End portion underframe, vehicle underframe, and rail vehicle

Abstract

An end portion underframe, a vehicle underframe, and a rail vehicle. The end portion underframe comprises: a first-stage force transmission underframe (100), a second-stage force transmission underframe (102), a third-stage force transmission underframe (104), and a fourth-stage force transmission underframe (106). The first-stage force transmission underframe (100) comprises a buffer beam (108) and a stop beam (110), and a front end traction beam (112) is arranged between the buffer beam (108) and the stop beam (110). The second-stage force transmission underframe (102) comprises a rear end traction beam (114) connected to the side of the stop beam (110) away from the buffer beam (108), and in a vehicle width direction, two sides of the rear end traction beam (114) are provided with stay beams (116) connected to the stop beam (110). The third-stage force transmission underframe (104) comprises an integrally formed bolster beam (118), and the bolster beam (118) is connected to the rear end traction beam (114). The fourth-stage force transmission underframe (106) comprises a longitudinal beam (120) connected to the bolster beam (118) and a first cross beam (122) connected to the longitudinal beam (120). A second cross beam (124) is provided at the end of the longitudinal beam (120) away from the bolster beam (118). According to the end portion underframe, the problem of a longitudinal super-large load can be overcome, and, in addition, the problem of an end portion of a vehicle body being unable to achieve overall load-bearing due to the existence of a large door region is solved, so that the purpose of bearing both longitudinal and transverse super-large loads can be achieved.

Description

End chassis, vehicle chassis and rail vehicles

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application claims priority to Chinese patent application No. 202311437356.7, filed on October 31, 2023, entitled “End chassis, vehicle chassis and rail vehicle,” which is incorporated herein by reference in its entirety. Technical Field

[0003] The present application relates to the field of rail vehicles and provides an end chassis, a vehicle chassis and a rail vehicle. Background Art

[0004] In related technologies, heavy-haul locomotives typically experience the highest coupler compression loads, with a longitudinal coupler compression load of 200 tons. However, for projects requiring the vehicle body to withstand a longitudinal coupler compression load of at least 300 tons without permanent deformation or yielding, the end chassis of heavy-haul locomotives cannot meet these requirements. This necessitates that the end chassis of rail vehicles possess sufficient longitudinal load-bearing capacity.

[0005] Summary of the Invention

[0006] The embodiment of the present application provides an end chassis to solve the defect of low longitudinal load-bearing capacity of the end chassis in the related art.

[0007] The embodiment of the present application also provides a vehicle chassis.

[0008] An embodiment of the present application also provides a rail vehicle.

[0009] The embodiment of the present application provides an end chassis, comprising:

[0010] A first-level force transmission chassis, comprising a buffer beam and a stop beam, with a front-end traction beam provided between the buffer beam and the stop beam;

[0011] The secondary force transmission underframe comprises a rear end traction beam connected to the side of the stop beam facing away from the buffer beam, and inclined beams connected to the stop beam are provided on both sides of the rear end traction beam along the vehicle width direction;

[0012] A three-stage force transmission chassis, comprising an integrally formed bolster connected to the rear end traction beam;

[0013] The four-stage force transmission chassis comprises a longitudinal beam connected to the bolster and a first transverse beam connected to the longitudinal beam. A second transverse beam is provided at one end of the longitudinal beam away from the bolster.

[0014] According to the end chassis provided in the embodiment of the present application, by sequentially arranging a first-level force-transmitting chassis, a second-level force-transmitting chassis, a third-level force-transmitting chassis, and a fourth-level force-transmitting chassis, the problem of excessive longitudinal loads can be overcome, while also solving the problem of the vehicle body end being unable to achieve overall load-bearing due to the presence of a large door area, thereby achieving an end chassis structure capable of simultaneously bearing excessive longitudinal and transverse loads. By arranging a first-level to a fourth-level force-transmitting chassis and arranging an integrally formed bolster in the third-level force-transmitting chassis, a greater longitudinal load can be achieved based on the longitudinal force transmission path. By arranging a diagonal beam in the second-level force-transmitting chassis, the longitudinal force transmission of the end chassis can be improved, and the transverse load-bearing capacity of the end chassis can be improved to a certain extent.

[0015] In one embodiment, the front end traction beam comprises:

[0016] A pair of front end traction beam bodies, wherein the front end traction beam bodies are formed by splicing U-shaped beams and spokes;

[0017] A pair of front side beams, along the vehicle width direction, the pair of front side beams are respectively arranged on the outer sides of the pair of front traction beam bodies;

[0018] The box-shaped body is connected between the adjacent front end side beams and the front end traction beam body.

[0019] In one embodiment, a bolt hole for mounting a coupler mounting seat is provided on the front end traction beam body.

[0020] In one embodiment, a first special-shaped plate is provided between the rear end traction beam and the inclined beam, and the first special-shaped plate and the inclined beam form a box-type structure;

[0021] The rear end traction beam is positioned opposite to the front end traction beam.

[0022] In one embodiment, the bolster comprises:

[0023] corbel web;

[0024] The lower cover plate is integrally formed with the bolster web.

[0025] In one embodiment, a concave secondary steel spring vertical bearing structure is provided on the lower cover plate, and along the vehicle width direction, two secondary steel spring vertical bearing structures are provided on both sides of the lower cover plate.

[0026] In one embodiment, the lower cover is further provided with an anti-drop hanging installation structure and a three-way stop.

[0027] In one embodiment, a second special-shaped plate is provided between the first crossbeam and the bolster, and a side of the second special-shaped plate facing the center line of the vehicle body is formed with an arc chamfer;

[0028] A third special-shaped plate is provided between the first crossbeam and the second crossbeam, and a width of the third special-shaped plate gradually decreases from the first crossbeam to the second crossbeam.

[0029] In one embodiment, the thickness of the first cross beam at the connection position with the second special-shaped plate and the third special-shaped plate is greater than the thickness of the first cross beam at the connection position with the longitudinal beam;

[0030] A cast traction rod mounting seat is also provided at the connection position between the first cross beam and the second special-shaped plate and the third special-shaped plate.

[0031] An embodiment of the present application further provides a vehicle chassis, comprising the above-mentioned end chassis.

[0032] According to the vehicle underframe provided in the embodiment of the present application, by providing the above-mentioned end underframes, the longitudinal load-bearing capacity of the vehicle underframe can be improved, thereby ensuring the structural strength of the vehicle underframe.

[0033] The present application also provides a rail vehicle, comprising the above-mentioned end chassis.

[0034] or,

[0035] The above-mentioned underframe.

[0036] The rail vehicle provided in the embodiment of the present application can simultaneously bear extra-large longitudinal and lateral loads by providing the above-mentioned end chassis or vehicle chassis, thereby ensuring the safety of the rail vehicle.

[0037] According to the end chassis provided in the embodiment of the present application, by sequentially arranging a first-level force-transmitting chassis, a second-level force-transmitting chassis, a third-level force-transmitting chassis, and a fourth-level force-transmitting chassis, the problem of excessive longitudinal loads can be overcome, while also solving the problem of the vehicle body end being unable to achieve overall load-bearing due to the presence of a large door area, thereby achieving an end chassis structure capable of simultaneously bearing excessive longitudinal and transverse loads. By arranging a first-level to a fourth-level force-transmitting chassis and arranging an integrally formed bolster in the third-level force-transmitting chassis, a greater longitudinal load can be achieved based on the longitudinal force transmission path. By arranging a diagonal beam in the second-level force-transmitting chassis, the longitudinal force transmission of the end chassis can be improved, and the transverse load-bearing capacity of the end chassis can be improved to a certain extent.

[0038] According to the vehicle underframe provided in the embodiment of the present application, by providing the above-mentioned end underframes, the longitudinal load-bearing capacity of the vehicle underframe can be improved, thereby ensuring the structural strength of the vehicle underframe.

[0039] The rail vehicle provided in the embodiment of the present application can simultaneously bear extra-large longitudinal and lateral loads by providing the above-mentioned end chassis or vehicle chassis, thereby ensuring the safety of the rail vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] In order to more clearly illustrate the technical solutions in this application or related technologies, the following is a brief introduction to the drawings required for use in the embodiments or related technical descriptions. Obviously, the drawings described below are some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0041] FIG1 is a schematic structural diagram of an end chassis provided by the present application;

[0042] FIG2 is a schematic structural diagram of a first-level force transmission chassis provided by the present application;

[0043] FIG3 is a schematic structural diagram of a secondary force transmission chassis provided in the present application;

[0044] FIG4 is a schematic structural diagram of a three-stage force transmission chassis provided by the present application;

[0045] FIG5 is a schematic structural diagram of a four-stage force transmission chassis provided by the present application;

[0046] FIG6 is a schematic structural diagram of the front end traction beam provided by the present application;

[0047] FIG7 is a schematic structural diagram of a bolster provided in the present application;

[0048] FIG8 is a schematic structural diagram of the secondary steel spring vertical bearing structure provided by the present application;

[0049] FIG9 is a schematic structural diagram of the traction rod mounting seat provided in the present application.

[0050] Reference numerals:

[0051] 100. First-level force transmission chassis; 102. Second-level force transmission chassis; 104. Third-level force transmission chassis; 106. Fourth-level force transmission chassis; 108. Buffer beam; 110. Stop beam; 111. Front-end traction beam; 112. Front-end traction beam body; 114. Rear-end traction beam; 116. Cable-stayed beam; 118. Pillow beam; 120. Longitudinal beam; 122. First cross beam; 124. Second cross beam; 126. Front-end side beam; 128. Box-type body; 130. Bolt hole; 132. First special-shaped plate; 134. Lower cover plate; 136. Second-level steel spring vertical bearing structure; 138. Anti-drop hanging installation structure; 140. Three-way stop; 142. Second special-shaped plate; 144. Third special-shaped plate; 146. Traction rod mounting seat; 148. Pillow beam web. DETAILED DESCRIPTION

[0052] The following embodiments of the present invention are described in further detail with reference to the accompanying drawings and examples. The following examples are used to illustrate the present invention, but are not intended to limit the scope of the present invention.

[0053] As shown in Figures 1 to 9, the embodiment of the present application provides an end chassis, including a first-level force transmission chassis 100, a second-level force transmission chassis 102, a third-level force transmission chassis 104 and a fourth-level force transmission chassis 106; wherein the first-level force transmission chassis 100 includes a buffer beam 108 and a stop beam 110, and a front-end traction beam 111 is provided between the buffer beam 108 and the stop beam 110; the second-level force transmission chassis 102 includes a rear end connected to the stop beam 110 away from the buffer beam 108 side. The end traction beam 114 is provided with a diagonal beam 116 connected to the stop beam 110 on both sides of the rear end traction beam 114 along the vehicle width direction; the third-level force transmission chassis 104 includes an integrally formed bolster 118, and the bolster 118 is connected to the rear end traction beam 114; the fourth-level force transmission chassis 106 includes a longitudinal beam 120 connected to the bolster 118 and a first cross beam 122 connected to the longitudinal beam 120, and a second cross beam 124 is provided at the end of the longitudinal beam 120 away from the bolster 118.

[0054] According to the end chassis provided in the embodiment of the present application, by sequentially arranging a first-level force-transmitting chassis 100, a second-level force-transmitting chassis 102, a third-level force-transmitting chassis 104, and a fourth-level force-transmitting chassis 106, the problem of excessive longitudinal loads can be overcome, while also resolving the problem of the vehicle end being unable to achieve overall load-bearing due to the presence of a large door area, thereby achieving an end chassis structure capable of simultaneously bearing excessive longitudinal and transverse loads. By arranging the first-level force-transmitting chassis 100 to the fourth-level force-transmitting chassis 106 and providing an integrally formed bolster 118 in the third-level force-transmitting chassis 104, a greater longitudinal load can be achieved based on the longitudinal force transmission path. By providing a diagonal beam 116 in the second-level force-transmitting chassis 102, the longitudinal force transmission of the end chassis can be enhanced, and the transverse load-bearing capacity of the end chassis can be improved to a certain extent.

[0055] Please continue to refer to Figures 1 to 9. In the embodiment of the present application, the end chassis is divided into a first-level force transmission chassis 100, a second-level force transmission chassis 102, a third-level force transmission chassis 104 and a fourth-level force transmission chassis 106 along the longitudinal direction, thereby realizing a longitudinal four-level force transmission structure.

[0056] As shown in Figure 2, the first-level force transmission chassis 100 includes a buffer beam 108 and a stop beam 110, and a front-end traction beam 111 is arranged between the buffer beam 108 and the stop beam 110; wherein, the front-end traction beam 111 includes a pair of front-end traction beam bodies 112, a pair of front-end side beams 126 and a box-shaped body 128; the front-end traction beam body 112 is formed by splicing a U-shaped beam and a spoke plate; along the vehicle width direction, a pair of front-end side beams 126 are respectively arranged on the outside of a pair of front-end traction beam bodies 112; the box-shaped body 128 is connected between adjacent front-end side beams 126 and the front-end traction beam body 112.

[0057] Specifically, the longitudinal first-level force transmission chassis 100 (buffer beam 108 to stop beam 110) is composed of four transverse levels (the first-side front-end traction beam body 112, the second-side front-end traction beam body 112, the first-side box-type body 128, the second-side box-type body 128), the stop beam 110 and the buffer beam 108. The first-side front-end traction beam body 112 and the second-side front-end traction beam body 112 are mainly box-type structures formed by U-shaped beams and webs. The first-side box-type body 128 and the second-side box-type body 128 are mainly box-type structures formed by longitudinal beams 120 and upper and lower cover plates 134. The buffer beam 108 is a partial box-type structure formed by three U-shaped plates. The stop beam 110 is a U-shaped bending structure.

[0058] Through such an arrangement, a longitudinal force transmission path can be realized through the buffer beam 108, the front end traction beam 111 and the stop beam 110, and a transverse force transmission path can be realized through a pair of front end side beams 126 and a pair of box-shaped bodies 128 of the first-level force transmission chassis 100.

[0059] Referring to Figures 2 and 6 , bolt holes 130 for mounting the coupler mounting block are defined in the front traction beam body 112. Because the front traction beam body 112 is a box-shaped structure, hot riveting is not feasible. This eliminates the complex hot riveting process and instead utilizes a simpler bolt connection, making the coupler mounting block replaceable and reversing the problem of the coupler mounting block being irreparable.

[0060] As shown in Figure 3, the secondary force-transmitting underframe 102 includes a rear traction beam 114 connected to the side of the stop beam 110 facing away from the buffer beam 108. Along the vehicle width, two diagonal beams 116 connected to the stop beam 110 are located on either side of the rear traction beam 114. A first profiled plate 132 is located between the rear traction beam 114 and the diagonal beam 116, forming a box-shaped structure with the diagonal beam 116. The rear traction beam 114 is positioned opposite the front traction beam 111.

[0061] The longitudinal secondary force transmission chassis 102 (stop beam 110 and pillow block beam 118) includes four transverse levels (first side rear end traction beam 114, second side rear end traction beam 114, first side diagonal beam 116, second side diagonal beam 116), stop beam 110 and pillow block beam 118. The first side rear end traction beam 114 and second side rear end traction beam 114 are mainly box-type structures formed by U-shaped beams and webs. The first side diagonal beam 116 and second side diagonal beam 116 are mainly box-type structures formed by diagonal beams and webs. Two first special-shaped plates 132 are arranged between the first side rear end traction beam 114 and the first diagonal beam 116. Similarly, two first special-shaped plates 132 are arranged between the second side rear end traction beam 114 and the second diagonal beam 116.

[0062] With such an arrangement, a longitudinal force transmission path can be realized through the rear end traction beam 114 , and longitudinal and transverse force transmission paths can be realized simultaneously through the inclined beam 116 and the first special-shaped plate 132 .

[0063] 4 , the three-stage force transmission chassis 104 includes an integrally formed bolster 118 , which is connected to the rear end traction beam 114 ; wherein the bolster 118 includes a bolster web 148 and a lower cover plate 134 ; the lower cover plate 134 and the bolster web 148 are integrally formed.

[0064] The longitudinal three-stage load-transmitting chassis 104 (bolster 118) is primarily composed of the bolster 118. The bolster 118 utilizes an integrally molded structure, integrating the bolster web 148 with the lower cover plate 134. This significantly reduces welding effort, avoids weld fatigue, simplifies manufacturing, and improves construction efficiency. Furthermore, the bolster 118 utilizes an integrally molded structure, integrating the bolster web 148 with the lower cover plate 134. This significantly reduces welding effort, avoids weld fatigue, simplifies manufacturing, and improves construction efficiency.

[0065] 4 , 7 and 8 , a concave secondary steel spring vertical bearing structure 136 is provided on the lower cover plate 134 . Two secondary steel spring vertical bearing structures 136 are provided on both sides of the lower cover plate 134 along the vehicle width direction.

[0066] A secondary steel spring vertical bearing structure 136 and a vertical shock absorber structure are embedded in the bolster 118 , and the structure is designed as a concave basin-shaped integrated structure.

[0067] In addition, an anti-drop hanging installation structure 138 is embedded inside the bolster 118 using a casting process to avoid the vertical load-bearing problem of the weld being directly tensile.

[0068] 4 , in one embodiment, an anti-drop hanging installation structure 138 and a three-way stopper 140 are further provided on the lower cover plate 134 .

[0069] The three-level force transmission chassis 104 integrates important force transmission interfaces such as the secondary steel spring vertical bearing structure 136, the longitudinal traction device, the bogie anti-slip hanging device, and the three-way stop, which can improve the structural strength of the end chassis and optimize the installation convenience of the three-level force transmission chassis 104 and other related equipment.

[0070] 5 , the four-stage force transmission chassis 106 includes a longitudinal beam 120 connected to the bolster 118 and a first cross beam 122 connected to the longitudinal beam 120. The longitudinal beam 120 located between the end beam and the bolster 118 is provided with a second cross beam 124. The thickness of the first cross beam 122 at the connection position with the second special-shaped plate 142 and the third special-shaped plate 144 is greater than the thickness at the connection position with the first cross beam 122 and the longitudinal beam 120. A cast traction rod mounting seat 146 is also provided at the connection position with the first cross beam 122 and the second special-shaped plate 142 and the third special-shaped plate 144.

[0071] The longitudinal four-level force transmission chassis 106 (inner-sleeper force transmission chassis) includes four transverse levels (a first-level side longitudinal beam 120, a second-level side longitudinal beam 120, a first-level special-shaped plate structure, a second-level special-shaped plate structure), a first crossbeam 122, and a small crossbeam. The first-level side longitudinal beam 120 and the second-level side longitudinal beam 120 are mainly formed by bending the plate into a U-shaped structure. The first crossbeam 122 is a variable-section box beam composed of a web, upper and lower cover plates 134, which not only meets the load-bearing function, but also provides sufficient space for the movement of the bogie. The second crossbeam 124 is a mouth-shaped beam structure. A traction rod mounting seat 146 is installed on the lower surface of the first crossbeam 122. The traction rod mounting seat 146 adopts a casting process to solve the strength requirement problem of longitudinal impact.

[0072] In one embodiment, a second special-shaped plate 142 is provided between the first cross beam 122 and the pillow block 118, and the second special-shaped plate 142 has an arc chamfer formed on the side facing the center line of the vehicle body; a third special-shaped plate 144 is provided between the first cross beam 122 and the second cross beam 124, and the width of the third special-shaped plate 144 gradually decreases from the first cross beam 122 to the second cross beam 124.

[0073] Referring to Figure 5 , the first and second special-shaped plates 142, 143, located between the first crossbeam 122 and the bolster 118, are primarily constructed from sheet metal into special-shaped structures that conform to the force transmission path, effectively ensuring force transmission. The first and second special-shaped plates 142, 143, have arc-shaped chamfers on the sides facing the vehicle centerline to prevent stress concentration. A third special-shaped plate 144 is positioned between the first and second crossbeams 122, 124. Its width gradually decreases as it moves from the first crossbeam 122 toward the second crossbeam 124. This not only reduces weight but also allows for the transmission of longitudinal forces to the side rails of the underframe.

[0074] An embodiment of the present application further provides a vehicle chassis, comprising the above-mentioned end chassis.

[0075] According to the vehicle underframe provided in the embodiment of the present application, by providing the above-mentioned end underframes, the longitudinal load-bearing capacity of the vehicle underframe can be improved, thereby ensuring the structural strength of the vehicle underframe.

[0076] The present application also provides a rail vehicle, comprising the above-mentioned end chassis.

[0077] or,

[0078] The above-mentioned underframe.

[0079] The rail vehicle provided in the embodiment of the present application can simultaneously bear extra-large longitudinal and lateral loads by providing the above-mentioned end chassis or vehicle chassis, thereby ensuring the safety of the rail vehicle.

[0080] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present application.

Claims

1. An end chassis, comprising: A primary force transmission chassis, comprising a buffer beam and a stop beam, wherein a front end traction beam is arranged between the buffer beam and the stop beam; The secondary force transmission underframe comprises a rear end traction beam connected to the side of the stop beam away from the buffer beam, and along the vehicle width direction, both sides of the rear end traction beam are provided with inclined beams connected to the stop beam; A three-stage force transmission chassis, comprising an integrally formed bolster, the bolster being connected to the rear end traction beam; The four-stage force transmission chassis comprises a longitudinal beam connected to the bolster and a first transverse beam connected to the longitudinal beam, and a second transverse beam is arranged at one end of the longitudinal beam away from the bolster.

2. The end chassis according to claim 1, wherein: The front end traction beam comprises: A pair of front end traction beam bodies, wherein the front end traction beam bodies are formed by splicing a U-shaped beam and a spoke plate; A pair of front side beams, along the vehicle width direction, the pair of front side beams are respectively arranged on the outer sides of the pair of front traction beam bodies; The box-shaped body is connected between the adjacent front end side beams and the front end traction beam body.

3. The end chassis according to claim 2, wherein: The front end traction beam body is provided with a bolt hole for installing a coupler mounting seat.

4. The end chassis according to any one of claims 1 to 3, wherein: A first special-shaped plate is arranged between the rear end traction beam and the inclined beam, and the first special-shaped plate and the inclined beam form a box-type structure; The rear end traction beam is located opposite to the front end traction beam.

5. The end chassis according to any one of claims 1 to 3, wherein: The bolster comprises: corbel web; The lower cover plate is integrally formed with the bolster web plate.

6. The end chassis according to claim 5, wherein: The lower cover plate is provided with a concave secondary steel spring vertical bearing structure, and along the vehicle width direction, two secondary steel spring vertical bearing structures are arranged on both sides of the lower cover plate.

7. An end chassis according to claim 5 or 6, wherein: The lower cover plate is also provided with an anti-drop hanging installation structure and a three-way stopper.

8. An end chassis according to any one of claims 1 to 7, wherein: A second special-shaped plate is arranged between the first cross beam and the bolster, and a circular arc chamfer is formed on the side of the second special-shaped plate facing the center line of the vehicle body; A third special-shaped plate is arranged between the first cross beam and the second cross beam, and a width of the third special-shaped plate gradually decreases from the first cross beam to the second cross beam.

9. The end chassis according to claim 8, wherein: The thickness of the first cross beam at the connection position with the second special-shaped plate and the third special-shaped plate is greater than the thickness of the first cross beam at the connection position with the longitudinal beam; A cast traction rod mounting seat is also provided at the connection position between the first cross beam and the second special-shaped plate and the third special-shaped plate.

10. A vehicle underframe comprising the end underframe according to any one of claims 1 to 9.

11. A rail vehicle comprising an end underframe as claimed in any one of claims 1 to 9, or, The vehicle underframe as claimed in claim 10.

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