Traction beam device, underframe and rail vehicle

Abstract

The present invention discloses a traction beam device, an underframe, and a rail vehicle, comprising: two side beams arranged in parallel at a preset distance; a bolster connected vertically between the two side beams; a first traction beam arranged vertically to the bolster, one end of the first traction beam connected to the bolster; at least one auxiliary traction beam arranged obliquely to the side of the first traction beam, one end of the auxiliary traction beam connected to the side beam on the corresponding side, and the other end intersecting with the end of the first traction beam away from the bolster, and a mounting seat formed at the intersection of the auxiliary traction beam and the first traction beam, the mounting seat being used to mount a coupler. The first traction beam and the auxiliary traction beam work together to form multiple longitudinal load transfer paths, so that the longitudinal load transfer paths are more in line with regional load transfer requirements, the transfer paths are more optimized, and the load transfer capacity and load transfer efficiency are improved; and the span size of the first traction beam is made more flexible, thereby reducing the impact of the bogie restriction area on the traction beam device structure.

Description

Technical Field

[0001] The present invention relates to the technical field of traction beam structures of rail vehicles, and more specifically, to a traction beam device. Furthermore, the present invention also relates to an underframe including the traction beam device and a rail vehicle including the underframe. Background Art

[0002] The traction beam device is an important component of rail vehicles. It is mainly used to transmit traction and braking forces to the coupler. At the same time, it has to withstand various equipment loads and horizontal longitudinal and lateral impact loads during traction.

[0003] The structural form of the traction beam device greatly affects its force transmission path. In the relevant technology, the traction beam device includes side beams, bolster beams, cross beams and vertical traction beams. The bolster beams and cross beams are arranged in parallel, and the bolster beams and cross beams are connected between two side beams. Multiple cross beams are arranged between the two side beams, and the vertical traction beam is connected between the cross beams and the bolster beams. That is, only the vertical traction beams can transmit longitudinal loads, and the cross beams have almost no longitudinal load transmission capacity. There is a certain irrationality in the load transmission path.

[0004] Therefore, how to provide a traction beam device to optimize the longitudinal load transfer path is a problem that urgently needs to be solved by those skilled in the art. Summary of the Invention

[0005] In view of the above, an object of the present invention is to provide a traction beam device, which has an optimal longitudinal load transfer path.

[0006] Another object of the present invention is to provide an underframe including the above-mentioned traction beam device and a rail vehicle including the underframe, which has an optimal longitudinal load transmission path.

[0007] In order to achieve the above object, the present invention provides the following technical solutions:

[0008] A traction beam device, comprising:

[0009] Two side beams are arranged in parallel with a preset distance between them;

[0010] a bolster, vertically connected between the two side beams;

[0011] a first traction beam, disposed perpendicular to the bolster, one end of the first traction beam being connected to the bolster;

[0012] At least one auxiliary traction beam is obliquely arranged on the side of the first traction beam, one end of the auxiliary traction beam is connected to the side beam on the corresponding side, and the other end intersects with the end of the first traction beam away from the bolster, and a mounting seat is formed at the intersection of the auxiliary traction beam and the first traction beam, and the mounting seat is used to install a coupler.

[0013] Optionally, the auxiliary traction beam is connected to the side beam on the corresponding side via a transition seat.

[0014] Optionally, the transition seat includes:

[0015] The first connecting portion has a lap joint surface that is in contact with the side beam surface, and the lap joint surface is in contact with the side beam and fixedly connected;

[0016] The second connecting portion includes a docking portion that is docked with the end surface of the auxiliary traction beam, and the docking portion is in contact with and fixedly connected to the end surface of the auxiliary traction beam.

[0017] Optionally, the first connecting portion is a straight beam, the second connecting portion is connected to a position between two ends of the first connecting portion, and the connection between the second connecting portion and the first connecting portion is an arc-shaped transition structure;

[0018] The transition seat is an integrally formed structure.

[0019] Optionally, the first traction beam includes:

[0020] Two beams, respectively parallel to the side beams;

[0021] at least one first connector connected between the two beams, wherein the size of the first connector gradually decreases from both ends of the first connector toward the middle of the first connector;

[0022] The second connecting body includes a third connecting part, a fourth connecting part and a fifth connecting part which are connected together. The third connecting part and the fourth connecting part are connected to the two beam bodies respectively, and the fifth connecting part is connected to the bolster.

[0023] Optionally, it also includes:

[0024] two second traction beams arranged obliquely, one end of each second traction beam being connected to the mounting seat;

[0025] A buffer beam is vertically connected between the two side beams and located at one end of the two side beams. The buffer beam and the pillow beam are respectively located on both sides of the mounting seat. The other ends of the two second traction beams are respectively connected to the buffer beam.

[0026] Optionally, the thickness of the auxiliary traction beam gradually increases from an end close to the side beam to an end close to the mounting seat;

[0027] The thickness of the first traction beam gradually increases from an end close to the bolster to an end close to the mounting seat;

[0028] The two beams are both I-shaped beams;

[0029] The side beam is provided with a hoisting portion for hoisting;

[0030] The cross-sectional shape of the buffer beam is the same as that of the second traction beam, so that the shapes of the connection between the two beams are completely corresponding.

[0031] Optionally, the number of the auxiliary traction beams is two, and the two auxiliary traction beams are symmetrically arranged about the first traction beam; the two second traction beams are symmetrically arranged about the straight line where the first traction beam is located.

[0032] A chassis comprises any one of the above-mentioned traction beam devices.

[0033] A rail vehicle comprises the above-mentioned underframe.

[0034] The traction beam device provided by the present invention has the following beneficial effects:

[0035] The traction beam assembly includes both a first traction beam positioned vertically relative to the bolster and auxiliary traction beams positioned at an angle. The first and auxiliary traction beams form a claw-like structure. Specifically, as the number of auxiliary traction beams increases, more claws are formed. For example, the first and auxiliary traction beams can form an octopus-shaped structure. The first and auxiliary traction beams work together to form multiple longitudinal load transfer paths. Specifically, the first traction beam connects to the bolster and transfers a portion of the longitudinal load to the bolster, while the auxiliary traction beam connects to the side beam and transfers the remaining portion of the longitudinal load to the side beam. This distributes the longitudinal load transferred from the coupler between the first and auxiliary traction beams, optimizing the longitudinal load transfer path to meet regional load transfer requirements and improving load transfer capacity and efficiency. Furthermore, this structure allows for greater flexibility in the span size of the first traction beam, thereby reducing the impact of the bogie's restricted area on the traction beam assembly structure.

[0036] The underframe provided by the present invention includes the above-mentioned traction beam device and has the same beneficial effects as the above-mentioned traction beam device.

[0037] The rail vehicle provided by the present invention comprises the above-mentioned underframe, and the underframe comprises the above-mentioned traction beam device. Therefore, the rail vehicle also has the same beneficial effects as the above-mentioned traction beam device. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] In order to more clearly illustrate the technical solutions in the embodiments of the present invention or related technologies, the following briefly introduces the drawings required for use in the embodiments or related technical descriptions. Obviously, the drawings described below are merely embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without paying any creative work.

[0039] Figure 1 A schematic structural diagram of a traction beam device provided in a specific embodiment of the present invention;

[0040] Figure 2 This is a partial enlarged schematic diagram of the connection between the auxiliary traction beam and the side beam;

[0041] Figure 3 This is a structural diagram of the transition seat.

[0042] Reference numerals:

[0043] 1-side beam; 2-bolster beam; 3-first traction beam; 31-beam body; 32-first connector; 33-second connector; 4-auxiliary traction beam; 5-mounting seat; 6-transition seat; 61-first connecting part; 62-second connecting part; 63-arc-shaped transition structure; 7-second traction beam; 8-buffer beam. DETAILED DESCRIPTION

[0044] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0045] The core of the present invention is to provide a traction beam device, which has an optimal longitudinal load transfer path. Another core of the present invention is to provide an underframe including the traction beam device and a rail vehicle including the underframe, which has an optimal longitudinal load transfer path.

[0046] Please refer to Figure 1 An embodiment of the present invention provides a traction beam device, including a side beam 1, a bolster 2, a first traction beam 3 and an auxiliary traction beam 4, wherein there are two side beams 1, and the two side beams 1 are spaced apart by a preset distance and arranged in parallel; the bolster 2 is connected between the two side beams 1 and is perpendicular to the two side beams 1; the first traction beam 3 is arranged perpendicular to the bolster 2, that is, the first traction beam 3 is parallel to the two side beams 1, and one end of the first traction beam 3 is connected to the bolster 2; there is at least one auxiliary traction beam 4, which is arranged on the side of the first traction beam 3 and is inclined, with one end of the auxiliary traction beam 4 connected to the side beam 1 on the corresponding side and the other end intersecting with the end of the first traction beam 3 away from the bolster 2, and a mounting seat 5 is formed at the intersection of the first traction beam 3 and the auxiliary traction beam 4, and the mounting seat 5 is used to install a coupler.

[0047] That is, in embodiments of the present invention, both a first traction beam 3, disposed vertically relative to the bolster 2, and an auxiliary traction beam 4, disposed at an angle, form a claw-like structure with the first traction beam 3 and the auxiliary traction beam 4. The greater the number of auxiliary traction beams 4, the more claws are formed. For example, in some embodiments, the first traction beam 3 and the auxiliary traction beam 4 form an octopus-shaped structure. The first traction beam 3 and the auxiliary traction beam 4 work together to form multiple longitudinal load transfer paths. Specifically, the first traction beam 3 connects to the bolster 2 and transfers a portion of the longitudinal load to the bolster 2, while the auxiliary traction beam 4 connects to the side beam 1 and transfers the remaining portion of the longitudinal load to the side beam 1. This distributes the longitudinal load transferred from the coupler between the first traction beam 3 and the auxiliary traction beam 4. This optimizes the longitudinal load transfer path, making it more consistent with regional load transfer requirements and improving load transfer capacity and efficiency. Furthermore, this structure allows for greater flexibility in the span size of the first traction beam 3, thereby reducing the impact of the bogie's restricted area on the structure of the traction beam assembly. Furthermore, in the embodiment of the present invention, several cross beams located between the two side beams 1 in the related art are eliminated. By providing a first traction beam 3 and an auxiliary traction beam 4, the auxiliary traction beam 4 plays a role in both force transmission and structural strength enhancement, thereby avoiding structural redundancy, making the structure of the traction beam device more streamlined, and reducing structural complexity.

[0048] It is understandable that the connection between the auxiliary traction beam 4 and the side beam 1 forms an acute angle, which makes construction difficult and the connection quality difficult to guarantee. In order to solve this technical problem, please refer to Figure 2 In some embodiments, the auxiliary traction beam 4 is connected to the side beam 1 on the corresponding side via a transition seat 6. That is, in this embodiment, by adding a transition seat 6, the auxiliary traction beam 4 and the side beam 1 are connected by the transition seat 6. The auxiliary traction beam 4 and the side beam 1 are connected together via the transition seat 6. This facilitates the reasonable design of the structure of the transition seat 6, reduces construction difficulty, and thus ensures the connection quality between the auxiliary traction beam 4 and the side beam 1, improves structural reliability, and further enhances load transfer capacity.

[0049] It should be noted that this embodiment does not limit the specific structure of the transition seat 6. As long as the connection between the auxiliary traction beam 4 and the side beam 1 can be achieved, it will be helpful to reduce the construction difficulty and improve the connection quality.

[0050] Please combine Figure 2 and Figure 3 In some embodiments, the transition seat 6 includes a first connecting portion 61 and a second connecting portion 62. The first connecting portion 61 has a lap joint surface that is in contact with the side beam 1 and is fixedly connected to the side beam 1; the second connecting portion 62 has a docking portion that is connected to the end face of the auxiliary traction beam 4, and the docking portion is in contact with the end face of the auxiliary traction beam 4 and is fixedly connected to the side beam 1.

[0051] That is, the transition base 6 and the side beam 1 are in a surface-overlapping relationship, while the transition base 6 and the auxiliary traction beam 4 are in a planar butt-jointed relationship. This surface-overlapping or planar butt-jointing relationship facilitates construction, easily ensures connection quality, and helps increase the connection area and improve load transfer capacity. For example, in some embodiments, the transition base 6 is welded to the auxiliary traction beam 4 and the side beam 1, respectively. This structure is very convenient for welding, easily ensures welding quality, avoids welds in high-stress areas, thereby improving load transfer capacity and reducing construction difficulty.

[0052] For further information, please refer to Figure 3 In some embodiments, the first connecting portion 61 is a straight beam, the second connecting portion 62 is connected to the position between the two ends of the first connecting portion 61, and the connection between the second connecting portion 62 and the first connecting portion 61 is an arc-shaped transition structure 63; the transition seat 6 is an integrally formed structure.

[0053] It is understood that the second connecting portion 62 extends obliquely from any position between the ends of the first connecting portion 61. The second connecting portion 62 forms an angle with the first connecting portion 61, which is the same angle as the angle between the auxiliary traction beam 4 and the side beam 1. This facilitates the overlap of the first connecting portion 61 and the side beam 1, and the docking of the second connecting portion 62 with the auxiliary traction beam 4. Furthermore, the connection between the first connecting portion 61 and the second connecting portion 62 is an arc-shaped transition structure 63, which avoids the formation of a sharp angle at the connection between the two, thereby reducing stress concentration and improving the structural reliability of the transition seat 6. Furthermore, the transition seat 6 is an integrally molded structure, that is, the first connecting portion 61 and the second connecting portion 62 are integrally molded, forming a one-piece structural component, which is convenient for processing and manufacturing.

[0054] In addition, it should be noted that the above embodiment does not limit the specific structure of the first traction beam 3, as long as it is arranged perpendicular to the bolster 2, has sufficient structural strength, and can transmit the longitudinal load.

[0055] Please continue to refer to Figure 1 In some embodiments, the first traction beam 3 includes two beam bodies 31, a first connector 32, and a second connector 33. The two beam bodies 31 are respectively parallel to the side beams 1, that is, the two beam bodies 31 serve as the main structure of the first traction beam 3, so that the first traction beam 3 is perpendicular to the bolster 2; there is at least one first connector 32, which is connected between the two beam bodies 31. From the two ends of the first connector 32 to the middle of the first connector 32, the size of the first connector 32 gradually decreases, and the size of the first connector 32 along the center line perpendicular to the beam bodies 31 is the smallest; the second connector 33 includes a third connecting portion, a fourth connecting portion, and a fifth connecting portion connected together. The third connecting portion and the fourth connecting portion are respectively connected to the two beam bodies 31, and the fifth connecting portion is connected to the bolster 2.

[0056] That is, both the first connector 32 and the second connector 33 are located between the two beams 31, connecting the two beams 31. This allows the first traction beam 3 to form an I-beam-like structure, which is more streamlined and less difficult to construct. It is understood that there is at least one first connector 32, primarily located between the two ends of the first traction beam 3. The second connector 33 is located where the two beams 31 connect to the bolster 2, strengthening the connection between the first traction beam 3 and the bolster 2. Furthermore, the size of the first connector 32 gradually decreases, with the first connector 32 being smallest along the centerline perpendicular to the beams 31. The first connector 32 is largest near the ends of the two beams 31. This increases the connection area between the first connector 32 and the beam 31, thereby improving the connection strength and ensuring sufficient structural strength for the first traction beam 3.

[0057] Also, please continue to refer to Figure 1 In some embodiments, the traction beam device further includes a second traction beam 7 and a buffer beam 8. The number of the second traction beams 7 is two, and the two second traction beams 7 are arranged obliquely. One end of the two second traction beams 7 is respectively connected to the mounting seat 5, and the other end of the two second traction beams 7 is respectively connected to the buffer beam 8; the buffer beam 8 is vertically connected between the two side beams 1, and the buffer beam 8 is located at one end of the two side beams 1, playing the role of sealing the end. The buffer beam 8 and the pillow beam 2 are respectively located on both sides of the mounting seat 5.

[0058] That is to say, in this embodiment, the longitudinal load is transmitted between the mounting seat 5 and the buffer beam 8 through the two second traction beams 7. The two second traction beams 7 are arranged at an angle, so that a triangular structure is formed between the mounting seat 5, the two second traction beams 7 and the buffer beam 8, which is beneficial to improving the stability of the structure and ensuring the structural stability of the mounting seat 5.

[0059] In addition, in some embodiments, the thickness of the auxiliary traction beam 4 gradually increases from the end close to the side beam 1 to the end close to the mounting seat 5; the thickness of the first traction beam 3 gradually increases from the end close to the pillow beam 2 to the end close to the mounting seat 5; the two beam bodies 31 of the first traction beam 3 are both I-shaped beam bodies; the side beam 1 is provided with a hoisting portion for hoisting equipment; the cross-sectional shape of the buffer beam 8 is the same as the cross-sectional shape of the second traction beam 7, so that the shape of the connection between the two is completely corresponding.

[0060] In other words, both the auxiliary traction beam 4 and the first traction beam 3 are variable-section traction beams, and the thickness of each is greatest at the end closest to the mounting base 5. This increases the overall volume of the mounting base 5 and allows it to withstand greater forces. Both beam bodies 31 of the first traction beam 3 are I-shaped. In related art, vertical traction beams are U-shaped. During longitudinal load transmission, the inner surface of the U-shaped beam is severely compressed, resulting in uneven force distribution and a high bias bending moment when load is applied. I-shaped beams effectively address this technical issue, thereby increasing the service life of the first traction beam 3. Furthermore, this embodiment of the present invention eliminates several crossbeams between the two side beams 1. Instead, a lifting portion is provided on the side beams 1 for lifting equipment. This means that the lifting point of the traction beam assembly is changed. Furthermore, the cross-sectional shape of the buffer beam 8 is identical to that of the second traction beam 7. This ensures that when the second traction beam 7 and the buffer beam 8 are docked, their joints are perfectly aligned, facilitating connection.

[0061] Furthermore, if Figure 1 As shown, in some embodiments, the number of the auxiliary traction beams 4 is two, and the two auxiliary traction beams 4 are symmetrically arranged about the first traction beam 3 ; the two second traction beams 7 are symmetrically arranged about the straight line where the first traction beam 3 is located.

[0062] It is understood that the symmetrical arrangement of the two auxiliary traction beams 4 about the first traction beam 3 and the symmetrical arrangement of the two second traction beams 7 about the line containing the first traction beam 3 provide structural support on both sides of the load, making the overall structure compact and more evenly distributed. This reduces the load offset bending moment and avoids severe unilateral pressure on the traction beam. Furthermore, when the load offset bending moment is small, the load transfer requirements can be met with less rigidity and less weight. This reduces the weight of the first traction beam 3 and the second traction beam 7, making the overall structure more lightweight.

[0063] In addition, the above embodiment does not limit the specific angle range between the auxiliary traction beam 4 and the side beam 1, as long as the auxiliary traction beam 4 and the side beam 1 can be connected.

[0064] In some embodiments, the angle between the auxiliary traction beam 4 and the side beam 1 ranges from 0° to 45°. Topology optimization calculations show that when the angle between the auxiliary traction beam 4 and the side beam 1 meets this range, the load transfer path can be optimized.

[0065] In addition to the above-mentioned traction beam device, the present invention also provides a chassis including the traction beam device disclosed in the above-mentioned embodiment. For the structures of other parts of the chassis, please refer to the relevant technology and will not be described in detail herein.

[0066] The key point of this embodiment is that the chassis includes the traction beam device disclosed in any one of the above embodiments, and has the same beneficial effects as the above traction beam device, which will not be repeated here.

[0067] In addition to the above-mentioned traction beam device and underframe, the present invention also provides a rail vehicle including the underframe disclosed in the above-mentioned embodiment. For the structures of other parts of the rail vehicle, please refer to the relevant technology and will not be described in detail herein.

[0068] The focus of this embodiment is that the rail vehicle includes the underframe disclosed in the above embodiments, that is, includes an underframe using the traction beam device disclosed in any one of the above embodiments, and therefore has the same beneficial effects as the above traction beam device, which will not be repeated here.

[0069] It should also be noted that, in this specification, relational terms such as first and second, etc. are merely used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations.

[0070] The various embodiments in this specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts between the various embodiments can be referenced to each other.

[0071] The above describes in detail the traction beam device, underframe, and rail vehicle provided by the present invention. Specific examples are used herein to illustrate the principles and implementation methods of the present invention. The above examples are intended only to facilitate understanding of the method and core concepts of the present invention. It should be noted that those skilled in the art will be able to make various improvements and modifications to the present invention without departing from the principles of the present invention, and such improvements and modifications are also within the scope of protection of the present invention.

Claims

1. A traction beam device, characterized in that: include: Two side beams (1) are arranged in parallel with a preset distance between them; A bolster (2) vertically connected between the two side beams (1); a first traction beam (3) arranged perpendicular to the bolster (2), one end of the first traction beam (3) being connected to the bolster (2); At least one auxiliary traction beam (4) is obliquely arranged on the side of the first traction beam (3), one end of the auxiliary traction beam (4) is connected to the side beam (1) on the corresponding side, and the other end intersects with the end of the first traction beam (3) away from the bolster beam (2), and a mounting seat (5) is formed at the intersection of the auxiliary traction beam (4) and the first traction beam (3), and the mounting seat (5) is used for mounting a coupler; The auxiliary traction beam (4) is connected to the side beam (1) on the corresponding side via a transition seat (6); The transition seat (6) comprises: A first connecting portion (61) has a lap joint surface that is in surface contact with the side beam (1), the lap joint surface being in contact with and fixedly connected to the side beam (1); The second connecting portion (62) has a butt joint portion that butts joint with the end surface of the auxiliary traction beam (4), and the butt joint portion is in contact with and fixedly connected to the end surface of the auxiliary traction beam (4).

2. The traction beam device according to claim 1, characterized in that: The first connecting portion (61) is a straight beam, the second connecting portion (62) is connected to a position between two ends of the first connecting portion (61), and the connection between the second connecting portion (62) and the first connecting portion (61) is an arc-shaped transition structure (63); The transition seat (6) is an integrally formed structure.

3. The traction beam device according to claim 1 or 2, characterized in that: The first traction beam (3) comprises: Two beam bodies (31), respectively parallel to the side beams (1); At least one first connector (32) is connected between the two beam bodies (31), and the size of the first connector (32) gradually decreases from both ends of the first connector (32) toward the middle of the first connector (32); The second connecting body (33) comprises a third connecting portion, a fourth connecting portion and a fifth connecting portion connected in one body, the third connecting portion and the fourth connecting portion being connected to the two beam bodies (31) respectively, and the fifth connecting portion being connected to the bolster beam (2).

4. The traction beam device according to claim 3, characterized in that: Also includes: Two second traction beams (7) arranged obliquely, one end of each second traction beam (7) being connected to the mounting seat (5); A buffer beam (8) is vertically connected between the two side beams (1) and is located at one end of the two side beams (1). The buffer beam (8) and the pillow beam (2) are respectively located on both sides of the mounting seat (5). The other ends of the two second traction beams (7) are respectively connected to the buffer beam (8).

5. The traction beam device according to claim 4, characterized in that: The thickness of the auxiliary traction beam (4) gradually increases from an end close to the side beam (1) to an end close to the mounting seat (5); The thickness of the first traction beam (3) gradually increases from an end close to the bolster beam (2) to an end close to the mounting seat (5); The two beams (31) are both I-shaped beams; The side beam (1) is provided with a hoisting portion for hoisting; The cross-sectional shape of the buffer beam (8) is the same as the cross-sectional shape of the second traction beam (7), so that the shapes of the connection between the two are completely corresponding.

6. The traction beam device according to claim 4, characterized in that: The number of the auxiliary traction beams (4) is two, and the two auxiliary traction beams (4) are symmetrically arranged with respect to the first traction beam (3); and the two second traction beams (7) are symmetrically arranged with respect to the straight line where the first traction beam (3) is located.

7. A chassis, characterized in that: The traction beam device comprises the traction beam device according to any one of claims 1 to 6.

8. A rail vehicle, characterized in that: Comprising the chassis according to claim 7.

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