, comprising an end component, a stainless steel side beam, a bolster component, a traction beam component and an end reinforcement beam component. The invention is characterized in that the end component, the end reinforcement beam component and the stainless steel side beams on both sides constitute a square frame, a cross-shaped structure vertically connected by a bolster component and a traction beam component is connected inside the frame, a center hole is opened at the center of the bolster beam, a flange connector is arranged in the center hole for connecting the slewing bearing bogie, a car body and a bogie are connected only by a slewing bearing without other interfaces, so that the vehicle can be assembled quickly; the application of the slewing bearing increases the relative rotation angle between the car body and the bogie, and ensures the small curve passing ability of the vehicle. The invention simplifies the force relationship between the car body and the bogie, increases the accuracy of the finite element simulation analysis results, and contributes to the weight reduction design of the car body and the improvement of the vehicle comfort.

Description

Technical Field

[0001] The invention belongs to the technical field of rail vehicle body manufacturing, and in particular relates to an end underframe structure suitable for a slewing bearing bogie. Background Art

[0002] At present, the end chassis of high-floor articulated light rail vehicles are mostly connected to the bogies of non-slewing bearings. The non-slewing bearing bogies generally include two types: sliding bearings and center pin bogies. This end chassis has many interfaces with the non-slewing bearing bogies. In addition to being connected to the bearings, it must also be installed with articulated turntables, wear-resistant bushings and other components. The structure is complex and the assembly requires high precision. As shown in Figure 1, the aluminum alloy subway car body end chassis and Figure 2 The stainless steel subway car body end chassis shown in the figure. Therefore, researching and developing an end chassis suitable for a bogie with a slewing bearing has become an urgent problem to be solved in the industry. Summary of the invention

[0003] The purpose of the present invention is to provide a high-floor articulated light rail vehicle end chassis structure, which can be simply and reliably connected to a bogie with a slewing bearing, solve the problem of complex assembly and high precision requirements of the connection interface between the non-slewing bearing bogie and the end chassis, fill the gap in the end chassis connected to the bogie with a slewing bearing in the rail transit industry, and meet the requirements of future high-floor articulated light rail vehicle platforms.

[0004] To achieve the above-mentioned purpose of the invention, the present invention provides an end chassis structure suitable for a slewing bearing bogie type, comprising an end component, a stainless steel side beam, a bolster component, a traction beam component, and an end reinforcement beam component. The structure is characterized in that the end component, the end reinforcement beam component, and the stainless steel side beams on both sides constitute a square frame, and a cross-shaped structure vertically connected by a bolster component and a traction beam component is connected inside the frame. A center hole is opened at the center of the bolster beam, and a flange connector is arranged in the center hole for connecting the slewing bearing bogie. The car body and the bogie are connected only through the slewing bearing, without other interfaces, so that the vehicle can be quickly assembled; the application of the slewing bearing increases the relative turning angle between the car body and the bogie, and ensures the vehicle's ability to pass through small curves.

[0005] Furthermore, the end portion is composed of an upper cover plate, a vertical plate and a lower cover plate fixedly connected. The upper cover plate is M-shaped, and the connection with the side beam is a semi-dovetail structure. The vertical plate is wide in the middle and narrow on both sides. The narrow sides on both sides are each connected to a mounting seat for installing an anti-climber and a hook respectively.

[0006] Furthermore, the end reinforcement beam is composed of upper and lower reinforcement beams which are arranged correspondingly, the upper and lower reinforcement beams are M-shaped, and the connection with the side beams is a dovetail structure.

[0007] Furthermore, the main material of the sleeper beam is stainless steel, and high-strength carbon steel is used at the connection with the bogie. The main structure includes an upper cover plate, a lower cover plate, a left annular support, a right annular support, a connecting flange, and vertical plates on both sides. The upper and lower covers in the middle are stainless steel plates with U-shaped grooves at the four corners. The upper and lower covers in the middle are welded to the left annular support, the right annular support, and the connecting flange; the upper and lower covers on the left and right sides are connected to the car body side beams with a dovetail structure. The structure is stable after welding, which is more conducive to force transmission.

[0008] Furthermore, the main body material of the end chassis is made of light stainless steel plate X2CrNiN18-7, and the interfaces with the coupler, anti-climber and bogie are made of high-strength carbon steel S355. Carbon steel plates are used at the interfaces between the end chassis and the coupler, anti-climber and bogie.

[0009] The invention reduces the interfaces between the new end chassis structure and the bogie with a slewing bearing, simplifies the force relationship between the car body and the bogie, increases the accuracy of the finite element simulation analysis results, and contributes to the weight reduction design of the car body and the improvement of vehicle comfort; an end chassis structure suitable for a slewing bearing bogie type is lighter than the steel chassis at the end of our subway, meeting the lightweight requirements of the vehicle; the interfaces with the bogie are reduced, and the assembly and unloading time of the whole vehicle is reduced by 30%.

[0010] Through consulting papers and materials, we know that the curve passing capabilities of high-low floor articulated light rail vehicles on the market are basically R40m, R30m, and R25m. The high-floor articulated light rail vehicle end chassis structure designed by the patent of this invention has a larger relative rotation angle between the vehicle body and the bogie due to the connection between the bolster and the slewing bearing, and the vehicle has a stronger ability to pass small curves, which can meet the requirements of passing a small curve of 25m. BRIEF DESCRIPTION OF THE DRAWINGS

[0011] Figure 1 This is a schematic diagram of the aluminum alloy subway car body end chassis;

[0012] Figure 2 This is a schematic diagram of the stainless steel subway car body end underframe;

[0013] Figure 3 It is an isometric view of the end chassis structure;

[0014] Figure 4 It is a top view of the end chassis structure;

[0015] Figure 5 This is a bottom view of the end chassis structure;

[0016] Figure 6 It is the front view of the end chassis structure;

[0017] Figure 7 is a cross-sectional view of the end chassis;

[0018] Figure 8 It is a side view of the end chassis structure;

[0019] Fig. 9 This is the cross-sectional view of the carriage mouth;

[0020] Fig.10 This is an enlarged upward view of the corbel structure;

[0021] Fig.11 This is an exploded view of the corbel structure. DETAILED DESCRIPTION

[0022] like Figure 3-5 As shown, the main material of the end chassis structure suitable for the slewing bearing bogie type is stainless steel, and the hinged connection with the coupler, anti-climber, bogie and high-strength carbon steel is used. The main structure of the end chassis includes five parts: end component 1, stainless steel side beam 2, bolster component 3, end reinforcement beam component 4, and traction beam component 5. The end component, stainless steel side beam, bolster component, traction beam component, and end reinforcement beam component are welded to provide an interface for modular bogie installation.

[0023] like Figure 6 The front view of the end chassis structure is shown. Considering that the coupler needs to retreat when the vehicle collides, a retreat space is set at the coupler installation interface to meet the vehicle collision requirements. While the car body is subjected to various maximum loads, a static pressure load of 400KN and a tensile load of 300KN are applied in the longitudinal horizontal direction of the coupler installation. The stress of the car body does not exceed the design allowable stress. The end chassis coupler installation should also meet the requirements of absorbing energy without damage to the passenger compartment when the vehicle collides with another stationary vehicle at a speed of 15km / h.

[0024] like Figure 7 The figure shows a cross-sectional view of the end chassis. The components of the end chassis are mainly made of plate splicing and arc welding. After welding, key welds need to be inspected to ensure that there are no defects in the welding and the structure is stable. Area 1-1 is the anti-climber installation area, and the installation and removal of the anti-climber are achieved through process holes; Area 1-2 is the hook installation area. It can be seen that the end chassis structure is set with a retreat space to meet the vehicle collision requirements. The connection between the parts in the end component 1, the pillow beam component 3, and the end reinforcement beam component 4 and the body side beam mostly adopts a dovetail structure. After welding, the structure is stable and more conducive to the transmission of force. Butt welding is used with the stainless steel side beam. After welding, it is polished flat and does not affect the installation of the floor and interior equipment.

[0025] like Figure 8 , Fig. 9As shown in Figure 6, the structure of the vehicle opening is a cross-sectional view of the opening. Arc welding is used for the inner and outer welding of the opening to ensure strength requirements. The design of the vehicle opening meets the EN 16404 standard, and the strength of the opening meets the EN 12663 standard. At the same time, it meets the requirements of various use conditions for vehicle opening, lifting, rescue, shunting, coupling, and multi-vehicle marshaling and return operations under various conditions.

[0026] like Fig.10 The figure shows an enlarged upward view of the bolster, and 7 is the bolster structure, which is connected to the new bogie with a slewing bearing. The connection design here must meet the vehicle operation requirements, and also consider that when the car body is lifted, the bogie can be lifted at the same time, and the entire structure is not damaged when derailing at low speed. At the same time, considering the key loads such as being able to lift the bogie synchronously when lifting the car body, and the entire structure is not damaged when derailing at low speed, high-strength steel is used in key parts of the bolster, and key welds are inspected to ensure the reliable stability of the structure. When the structural results were verified by finite element simulation, the lifting and derailing loads of the car body and bogie were considered and met the requirements.

[0027] like Fig.11 The figure shows an exploded view of a high-floor articulated light rail vehicle sleeper beam structure. The main material is stainless steel, and high-strength carbon steel is used at the connection with the bogie. The main structure includes: an upper cover plate 7-1, a lower cover plate 7-2, a left annular support 7-3, a right annular support 7-4, a connecting flange 7-5, a right upper cover plate 7-6, a left upper cover plate 7-7, a left vertical plate 7-8, a neutral plate 7-9, a right vertical plate 7-10, a left lower cover plate 7-11, a right lower cover plate 7-12, a left vertical plate 7-13, a neutral plate 7-14, and a right vertical plate 7-15.

[0028] The upper cover plate 7-1 is a 10mm thick stainless steel plate with a 547mm diameter round hole machined in the center and U-shaped grooves at the four corners, which is more conducive to the transmission of force after welding. The lower cover plate 7-2 is a 12mm thick stainless steel plate with a 648mm diameter round hole machined in the center and U-shaped grooves at the four corners, which is more conducive to the transmission of force after welding. 7-3 and 7-4 are both 8mm stainless steel rings with an inner diameter of 578mm, which play a major supporting role in the bolster structure. Figure 3As shown, the connecting flange plate 7-5 is a 50mm thick carbon steel plate, which needs to be machined from a 60mm carbon steel blank. The inner circle diameter is 472mm. The 22mm diameter round hole in the figure needs to be machined as a whole after welding to ensure the installation accuracy of the connecting flange and the bogie with a slewing bearing, which plays a decisive role in the smooth operation of the vehicle and the comfort of passengers. The upper cover plates 7-6 and 7-7 are 10mm thick stainless steel plates. The dovetail structure is used at the connection with the car body side beam. The structure is stable after welding, which is more conducive to the transmission of force. The stainless steel side beam is welded by butt welding. After welding, it is polished and smoothed, which does not affect the installation of the floor and interior equipment. The vertical plates 7-8, 7-10, 7-13, and 7-15 are 6mm stainless steel plates, and the shape is designed based on the applicability of the bolster shape. The vertical plates 7-9 and 7-14 are 6mm stainless steel plates, and the shape is M-shaped, which increases the structural cross-sectional area and enhances the structural rigidity and strength. The lower covers 7-11 and 7-12 are stainless steel plates with a diameter of 12 mm, and a dovetail structure is adopted at the connection with the car body side beams. The advantages are the same as the design principles of the upper covers 7-6 and 7-7. At the same time, the lower covers 7-117-12 are set with a height difference through bending to ensure the installation space between the two sides of the bolster and the bogie frame and auxiliary equipment.

[0029] The upper cover plate 7-1, the lower cover plate 7-2, the left annular support 7-3, the right annular support 7-4, and the connecting flange 7-5 are welded first, and the welded components are then welded with the right upper cover plate 7-6, the left upper cover plate 7-7, the left vertical plate 7-8, the middle plate 7-9, the right vertical plate 7-10, the left lower cover plate 7-11, the right lower cover plate 7-12, the left vertical plate 7-13, the middle plate 7-14, and the right vertical plate 7-15.

Claims

1. An end underframe structure suitable for a slewing bearing bogie, comprising an end component, a stainless steel side beam, a bolster component, a traction beam component, and an end reinforcement beam component, characterized in that: The end component, the end reinforcement beam component and the stainless steel side beams on both sides form a square frame, and a cross-shaped structure vertically connected by a bolster component and a traction beam component is connected inside the frame. A center hole is opened in the center of the bolster, and a flange connector is arranged in the center hole for connecting the slewing bearing bogie; The end portion is formed by fixing and connecting an upper cover plate, a vertical plate and a lower cover plate. The upper cover plate is M-shaped and has a semi-dovetail structure at the connection with the side beam. The vertical plate is wide in the middle and narrow on both sides. The narrow sides on both sides are each connected to a mounting seat for mounting an anti-climbing device and a car hook respectively. The main material of the bolster is stainless steel, and high-strength carbon steel is used at the connection with the bogie. The main structure includes the upper cover plate, the lower cover plate, the left annular support, the right annular support, the connecting flange, and the vertical plates on both sides. The upper and lower cover plates in the middle are stainless steel plates with U-shaped grooves at the four corners. The upper and lower cover plates in the middle are welded to the left annular support, the right annular support, and the connecting flange; the upper and lower cover plates on the left and right sides are connected to the car body side beams with a dovetail structure. The structure is stable after welding, which is more conducive to force transmission.

2. The end chassis structure suitable for a slewing bearing bogie type according to claim 1, characterized in that: The end reinforcement beam is composed of upper and lower reinforcement beams which are arranged correspondingly. The upper and lower reinforcement beams are M-shaped, and the connection with the side beams is a dovetail structure.

3. The end chassis structure suitable for a slewing bearing bogie type according to claim 1, characterized in that: The main material of the end frame is made of light stainless steel plate X2CrNiN18-7, and the interfaces with the coupler, anti-climber and bogie are made of high-strength carbon steel S355. The interfaces between the end frame and the coupler, anti-climber and bogie are all made of carbon steel plates.

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