Rail Vehicle Underframe End Structure Without Bolster Beam
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Solution Overview
Problem
Current underframe end structures without a bolster beam for rail vehicles have low bearing capacity and severe stress concentration due to undiversified longitudinal force transmission, complicating assembly and affecting installation and motion spaces.
Innovation Solution
The design incorporates an underframe end structure with multiple force transmission paths, featuring oblique support beams forming an included angle of 55° to 80° and coupler support beams forming an included angle of 120° to 140°, allowing for quadrilateral frame structures that disperse longitudinal forces and reduce stress concentration, along with a production process involving welding of specific components to form a robust end bearing structure.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Device complexity
If an end structure without a bolster beam is used to reduce assembly complexity, then the assembly relationship with bogie is simplified, but the bearing capacity is reduced and stress concentration becomes severe
Solution Approach 1:
The force transmission function is segmented into multiple independent paths: the coupler mounting base connects to the underframe end beam through oblique support beams, and also connects to the underframe edge beam through coupler support beams. This segmentation creates redundant force transmission routes that maintain bearing capacity while simplifying the overall structure by eliminating the bolster beam.
Solution Approach 2:
The force transmission is extended from a single-dimensional path to a multi-dimensional network by introducing both oblique support beams (forming 55° to 80° angles) and coupler support beams (forming 120° to 140° angles). This spatial arrangement distributes forces across multiple dimensions, preventing stress concentration while maintaining structural strength.
2Device complexity
If a box structure is used to bear longitudinal force, then installation interfaces are reduced, but the structure forms stress concentration and has limited bearing capacity
Solution Approach 1:
Instead of using a single box structure to bear all longitudinal forces, the patent segments the force-bearing function across multiple components: the coupler mounting base, oblique support beams, and coupler support beams. Each component handles specific force vectors, distributing the load and avoiding stress concentration while maintaining a streamlined structure with minimal installation interfaces.
3Strength
If multiple force transmission paths are introduced to increase bearing capacity, then the structure becomes more complex, but this may affect production efficiency
Solution Approach 1:
The structure is divided into independently manufacturable components (coupler mounting base, oblique support beams, coupler support beams, underframe end beam, and underframe edge beam) that can be produced separately and then assembled. This segmentation enables parallel production of components, improving overall production efficiency while the multi-path force transmission design maintains high bearing capacity.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
This solution enhances the bearing capacity of the structure, improves production efficiency by allowing independent component assembly, and simplifies the assembly process with the bogie, while ensuring fatigue life and maintaining motion and installation spaces.
Implementation Method 1
a longitudinal force on a vehicle is transmitted through multiple paths, to ensure a bearing capacity of the structure
Implementation Method 2
a production process for the underframe end structure without a bolster beam for a rail vehicle is provided, including the following steps: step 1: welding a coupler mounting base, coupler support beams, and oblique support beams to form a main frame
Data Source
AI summary
An underframe end structure without a bolster beam for a rail vehicle, including an underframe end beam, an underframe edge beam, a coupler mounting base, coupler support beams, and oblique support beams, where the front of the coupler mounting base is connected to the underframe end beam through the oblique support beams, two sides of the coupler mounting base are connected to the underframe edge beam through the coupler support beams, so that quadrilateral frame structures are respectively formed on the two sides of the coupler mounting base, the oblique support beams form an included angle of 55° to 80° with a forward opening, and the coupler support beams form an included angle of 120° to 140° with a backward opening.