Hinged Underframe Structure for Articulated Train Bogie Mounting
Find Innovative SolutionsGenerate Solutions
Solution Overview
Problem
Existing underframe structures for articulated multiple unit vehicle bodies are not suitable for mounting and connecting 4-point suspension bolster-free articulated bogies, which is a requirement for meeting axle load needs, and they do not facilitate convenient passenger access with a lower intermediate passage.
Innovation Solution
The end structure of the articulated multiple unit vehicle body underframe is designed using hollow aluminum profiles for the hinge seat, traction beam, bolster beam, and side beam, allowing for adjustable heights and incorporating features like U-shaped gaps, L-shaped gaps, and vertical plate connectors to ensure structural integrity and accommodate the 4-point suspension system, while also providing a concave shape for passenger access.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Adaptability or versatility
If conventional underframe structure is used, then structural integrity is maintained, but it is not suitable for mounting 4-point suspension bolster-free articulated bogies
Solution Approach 1:
The underframe structure is divided into modular components including end structures, intermediate structures, and connection components. Each module can be independently designed and assembled, enabling adaptation to different bogie types while maintaining overall structural integrity through standardized connection interfaces.
Solution Approach 2:
The end structure is designed with multi-functional capabilities to accommodate both 4-point suspension bolster-free articulated bogies and traditional bogie types. Universal mounting interfaces and adjustable connection mechanisms allow the same structure to serve multiple bogie configurations, enhancing versatility without compromising strength.
2Weight of moving object
If hollow aluminum profiles are used, then weight is reduced, but manufacturing complexity increases
Solution Approach 1:
The structure transitions from solid steel profiles to hollow aluminum profiles, changing material parameters to reduce weight. The hollow profile geometry is optimized to maintain structural strength while minimizing material usage, achieving weight reduction without proportionally increasing manufacturing complexity.
Solution Approach 2:
Aluminum alloy materials with composite properties are used to create hollow profiles that combine light weight with high strength-to-weight ratio. The composite structure of hollow aluminum sections provides both weight reduction and adequate structural performance for railway vehicle applications.
3Ease of operation
If concave structure is designed for intermediate passage, then passenger boarding convenience is improved, but bearing and transmission capability is reduced
Solution Approach 1:
The underframe structure employs local quality variation where the end structures maintain full height and strength for load bearing, while intermediate sections are locally modified to create concave passages for passenger access. This localized modification preserves overall structural integrity while providing passenger convenience in specific areas.
Solution Approach 2:
The concave passage structure utilizes vertical dimension changes to create lower intermediate sections for passenger access, while maintaining horizontal and longitudinal structural continuity. The dimensionality change allows passage creation without compromising the overall load-bearing framework.
Data Source
Figure 1~2
Figure 3~4
Figure 5~6
AI summary
An end structure of articulated multiple unit vehicle body underframe, comprising two side beams (5), two traction beams (2) being provided between the two side beams which are parallel to the side beams, and bolster beams (3) being provided between one traction beam and one side beam at a vehicle end connection area, and between the other traction beam and the other side beam at the vehicle end connection area; ends of the two side beams and the traction beams, which are located in a passenger compartment passage area, are perpendicularly connected to a partition wall (6) such that the overall vehicle body underframe forms a frame structure having a shape of three same rectangles arranged side-by-side; the two bolsters are provided thereon with air spring mounting holes (31), respectively; bottoms of ends of the two traction beams, which are located at the vehicle end connection area, are provided with a hinge seat (1); bottom surfaces of the traction beams and the bolster beams are fixedly connected to a hinge support structure (4), and an end of the hinge support structure is connected to rear sides of the hinge seat, while the other end is connected to the partition wall; an upper portion of the hinge support structure is provided with an intermediate floor (41), and side floors (8) are provided between an upper part of one traction beam and an upper part of the side beam at a corresponding side, and between an upper part of the other traction beam and an upper part of the side beam at the corresponding side, such that the cross section direction of the vehicle body underframe forms a downward concave structure.