A rail vehicle underframe sleeper inner transition structure, underframe and rail vehicle

Abstract

The present invention discloses a rail vehicle underframe sleeper transition structure, underframe and rail vehicle, comprising a sleeper transition plate (1) and a plurality of reinforcing ribs (2), wherein the sleeper transition plate is sequentially divided into a sleeper beam connection portion (1a), a thickness variation zone (1e) and a floor connection portion (1f), wherein the thickness of the floor connection portion is less than the thickness of the sleeper beam connection portion, and the reinforcing ribs are installed on the lower surface of the sleeper beam connection portion; the sleeper transition plate is provided with a plug welding hole (1c) and a second weight reduction hole (1d), wherein the plug welding holes are distributed on both sides of the reinforcing ribs (2), the second weight reduction hole is arranged relative to the reinforcing ribs, and the second weight reduction hole is arranged across the sleeper beam connection portion, the thickness variation zone and the floor connection portion, and maintains a distance from the end of the reinforcing ribs away from the sleeper beam. The present invention can reduce the welding amount of the sleeper transition structure and alleviate the stress concentration of the weld.

Description

Technical Field

[0001] The invention relates to a rail vehicle structure, in particular to a rail vehicle underframe pillow inner transition structure, an underframe and a rail vehicle. Background Art

[0002] During the operation of the vehicle, the vehicle body will be subjected to a large longitudinal impact load every time the vehicle starts and stops. In addition, since the number of stops of subway vehicles and intercity EMUs increases compared to mainline railways, the number of vertical fatigue loads on the vehicle body structure increases during its entire life cycle. At the same time, subway vehicles and intercity EMUs have a large passenger capacity. Under the condition of maximum vertical load, the center of the floor in the longitudinal direction will sink to a certain extent. At this time, a large vertical fatigue load will also appear at the connection between the floor and the bolster. As a key load-bearing component of the vehicle body, the underframe must have a structural strength that can withstand these repeated longitudinal impact loads and vertical fatigue loads.

[0003] The bolster structure of the chassis is mainly used to install the bogie structure. The above-mentioned longitudinal impact load is transmitted from the bogie traction seat to the chassis bolster structure of the car body, and further transmitted to the floor; while the vertical load is transmitted to the bolster structure through the floor. Although the bolsters are often large in cross-section and strong in structure, the thickness of the floor on both sides of the bolster is small, and the welds at the connection between the bolster and the floor need to transmit and withstand huge load forces and bending moments. At this time, how to relieve the stress of the welds in this area, so as to improve the longitudinal load fatigue strength of the car body structure, is a technical problem in this field.

[0004] In order to solve the above problems, Chinese patent CN202021067187.4 sets an inner longitudinal beam in the bolster part. In order to play a good load-bearing role, the height of the inner longitudinal beam is flush with the bolster. However, the installation height of the bogie-mounted anti-roll torsion bar is usually higher than the lower surface of the bolster, and the inner longitudinal beam occupies the installation space of the anti-roll torsion bar, so the applicability of this structure is not good. The Chinese patent with application number CN202110693084.1 sets inner bolster reinforcement ribs and inner bolster transition plates in the bolster part, which can adapt to the installation of the upper anti-roll torsion bar, but there are many long plug welding holes on the inner transition plate of the bolster, and the welding amount is large, resulting in serious welding deformation, and there is no stiffness buffer zone at the end of the inner bolster reinforcement rib, which is not conducive to alleviating its stress concentration phenomenon, resulting in excessive stress between the inner bolster reinforcement rib and the floor weld, and weld cracking is prone to occur. Summary of the invention

[0005] The technical problem to be solved by the present invention is that, in view of the deficiency that no stiffness buffer zone is provided at the end of the reinforcing rib in the sleeper of the existing rail vehicle, which is not conducive to alleviating the stress concentration phenomenon, the present invention provides a transition structure in the sleeper of a rail vehicle underframe, an underframe and a rail vehicle which can alleviate the stress concentration at the end of the reinforcing rib in the sleeper and avoid cracking of the weld between the transition plate in the sleeper and the floor.

[0006] In order to solve the above technical problems, the present invention adopts the following technical solutions:

[0007] A transition structure inside the pillow of a railway vehicle underframe, comprising an inner pillow transition plate and a plurality of reinforcing ribs, wherein the inner pillow transition plate is sequentially divided into a pillow beam connection portion, a thickness variation zone and a floor connection portion, wherein the thickness of the floor connection portion is less than the thickness of the pillow beam connection portion, wherein the reinforcing ribs are installed on the lower surface of the pillow beam connection portion, wherein the inner pillow transition plate is provided with a plug welding hole and a second weight reduction hole, wherein the plug welding holes are distributed on both sides of the reinforcing ribs, wherein the second weight reduction hole is arranged relative to the reinforcing ribs, and wherein the second weight reduction hole is arranged across the pillow beam connection portion, the thickness variation zone and the floor connection portion, and maintains a distance from the end of the reinforcing ribs away from the pillow beam.

[0008] The present invention sets a thickness change zone between the bolster connection part and the floor connection part of the transition plate in the bolster, and the thickness of the floor connection part is less than the thickness of the bolster connection part. At the same time, a second weight-reducing hole is set at the end of the reinforcing rib away from the bolster, relative to the reinforcing rib, and the second weight-reducing hole is straddled on the bolster connection part, the thickness change zone and the floor connection part, and a distance is maintained from the end of the reinforcing rib away from the bolster. In this way, at least two parallel welds can be arranged between the end of the reinforcing rib in the bolster and the floor, so that the stress of the weld can be evenly distributed to the surrounding area, thereby alleviating the stress concentration at the end of the reinforcing rib in the bolster, avoiding excessive stress at the weld between the reinforcing rib and the transition plate in the bolster, and at the weld between the end of the transition plate in the bolster and the floor, and avoiding weld cracking caused by excessive stress.

[0009] Preferably, the bolster inner transition plate is further provided with a first weight-reducing hole, which is centrally arranged on the bolster transition plate along the longitudinal direction of the vehicle body and straddles the bolster connection portion, the thickness change zone and the floor connection portion, and the reinforcing ribs, the plug welding holes and the second weight-reducing holes are arranged on both sides of the first weight-reducing hole. The present invention replaces part of the long strip plug welding holes on the original bolster inner transition plate by providing a first weight-reducing hole with a larger diameter on the bolster inner transition plate. Since the diameter of the first weight-reducing hole is larger than the diameter of the long strip plug welding hole, it can reduce unnecessary welds, reduce the amount of welding, and reduce the dead weight of the vehicle body.

[0010] Preferably, the second weight-reducing holes are mainly located in the thickness change area and the floor connection part, and the thickness of the floor connection part is the same as the thickness of the outer wall of the floor cavity or the deviation is within 1 mm. , so as to more effectively reduce the stress at the end of the transition plate in the pillow and the floor weld.

[0011] Preferably, the plug welding hole and the second weight-reducing hole are staggered in the transverse direction of the vehicle body so as to make the stress of the weld on the transition plate inside the pillow more uniform.

[0012] Preferably, the first weight-reducing hole is a waist-shaped hole, so as to increase the diameter of the first weight-reducing hole as much as possible without affecting the performance of the transition plate inside the pillow, that is, to minimize unnecessary welds, reduce the welding amount, and at the same time minimize the stress at the weld between the end of the reinforcing rib and the transition plate inside the pillow.

[0013] Preferably, the second weight-reducing holes are square holes, and a plurality of the second weight-reducing holes are symmetrically distributed on both sides of the first weight-reducing holes.

[0014] Preferably, the reinforcing ribs are installed between the bolster and the inner transition plate of the bolster, and a traction seat mounting hole is provided on the lower surface of the bolster, and the traction seat mounting hole and the first weight-reducing hole are respectively provided between adjacent reinforcing ribs.

[0015] Preferably, the bolster is connected to the floor via the inner transition plate of the bolster, and the plug welding hole and the first weight-reducing hole are aligned with the node where the internal rib plate of the floor intersects.

[0016] Based on the same inventive concept, the present invention also provides a railway vehicle underframe, which includes the underframe pillow inner transition structure.

[0017] Based on the same inventive concept, the present invention also provides a rail vehicle, the underframe of which is the above-mentioned underframe.

[0018] Compared with the prior art, the present invention has the following beneficial effects:

[0019] 1) Solved the stress concentration problem of welds caused by the sudden change of stiffness at the connection between the bolster and the floor, solved the problem of insufficient fatigue strength of the welds between the bolster and the floor, the end of the reinforced rib and the transition plate inside the bolster, and the end of the transition plate inside the bolster and the floor caused by the huge bending moment brought to the car body by the longitudinal impact load of the bogie and the vertical load brought by the passengers, and achieved good structural strength performance;

[0020] 2) The transition plate inside the pillow has a simple structure and a small volume, which is conducive to achieving lightweight of the vehicle body; at the same time, the number of welds is controlled to a minimum, which effectively alleviates the problem of local collapse of the floor at the pillow beam caused by welding deformation, and the process feasibility is good;

[0021] 3) The optimized inner pillow transition plate is used in conjunction with the inner pillow reinforcement ribs. The structure is compact and practical, ensuring the movement space of the upper anti-roll torsion bar. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0023] Figure 1 A schematic diagram of the chassis structure using the present invention;

[0024] Figure 2 for Figure 1 The enlarged view of point Ⅰ;

[0025] Figure 3 It is a structural schematic diagram of the transition plate inside the pillow;

[0026] Figure 4 for Figure 1 AA section view;

[0027] Figure 5 for Figure 4 BB cross-sectional view.

[0028] In the figure: 100 chassis, 101 transition structure in pillow, 1 transition plate in pillow, 1a pillow-beam connection part, 1b first weight-reducing hole, 1c plug welding hole, 1d second weight-reducing hole, 1e thickness change area, 1f floor connection part, 2 reinforcing ribs, 3 pillow beam, 3a traction seat mounting hole, 4, 4' floor, 4a node where ribs and plates intersect, 5 traction beam, 200 traction seat;

[0029] w1: weld between the bolster and the floor;

[0030] w2: floor connection part of the transition plate inside the pillow and the floor weld;

[0031] w3: Welding seam between reinforcement ribs and transition plate inside pillow;

[0032] w4: weld between the connection between the bolster beam and the floor of the transition plate inside the bolster;

[0033] M1: vertical load moment;

[0034] M2: longitudinal impact load moment;

[0035] F: Longitudinal impact load force. DETAILED DESCRIPTION

[0036] The present invention is further described below in conjunction with specific preferred embodiments, but the protection scope of the present invention is not limited thereby.

[0037] For the convenience of description, the relative position relationship of each component, such as up, down, left, right, etc., is described according to the layout direction of the drawings in the specification, and does not limit the structure of this patent.

[0038] See also Figure 1 , Figure 2An embodiment of the rail vehicle underframe inner pillow transition structure 101 of the present invention is composed of an inner pillow transition plate 1 and reinforcing ribs 2 which are vertically distributed. The underframe 100 is composed of the inner pillow transition structure 101, the pillow beam 3, the floor 4 and the traction beam 5. The underframe 100 is provided with the traction beam 5, the pillow beam 3 and the inner pillow transition structure 101 in sequence from the end to the center. The floor 4 is broken into two parts, front and rear, at the pillow beam 3, and connected to the floor weld w1 through the pillow beam. The floor 4' located outside the pillow beam 3 and the lower surface of the floor 4 inside are connected to the traction beam 5 and the inner pillow transition structure 101 respectively. The inner pillow transition structure 101 is mainly used to strengthen the connection between the pillow beam 3 and the floor 4. The inner pillow transition plate 1 and the floor 4 are overlapped and welded and fixed, and the weld between the end of the inner pillow transition plate 1 and the floor 4 is the floor connection part of the inner pillow transition plate and the floor weld w2. Then, the bolster beam 3 and the inner transition plate 1 are welded together by using the reinforcing ribs 2. The weld between the end of the reinforcing rib 2 and the inner transition plate 1 is the weld w3 between the reinforcing rib and the inner transition plate.

[0039] Figure 3 It is a schematic diagram of the structure of the transition plate 1 inside the pillow. The transition plate 1 inside the pillow adopts a porous structure, including a first weight-reducing hole 1b, a number of plug welding holes 1c distributed in a long strip along the longitudinal direction of the vehicle body, and a square second weight-reducing hole 1d. The transition plate 1 inside the pillow is divided into three areas from front to back, namely, the pillow beam connection part 1a, the thickness change area 1e and the floor connection part 1f. The first weight-reducing hole 1b is a large waist-shaped hole, which is mainly used to reduce unnecessary welds and reduce the dead weight of the vehicle body. The first weight-reducing hole 1b and the second weight-reducing hole 1d are both arranged across the pillow beam connection part 1a, the thickness change area 1e and the floor connection part 1f, and the second weight-reducing hole 1d is mainly located in the thickness change area 1e and the floor connection part 1f; the plug welding hole 1c and the second weight-reducing hole 1d are distributed on both sides of the first weight-reducing hole 1b, and the plug welding hole 1c is located at the pillow beam connection part 1a; the plug welding hole 1c and the second weight-reducing hole 1d are staggered in the lateral direction.

[0040] The second weight-reducing hole 1d is located at a step by halving the thickness of the transition plate 1 in the pillow. Specifically, the thickness of the floor connection part 1f is less than half of the thickness of the pillow beam connection part 1a, and is the same as the thickness of the outer wall of the cavity of the floor 4 or within a deviation of 1mm, so as to reduce the sudden change in stiffness of the weld between the floor connection part 1f and the floor 4. The thickness of the floor connection part 1f is preferably set to 3mm-4mm.

[0041] Combination Figure 2 , Figure 5The traction seat installation holes 3a are distributed on the lower surface of the bolster 3 between the reinforcement ribs 2, and the first weight-reducing holes 1b or plug welding holes 1c are also distributed between the reinforcement ribs 2; the second weight-reducing holes 1d are arranged on the bolster inner transition plate 1 corresponding to the end of the reinforcement rib 2. The second weight-reducing holes 1d are arranged at the position corresponding to the end of the reinforcement rib 2, and are used to isolate the force flow transmitted from the end of the reinforcement rib 2 to the floor, and disperse the stress of the floor connection part of the bolster inner transition plate and the floor weld w2.

[0042] In this way, the thickness of the floor connection part 1f is less than half of the thickness of the pillow beam connection part 1a, and is the same as the outer wall thickness of the cavity of the floor 4 or has a deviation of less than 1 mm, so as to reduce the sudden change in stiffness at the weld between the floor connection part 1f and the floor 4. At the same time, by providing a second weight-reducing hole 1d in the thickness change area 1e of the pillow inner transition plate 1 at the end of the reinforcing rib 3 and the floor connection part 1f, two parallel welds are arranged at the connection between the end of the reinforcing rib 2 and the floor 4, namely, the pillow beam connection part and the floor weld w4, and the floor connection part and the floor weld w2, thereby reducing the stress concentration at the weld and improving the fatigue resistance of the structure.

[0043] The present invention reduces the stress at the bolster connection part and the floor weld w4 of the pillow inner transition plate through the stiffness provided by the thickness change zone 1e and the floor connection part 1f; the stress at the bolster connection part and the floor weld w4 of the pillow inner transition plate, and the stress at the floor connection part and the floor weld w2 of the pillow inner transition plate are effectively reduced by thinning and halving the thickness of the floor connection part 1f and weakening the second weight reduction hole 1d; at the same time, the stress at the end of the reinforcing rib 2 and the weld w3 of the pillow inner transition plate 1 is reduced through the second weight reduction hole 1d; the stiffness mutation of the bolster connection part 1a and the floor connection part 1f is alleviated through the thickness change zone 1e, and the second weight reduction hole 1d is set in the thickness change zone 1e to more effectively alleviate the stress of the bolster transition plate and the floor weld. The present invention also solves the stress concentration problem of the weld w1 caused by the sudden change in stiffness of the connection between the bolster beam 3 and the floor 4 by setting an inner bolster transition structure 101; by optimizing the structure and shape of the inner bolster transition plate 1, the longitudinal impact load force F and the longitudinal impact load moment M2 of the bogie traction seat 200, as well as the huge vertical load moment M1 brought to the car body by the passenger weight are solved, so that the fatigue strength problem of the weld between the bolster beam 3 and the floor 4, the weld w3 between the end of the reinforcing vertical rib 2 and the inner bolster transition plate 1, and the weld w2 between the end of the inner bolster transition plate 1 and the floor 4 is insufficient, and the structural strength performance is good.

[0044] Figure 4 yes Figure 1 AA section view of Figure 4It can be seen that the long strip plug welding hole 1c of the transition plate 1 inside the pillow and the long straight section of the first weight-reducing hole 1b are aligned with the node 4a where the internal rib plate of the floor 4 intersects, so that the weld is mainly located in the area with larger thickness of the floor 4, which reduces the weld penetration phenomenon, helps to reduce welding deformation, and improves the strength reliability of the weld.

[0045] The above is only a specific implementation scheme of the present invention, but the protection scope of the present invention is not limited thereto. Any technician familiar with the art can make many possible changes and modifications to the technical scheme of the present invention by using the technical content disclosed above without departing from the scope of the technical scheme of the present invention, or modify it into an equivalent embodiment of equivalent changes. Therefore, any simple modification, equivalent change and modification made to the above embodiments according to the technical essence of the present invention without departing from the content of the technical scheme of the present invention should fall within the protection scope of the technical scheme of the present invention.

Claims

1. A rail vehicle underframe sleeper transition structure, comprising a sleeper transition plate (1) and a plurality of reinforcing ribs (2), wherein the sleeper transition plate is sequentially divided into a sleeper beam connection portion (1a), a thickness variation region (1e) and a floor connection portion (1f), wherein the thickness of the floor connection portion is less than the thickness of the sleeper beam connection portion, and the reinforcing ribs are mounted on the lower surface of the sleeper beam connection portion. Features: A plug welding hole (1c) and a second weight-reducing hole (1d) are arranged on the inner transition plate of the pillow, the plug welding holes are distributed on both sides of the reinforcing rib (2), the second weight-reducing hole is arranged relative to the reinforcing rib, and the second weight-reducing hole is arranged across the pillow beam connection part, the thickness change area and the floor connection part, and maintains a distance from the end of the reinforcing rib away from the pillow beam; the inner transition plate of the pillow is also provided with a first weight-reducing hole (1b), the first weight-reducing hole is arranged in the middle of the pillow beam transition plate along the longitudinal direction of the vehicle body, and is arranged across the pillow beam connection part, the thickness gradient area and the floor connection part, the reinforcing rib, the plug welding hole and the second weight-reducing hole are arranged on both sides of the first weight-reducing hole; the second weight-reducing hole is mainly located in the thickness change area and the floor connection part, and the thickness of the floor connection part is the same as the outer wall thickness of the cavity of the floor (4) or the deviation is within 1 mm.

2. The rail vehicle underframe sleeper inner transition structure according to claim 1, It is characterized in that The plug welding hole and the second weight-reducing hole are staggered in the transverse direction of the vehicle body.

3. The rail vehicle underframe sleeper inner transition structure according to claim 1, It is characterized in that The first weight-reducing hole is a waist-shaped hole.

4. The rail vehicle underframe sleeper inner transition structure according to claim 1, It is characterized in that The second weight-reducing holes are square holes, and a plurality of the second weight-reducing holes are symmetrically distributed on both sides of the first weight-reducing holes.

5. The rail vehicle underframe sleeper inner transition structure according to claim 1, It is characterized in that The reinforcing ribs are installed between the bolster (3) and the bolster inner transition plate, and a traction seat mounting hole (3a) is provided on the lower surface of the bolster, and the traction seat mounting hole and the first weight-reducing hole are provided between adjacent reinforcing ribs.

6. The rail vehicle underframe sleeper inner transition structure according to claim 5, It is characterized in that The bolster is connected to the floor (4) via the bolster inner transition plate, and the plug welding hole and the first weight-reducing hole are aligned with a node where the internal rib plate of the floor intersects.

7. A rail vehicle underframe, It is characterized in that The base frame includes the base frame pillow inner transition structure according to any one of claims 1-6.

8. A rail vehicle, It is characterized in that The underframe of the vehicle is the underframe described in claim 7.

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