Novel stainless steel car body end underframe

Abstract

According to the novel stainless steel vehicle body end chassis, the weight of the end chassis is reduced by about 30% compared with that of a traditional structure, and the requirement for light weight of a vehicle is met; the new structure has high conformity with the material and the manufacturing process of the whole vehicle at the present stage, the material types, the manufacturing process and the manufacturing tool are simple, and the cost is obviously reduced; the novel structure is high in light weight degree, small in welding amount, easy to control deformation and convenient to adjust and repair in size; the novel structure avoids easy-to-rust design, has no sandwich structure, is convenient to overhaul and maintain and low in cost, and plays a great role in prolonging the designed service life of the vehicle.

Description

Technical Field

[0001] This invention belongs to the field of steel structure end frames for rail vehicles, and specifically relates to a novel stainless steel car body end frame. Background Technology

[0002] The conventional end frame structure of rail vehicles typically includes components such as sleeper beams, traction beams, side beams, end beams, floor beams, and main crossbeams. These components and parts are connected extensively by manual arc welding to form the load-bearing structure of the end frame. Particularly in the areas where the bogie mounting interface, coupler mounting interface, and interface with the main frame structure are located: the amount of welding is large, the number of parts is numerous, and the complexity is high; high requirements are placed on tooling, deformation is difficult to control, the adjustment process is complex, affecting production efficiency, and ensuring the dimensional tolerances of key interfaces is difficult; the connection points with the frame are prone to corrosion and difficult to maintain, posing numerous disadvantages to reducing overall vehicle maintenance costs, improving maintenance efficiency, and extending the overall vehicle design life; furthermore, the existing lightweight design redundancy is limited, contributing little to the overall vehicle lightweighting goal. Summary of the Invention

[0003] The purpose of this invention is to develop a novel stainless steel vehicle body end frame structure based on existing stainless steel vehicle body structural materials, without altering the overall vehicle performance. This addresses the problems of existing structures, such as complexity, large arc welding volume, difficulty in ensuring interface dimensions, low production efficiency, the presence of areas prone to corrosion, high maintenance costs, and difficulty in achieving lightweight targets.

[0004] To achieve the above objectives, the present invention provides a novel stainless steel vehicle body end frame, including a bolster beam, a traction beam, and a coupler mounting base. The bolster beam and the traction beam are fixed by welding to form an integral "cross" shaped frame structure. The bolster beam is connected to the lower side beam of the side wall by arc welding, and the traction beam is connected to the lower side beam of the end wall and the floor by arc welding.

[0005] Furthermore, the bolster beam includes an upper bolster beam cover plate, a lower bolster beam cover plate, an internal reinforcing rib plate, a center pin pad, an air spring pad, an anti-roll torsion bar, a shock absorber, and an external reinforcing rib plate. The upper bolster beam cover plate, the lower bolster beam cover plate, the internal reinforcing rib plate, the center pin pad, the air spring pad, the anti-roll torsion bar, the shock absorber, and the external reinforcing rib plate are connected as a single unit by arc welding.

[0006] Furthermore, the traction beam includes an inner traction beam and an outer traction beam. The inner traction beam is formed by arc welding of an inner traction beam upright plate and an inner traction beam lower cover plate. The outer traction beam is formed by arc welding of an outer traction beam upright plate, an outer traction beam lower cover plate, and a reinforcing beam.

[0007] Furthermore, the external traction beam upright plate and the internal traction beam upright plate are welded and fixed to the upper cover plate and the lower cover plate of the bolster beam.

[0008] Furthermore, the lower cover plate of the inner traction beam and the lower cover plate of the outer traction beam are welded and fixed to the lower cover plate of the bolster beam.

[0009] Furthermore, the coupler mounting base is inserted into the traction beam and connected to the outer traction beam upright plate and the outer traction beam lower cover plate by arc welding.

[0010] Furthermore, the lower cover plate of the bolster beam is provided with an installation interface for the bogie system.

[0011] Furthermore, reinforcing ribs are provided in the transverse regions of the inner and outer traction beams of the pillow.

[0012] Furthermore, the aforementioned bolster beam and traction beam are made of high-strength weather-resistant steel.

[0013] If a traditional end frame structure is adopted, within the framework of conventional design, process, and manufacturing technology: the vehicle body has low lightweight redundancy; in particular, there are areas prone to corrosion at the interface between the carbon steel side (end) beams and the stainless steel side (end) beams of the underframe, making maintenance difficult; there are many parts, large welding deformation, and complex manufacturing tooling.

[0014] The advantages of this invention are: (1) The weight of the end frame is reduced by about 30% compared with the traditional structure, which is conducive to the lightweight requirements of vehicles; (2) The new structure is highly compatible with the current vehicle materials and manufacturing processes, and the material types, manufacturing processes and manufacturing tooling are relatively simple, resulting in a significant reduction in cost; (3) The new structure has a high degree of lightweighting, a small amount of welding, easy deformation control, and convenient size adjustment; (4) The new structure avoids designs that are prone to corrosion, has no sandwich structure, and is convenient for inspection and maintenance with low cost, which has a significant effect on improving the design life of vehicles. Attached Figure Description

[0015] Figure 1 This is a schematic diagram of a traditional end frame mounting structure.

[0016] Figure 2 This is a schematic diagram of a traditional inverted end frame structure.

[0017] Figure 3 This is an axonometric view of one side of the end base frame of the present invention;

[0018] Figure 4 This is an axial view of the other side of the end base frame of the present invention;

[0019] Figure 5 for Figure 3 Enlarged view of the "I" in the middle;

[0020] Figure 6 for Figure 4 Enlarged view at point "II" in the middle;

[0021] Figure 7This is a schematic diagram of the connection structure between the present invention and its surrounding structures;

[0022] Figure 8 It consists of the end base frame and the lower side beam of the side wall;

[0023] Figure 9 This includes the end frame, the lower edge beam of the end wall, and the floor.

[0024] Figure 10 This is a top view of the end frame structure;

[0025] Figure 11 This is a bottom view of the base frame structure at this end;

[0026] Figure 12 This is an exploded view of the base frame structure at this end;

[0027] Figure 13 This is a schematic diagram of the underframe structure from the side of the vehicle towards the center.

[0028] Figure 14 This is a structural diagram of the underframe from the center of the vehicle towards the end of the vehicle.

[0029] Figure 15 This is an exploded view of the end frame structure's sleeper beam;

[0030] Figure 16 This is an exploded view of the traction beam of the end frame structure;

[0031] Figure 17 This is a diagram showing the division of the traction beam area of ​​the end frame of the present invention;

[0032] Figure 18 This is a structural diagram of the traction beam inside the pillow;

[0033] Figure 19 A schematic diagram of the structure for inserting the coupler mounting bracket into the external traction beam of the train;

[0034] Figure 20 for Figure 19 Enlarged view of section "III" in the image.

[0035] In the diagram: 1. Pillar beam; 1-1. Pillar beam upper cover plate; 1-2. Pillar beam lower cover plate; 1-3. Internal reinforcing rib plate; 1-4. Center pin pad plate; 1-5. Air spring pad plate; 1-6. Anti-roll torsion bar; 1-7. Shock absorber; 1-8. External reinforcing rib plate; 2. Traction beam; 2-1. Pillar outer traction beam upright plate; 2-2. Pillar inner traction beam upright plate; 2-3. Pillar outer traction beam lower cover plate; 2-4. Pillar inner traction beam lower cover plate; 2-5. Coupler mounting seat; 2-6. Reinforcing beam; 3. Side wall lower beam; 4. End wall lower beam; 5. Floor assembly. Detailed Implementation

[0036] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0037] like Figures 2 to 20 As shown, a novel stainless steel vehicle body end frame is invented, which mainly consists of a bolster beam 1 and a traction beam 2.

[0038] (1) The bolster beam 1 is formed by connecting the upper cover plate 1-1 and the lower cover plate 1-2 of the bolster beam through arc welding (fillet welding, bevel welding, etc.). The two form the main frame of the bolster beam 1, supplemented by longitudinal beams and reinforcing (connecting) plates to enrich the overall structure; the lower cover plate 1-2 of the bolster beam provides the bogie system installation interface.

[0039] (2) The traction beam 2 consists of two parts: the inner traction beam and the outer traction beam. Both are arc-welded connection structures between the traction beam upright plate and the lower cover plate of the traction beam. Reinforcing ribs (beams) are set in areas with large lateral loads. The outer traction beam is equipped with embedded coupler mounting seats 2-5 in the coupler installation area. The side curve design of the inner and outer traction beams is based on the longitudinal force transmission characteristics of the whole vehicle to meet the force transmission curve of the train. In the entire underframe and even the whole vehicle structure, it provides key lateral and longitudinal force transmission paths and vertical bearing foundations.

[0040] The main differences between the structure of this invention and the traditional front-end chassis structure are:

[0041] (1) No side beam structure, the two sides of the pillow beam 1 are directly connected to the lower side beam 3 of the side wall.

[0042] (2) Endless beam structure, the traction beam 2 is directly connected to the lower side beam 4 of the end wall in the vehicle end area.

[0043] (3) The traction beam 2 and the floor 5 are connected to the floor reinforcement plate by arc welding. There is no sandwich structure, which minimizes the risk of easy corrosion and facilitates inspection and maintenance.

[0044] like Figure 1 and Figure 2 As shown, this is a traditional end frame structure. It can be seen that the entire structure has a large number of parts, with numerous connection nodes between the bolster beam and traction beam, the bolster beam and side beam, the traction beam and end beam, the floor beam and traction beam and side beam, and the side beam and main crossbeam. The structure is complex and requires a large amount of welding.

[0045] like Figures 3 to 6As shown, this is the end frame structure of the present invention. It can be seen that it consists of two main parts: the pillow beam 1 and the traction beam 2. The two parts form a cross-shaped frame structure with good stability. The internal structure is only connected by welds between the pillow beam 1 and the traction beam 2, without other beams and columns (floor beams, longitudinal beams, etc.), which greatly reduces the amount of welding.

[0046] The end frame structure of this invention ensures the force transmission path of the underframe and the whole vehicle by adjusting the side profile curve of the traction beam 2 (appropriately increasing or decreasing the radius of the corner of the lower cover plate 2-3 of the outer traction beam) and using high-strength materials, thus ensuring that it meets the requirements of the EN12663 strength standard.

[0047] via embedded coupler mounting base ( Figure 19 (The coupler mounting base 2-5 is inserted between the traction beams) to better transmit the longitudinal load generated during vehicle operation to the underframe and even the entire vehicle structure through the traction beam 2 structure, avoiding the adverse consequences caused by stress concentration in the traction beam 2 and end underframe areas.

[0048] like Figures 7 to 9 The diagram shows the connection between the present invention and its surrounding structure. It can be seen that the end frame bolster beam 1 is connected to the lower side wall beam 3, the traction beam 2 to the lower end wall beam 4, and the traction beam 2 to the floor assembly 5 via arc welding. This avoids the easily corroded open-layer design of traditional end frames, which is present on both sides of the bolster beam 1 and at the end of the traction beam 2. The entire end frame is directly connected to the reinforcing plate at the bottom of the floor assembly 5. All welds connecting to the main structure of the base frame are external, avoiding the inconvenience of welding or gluing between traditional structures and longitudinal corrugated floors. Furthermore, from the perspectives of inspection and maintenance space and operability, this significantly improves inspection and maintenance efficiency and reduces maintenance costs.

[0049] like Figures 10 to 14 as well as Figures 3 to 6 As shown, the end frame structure of the present invention includes a bolster beam 1 and a traction beam 2. The traction beam upright plate is connected to the upper and lower cover plates of the bolster beam, and the lower cover plates 1-2 of the bolster beam and the lower cover plate of the traction beam are connected by arc welding, with the weld seam externally exposed for easy inspection and maintenance.

[0050] like Figure 15 As shown, the pillow beam 1 is composed of a pillow beam upper cover plate 1-1, a pillow beam lower cover plate 1-2, an internal reinforcing rib plate 1-3, a center pin pad plate 1-4, an air spring pad plate 1-5, an anti-roll torsion bar 1-6, a shock absorber 1-7, and an external reinforcing rib plate 1-8, which are connected as a whole by manual arc welding.

[0051] like Figure 16 As shown, the traction beam is composed of an outer traction beam upright plate (welded) 2-1, an inner traction beam upright plate (welded) 2-2, an outer traction beam lower cover plate (welded) 2-3, an inner traction beam lower cover plate 2-4, a coupler mounting seat 2-5, and a reinforcing beam 2-6, which are connected by arc welding.

[0052] like Figures 17 to 20 As shown, the entire traction beam is divided into two parts from the end frame area: the inner traction beam and the outer traction beam. The inner traction beam is formed by arc welding of the inner traction beam upright plate (welded) 2-2 and the inner traction beam lower cover plate 2-4. The outer traction beam is formed by arc welding of the outer traction beam upright plate (welded) 2-1, the outer traction beam lower cover plate (welded) 2-3, and the reinforcing beam 2-6. The coupler mounting seat 2-5 is inserted into the traction beam and is connected to the outer traction beam upright plate (welded) 2-1 and the inner traction beam lower cover plate 2-3 by arc welding.

[0053] The end frame components of this invention, including the sleeper beam 1 and the traction beam 2, are made of high-strength weather-resistant steel. They meet the requirements of the EN series and American Society for Materials (ASTM) series standards commonly used in subway vehicles.

Claims

1. A novel stainless steel vehicle body end frame, characterized in that, It includes a bolster beam, a traction beam, and a coupler mounting base. The bolster beam and the traction beam are fixed by welding to form an overall "cross" shaped frame structure. The bolster beam is connected to the lower side beam of the side wall by arc welding, and the traction beam is connected to the lower side beam of the end wall and the floor by arc welding.

2. The novel stainless steel vehicle body end frame according to claim 1, characterized in that, The bolster beam includes an upper bolster beam cover plate, a lower bolster beam cover plate, an internal reinforcing rib plate, a center pin pad, an air spring pad, an anti-roll torsion bar, a shock absorber, and an external reinforcing rib plate. The upper bolster beam cover plate, the lower bolster beam cover plate, the internal reinforcing rib plate, the center pin pad, the air spring pad, the anti-roll torsion bar, the shock absorber, and the external reinforcing rib plate are connected as a single unit by arc welding.

3. A novel stainless steel vehicle body end frame according to claim 1, characterized in that, The traction beam includes an inner traction beam and an outer traction beam. The inner traction beam is formed by arc welding of an inner traction beam upright plate and an inner traction beam lower cover plate. The outer traction beam is formed by arc welding of an outer traction beam upright plate, an outer traction beam lower cover plate, and a reinforcing beam.

4. A novel stainless steel vehicle body end frame according to claim 3, characterized in that, The external traction beam upright plate and the internal traction beam upright plate are welded and fixed to the upper cover plate and the lower cover plate of the bolster beam.

5. A novel stainless steel vehicle body end frame according to claim 3, characterized in that, The lower cover plate of the inner traction beam and the lower cover plate of the outer traction beam are welded and fixed to the lower cover plate of the bolster beam.

6. A novel stainless steel vehicle body end frame according to claim 1, characterized in that, The coupler mounting base is inserted into the traction beam and connected to the outer traction beam upright plate and the outer traction beam lower cover plate by arc welding.

7. A novel stainless steel vehicle body end frame according to claim 3, characterized in that, The lower cover plate of the sleeper beam is provided with the installation interface for the bogie system.

8. A novel stainless steel vehicle body end frame according to claim 3, characterized in that, The inner and outer traction beams are reinforced with stiffening ribs in their transverse regions.

9. A novel stainless steel vehicle body end frame according to claim 1, characterized in that, The aforementioned sleeper beam and traction beam are made of high-strength weather-resistant steel.

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