CN113184001A

CN113184001A - Rail vehicle and vehicle body underframe structure thereof

Info

Publication number: CN113184001A
Application number: CN202110639448.8A
Authority: CN
Inventors: 岳译新; 王赵华; 苏永章; 苏柯; 朱卫
Original assignee: CRRC Zhuzhou Locomotive Co Ltd
Current assignee: CRRC Zhuzhou Locomotive Co Ltd
Priority date: 2021-06-08
Filing date: 2021-06-08
Publication date: 2021-07-30
Anticipated expiration: 2041-06-08
Also published as: CN113184001B

Abstract

The invention discloses a railway vehicle and a vehicle body underframe structure thereof. The underframe structure comprises underframe boundary beams, end structures, short floors, long floor assemblies and transition rib plates; the end part structure is connected with the underframe boundary beam to form an integral frame bearing structure, and the short floor and the long floor are assembled in the integral frame bearing structure to form an underframe structure; the end structure mainly comprises a hinged traction device mounting seat, a sleeper beam, a sealing plate, a traction beam, a cross beam and a cover plate; the articulated traction device mounting seat is connected with the side beam of the bottom frame through a sleeper beam in the transverse direction and is assembled and connected with the long floor through a traction beam, a cover plate and a cross beam in sequence in the longitudinal direction; and two ends of the long floor assembly are respectively connected with the corresponding underframe boundary beams. The chassis structure solves the problems that the power articulated bogie interferes with a vehicle body and the bearing requirement is higher.

Description

Rail vehicle and vehicle body underframe structure thereof

Technical Field

The invention relates to a rail vehicle and a vehicle body underframe structure thereof, belongs to the technical field of vehicle body structures of rail transit vehicles, and particularly relates to a high-strength rail vehicle suitable for installation of an articulated bogie and a vehicle body underframe structure thereof.

Background

Two adjacent train bodies of the articulated light rail train or the articulated motor train unit are connected through the common articulated bogie, so that the number of train bogies and middle couplers is reduced, the manufacturing cost and the later maintenance cost of the train are reduced, and the articulated light rail train or the articulated motor train unit has the advantages of light weight, small vibration, low noise, good curve passing capacity and the like, and is favored by foreign users, particularly European users.

Generally, two head cars of a train are provided with power bogies, and an articulated bogie without power is arranged between the two head cars. The connection of the articulated bogie and the vehicle body mainly has two schemes:

scheme 1: articulated formula bogie passes through 2 automobile bodies of 2 air spring connection, and two adjacent sections automobile body ends need design special articulated mounting, because articulated mounting needs to bear the dynamic load of all directions, generally adopts the high-strength steel, and articulated mounting adopts riveting or bolted connection with the automobile body, leads to automobile body end structure complicacy and weight heavy, if articulated mounting adopts lightweight combined material such as carbon fiber, the cost can increase more.

Scheme 2: the articulated bogie is connected with 2 car bodies through 4 air springs without designing a special articulated device, and the car body structure is relatively simple.

The Chinese invention patent CN 107187458B relates to an end part structure of a car body underframe of an articulated aluminum alloy motor train unit, but the end part structure is only suitable for a non-power articulated bogie. Because the power articulated bogie is provided with the traction motor and the gear box, the traction motor and the gear box can interfere with a vehicle body traction beam under the condition that the air spring is deflated or damaged, so that the serious consequence of vehicle body damage or vehicle derailment is caused. Although the problem of bogie interference can be solved by adopting a simple excavation scheme, the design requirement of the strength of the vehicle body cannot be met. Compared with a non-power articulated bogie, the power articulated bogie has larger traction force and braking force transmitted to a vehicle body, and puts higher requirements on the strength and fatigue performance of a corresponding mounting structure of the vehicle body.

With the development of society, time is more and more important to people, the speed-up operation of trains is imperative, and in order to meet the requirement of high-speed operation of trains, the increase of traction capacity by adopting a power bogie between vehicles is a solution commonly used in the industry (although the traction capacity can be improved by increasing the power of a single motor, the improvement capacity is very limited), so that the development of a high-strength vehicle body underframe structure meeting the installation requirement of a power articulated bogie is urgently needed.

In conclusion, the underframe structure is positioned above the bogie, the height of the floor of the vehicle is constant, namely the height of the upper plane of the underframe is constant, so the size of the designed space of the underframe structure depends on the height of the bogie, the height of the bogie is mainly determined by wheel sets, air springs, a traction motor and a gear box, the traction motor and the gear box are arranged on the power articulated bogie, the traction motor and the gear box are similar to standard products, the size is larger and cannot be reduced, the upper part of equipment invades the designed space of the original underframe structure, so the designed space of the underframe structure is reduced, and the design of the installation seat of the articulated traction device of the direct bearing part is particularly not facilitated. In addition, the traction force and the braking force transmitted to the articulated traction device mounting seat by the power articulated bogie are larger, and the chassis structure is required to bear larger load. Therefore, the chassis structure which has higher bearing performance and meets the installation requirement of the power articulated bogie is designed on the premise of reducing the design space, and is a technical problem to be solved urgently.

Disclosure of Invention

The invention aims to provide a railway vehicle and a vehicle body underframe structure thereof, which can solve the problem that the installation, interference and bearing requirements of a power articulated bogie and a vehicle body are higher.

In order to achieve the purpose, the invention adopts the technical scheme that:

a rail vehicle body underframe structure is structurally characterized by comprising underframe boundary beams, end structures, short floors, long floor assemblies and transition rib plates; the end part structure is connected with the underframe boundary beam to form an integral frame bearing structure, and the short floor and the long floor are assembled in the integral frame bearing structure to form an underframe structure;

the end structure mainly comprises a hinged traction device mounting seat, a sleeper beam, a sealing plate, a traction beam, a cross beam and a cover plate; the hinged traction device mounting seat, the sleeper beam, the traction beam and the cross beam form a horizontal I-shaped structure together;

the articulated traction device mounting seat is connected with the side beam of the bottom frame through a sleeper beam in the transverse direction and is assembled and connected with the long floor through a traction beam, a cover plate and a cross beam in sequence in the longitudinal direction; and two ends of the long floor assembly are respectively connected with the corresponding underframe boundary beams.

Therefore, the invention cancels the connection of the prior project on the surface of the side beam of the underframe and the bogie through the welding transition mounting seat, eliminates the hidden trouble of fatigue failure of the welding seam, greatly improves the safety and the reliability of vehicle operation, and further can meet the requirement of higher bearing requirement. Meanwhile, in the actual use process of the chassis, the problem of interference between the power articulated bogie and a vehicle body is solved, traction and braking force generated by the bogie is transmitted to the articulated traction device mounting seat through the articulated traction device, is transversely transmitted to the chassis edge beam through the sleeper beam, is longitudinally transmitted to the cross beam through the traction beam and the cover plate, is longitudinally transmitted to the long floor through the cross beam for assembly, is transversely transmitted to the chassis edge beam, is smooth in force transmission path, and is mostly transmitted through the chassis edge beam with higher rigidity, so that the force transmitted to the long floor by the cross beam is relieved, the stress concentration at the connecting welding seam of the long floor is reduced, and the lightweight design of the long floor is facilitated.

According to the embodiment of the invention, the invention can be further optimized, and the following is the technical scheme formed after optimization:

in one preferred embodiment, one end of the traction beam is connected with the cross beam and positioned in the middle of the cross beam, and the other end of the traction beam is connected with the hinged traction device mounting seat; the sleeper beam is connected with the hinged traction device mounting seat and the underframe boundary beam;

preferably, a U-shaped opening is formed in the middle of the cover plate; arc-shaped edges are arranged on two sides of the cover plate; preferably, the width of the end of the cover plate is consistent with the depth of the concave notch of the cross beam; more preferably, the front surface of the cover plate is in a pi-shaped structure.

In one preferred embodiment, the upper surface of the undercarriage edge beam is not lower than the upper surface of the bolster; preferably, the upper surface of the side beam of the underframe is higher than that of the sleeper beam, a transverse rib is arranged in the side beam of the underframe, and the upper surface of the transverse rib is as high as that of the sleeper beam; preferably, a first bolt hole and a stop hole are arranged on the lower surface of the side beam of the underframe; the transverse ribs and the lower surface of the side beam of the underframe form a rectangular cavity, and the anti-rolling device and the anti-snake-shaped device of the bogie are connected with the side beam of the underframe through bolts and thread blocks in the rectangular cavity.

In one preferred embodiment, the main body structure of the mounting seat of the articulated traction device comprises a lateral laid herringbone structure mainly composed of a first lower web plate, an upper web plate and a plurality of vertical plates, and a herringbone structure which is positioned at two sides and mainly composed of a mounting plate, the lateral vertical plates, a second lower web plate, a middle web plate and an upper web plate, wherein the herringbone structure and the herringbone structure form a multi-cavity box body structure together; preferably, the mounting plate extends out of the first lower web plate, the back of the mounting plate is provided with support rib plates, the support rib plates are aligned with the vertical plates one by one, and process holes are formed between the support rib plates by processing the first lower web plate; preferably, the mounting plate is provided with an arc shape; preferably, the distance between the middle web plate and the upper web plate is equal to the thickness of the short floor plate, and the distance is equal to the height of an inner rib plate of the sleeper beam; the mounting plate, the side vertical plates, the second lower web plate and the upper web plate are aligned with the sleeper beam, a rectangular notch is formed in the end of the second lower web plate, and a sealing plate is arranged on the rectangular notch.

Therefore, the multi-cavity box body structure with excellent bearing performance in all directions is formed, the installation structure is realized in a limited space, and the requirements on strength and fatigue performance are met.

In order to reduce the transmission of forces from the articulated draft gear mount to the subfloor, in one preferred embodiment the upper web associated with the draft sill is a variable cross-section web.

In one preferred embodiment, the traction beam mainly comprises a herringbone structure consisting of an upper plate, a vertical plate, a transverse rib plate and a lower plate and transition sections positioned on two sides; the transverse rib plate close to the lower plate is flush with the transition section and is as high as the short floor; preferably, the short floor adopts a double-layer cavity structure; the end of the optimized transition section bar is provided with a connecting joint for connecting with the short floor; preferably, a U-shaped opening is formed in the middle of the upper plate, the size of the U-shaped opening is the same as that of the U-shaped opening of the cover plate, and part of the upper plate and part of the vertical plate are machined into arc-shaped notches.

In one preferred embodiment, the cross beam mainly comprises a rectangular beam formed by a plurality of cavities, a transition cavity and a wing plate; the long floor assembly mainly comprises a long floor and a floor connecting plate, wherein the floor connecting plate is made of a horizontal h-shaped section; one side of the cross beam is provided with a short floor connecting joint connected with the short floor, and the other side of the cross beam is provided with a plurality of transition cavities.

In one preferred embodiment, concave notches are processed in the middle parts of the short floor connecting joint and the wing plate and are used for connecting the traction beam and the cover plate; preferably, the upper part of the transition cavity is provided with a lapping table, and the lower part of the transition cavity is provided with a lapping rib plate; the long floor is installed on the lap joint table and the lap joint rib plate of the cross beam through the floor connecting plate.

Based on the same inventive concept, the invention also provides a railway vehicle, which comprises 1 articulated bogie and 2 railway vehicle body underframe structures; the bogie is connected with the articulated traction device mounting seat through an articulated traction device, the articulated traction device mounting seat is connected with the underframe boundary beam through a sleeper beam in the transverse direction, the articulated traction device mounting seat is connected with the long floor assembly through the traction beam, the cover plate and the cross beam in sequence in the longitudinal direction, and two ends of the long floor assembly are respectively connected with the corresponding underframe boundary beams.

Therefore, traction and braking force generated by the bogie is transmitted to the articulated traction device mounting seat through the articulated traction device, is transversely transmitted to the underframe boundary beam through the sleeper beam, is longitudinally transmitted to the cross beam through the traction beam and the cover plate, is longitudinally transmitted to the long floor for assembly through the cross beam, is transversely transmitted to the underframe boundary beam, is smooth in force transmission path, and is transmitted by the underframe boundary beam with larger rigidity, so that the force transmitted to the long floor for assembly through the cross beam is relieved, the stress concentration at the connecting welding seam of the long floor is reduced, and the light weight design of the long floor is facilitated.

In one preferred embodiment, the underframe edge beam is respectively connected with the snake-shaped resistance device and the side rolling resistance device; the sleeper beam is connected with the air spring; the hinged traction device mounting seat is connected with the hinged traction device.

The technical scheme of the invention is further described in detail as follows:

the end part structure of the underframe structure of the railway vehicle body is connected with the underframe boundary beam through the sleeper beam and the cross beam to form an integral frame bearing structure, and then the integral frame bearing structure falls into the short floor and the long floor in the frame to form the underframe structure. Establish bolt hole and backstop hole at chassis boundary beam lower surface, through screw thread piece and bolt and the anti side roll device and the anti snakelike device lug connection of bogie, cancelled the project in the past and be connected with the bogie through welding transition mount pad on chassis boundary beam surface, eliminated the tired hidden danger of destruction of welding seam, improved the security and the reliability of vehicle operation greatly.

The end structure of the invention mainly comprises a hinged traction device mounting seat, a sleeper beam, a sealing plate, a traction beam, a cross beam and a cover plate. The hinged traction device mounting seat, the sleeper beam, the traction beam and the cross beam form a horizontal I-shaped structure, and the I-shaped structure is light in weight, high in strength, good in rigidity, and strong in torsion resistance and shear resistance. One end of the traction beam is connected with the cross beam and is positioned in the middle of the cross beam, and the other end of the traction beam is connected with the hinged traction device mounting seat. The sleeper beam is connected with the articulated traction device mounting seat and the underframe boundary beam.

The main body structure of the mounting seat of the articulated traction device is composed of a lateral-lying herringbone structure consisting of a first lower web plate, an upper web plate and a vertical plate and a tubular structure with two sides consisting of a mounting plate, a lateral vertical plate, a second lower web plate, a middle web plate and an upper web plate, so that a multi-cavity box body structure with excellent bearing performance in all directions is formed, the mounting structure is realized in a limited space, and the requirements on strength and fatigue performance are met. Through will draw roof beam upper plate and riser processing to become the arc and lack, weld the apron in breach department, form the box structure, both guaranteed draw roof beam structural strength and solved the problem of interfering with traction motor, gear box on the bogie again.

The beam mainly comprises a rectangular beam formed by a plurality of cavities, a transition cavity and wing plates. The upper plate and the lower plate of the transition cavity are gradually thinned, the force transmitted to the long floor through the cross beam for assembly is relieved, and the safety allowance of the long floor connecting welding line is improved. The long floor assembly mainly comprises a long floor and a floor connecting plate, wherein the floor connecting plate is made of a horizontal h-shaped section bar and is connected with the cross beam in a lap joint mode, so that the on-site adjustment and assembly are facilitated, and the production efficiency is improved.

Compared with the prior art, the invention has the beneficial effects that: the railway vehicle and the vehicle body underframe structure thereof can be suitable for non-power articulated bogies and power articulated bogies, can flexibly configure the number of the power articulated bogies according to the requirements of train marshalling length, passenger capacity, operation speed and the like, quickly respond to the requirements of different users, shorten the design and development period and improve the market competitiveness of the vehicle.

The railway vehicle and the vehicle body underframe structure thereof have the advantages of simple structure, light weight, high strength, high modularization degree, convenience for batch production and good economic and social benefits.

Drawings

FIG. 1: a schematic view of the chassis structure of an embodiment of the invention;

FIG. 2: a schematic end structure;

FIG. 3: a drawing of an articulated draft gear mount;

FIG. 4: a schematic drawing of a draft sill structure;

FIG. 5: the cross beam and the long floor are connected in an assembling mode;

FIG. 6: the direction of stress and force transmission of the underframe structure is shown schematically;

FIG. 7: the railway vehicle underframe structure and the bogie in one embodiment of the invention are connected schematically.

In the figure

1-underframe boundary beam, 1 a-transverse bar, 1 b-rectangular cavity, 1 c-first bolt hole, 1 d-stop hole, 2-end structure, 21-hinged traction device mounting seat, 21 a-mounting plate, 21 b-second bolt hole, 21 c-supporting rib plate, 21 d-fabrication hole, 21 e-first lower web plate, 21 f-second lower web plate, 21 g-vertical plate, 21 h-variable cross-section web plate, 21 i-side vertical plate, 21 j-upper web plate, 21 k-middle web plate, 21 m-rectangular notch, 21 n-arc, 22-sleeper beam, 23-closing plate, 24-traction beam, 24 a-upper plate, 24 b-arc notch, 24 c-transverse bar plate, 24 d-vertical plate and 24 e-lower plate, 24 f-transition section bar, 24 g-connection joint, 25-beam, 25 a-concave notch, 25 b-short floor connection joint, 25 c-wing plate, 25 d-lapping table, 25 e-transition cavity, 25 f-lapping rib plate, 26-cover plate, 26 a-U-shaped opening, 26 b-arc edge, 3-short floor, 4-long floor assembly, 41-floor connecting plate, 42-long floor, 5-transition rib plate, 5 a-arc, 6-bogie, 61-snake-shaped resistance device, 62-side rolling resistance device, 63-air spring and 64-articulated traction device.

Detailed Description

The present invention will be described in detail below with reference to the embodiments with reference to the attached drawings. It should be noted that the embodiments and features of the embodiments may be combined with each other without conflict. For convenience of description, the words "upper", "lower", "left" and "right" in the following description are used only to indicate the correspondence between the upper, lower, left and right directions of the drawings themselves, and do not limit the structure.

As shown in fig. 1-2, the underframe structure of the railway vehicle of the embodiment mainly comprises an underframe boundary beam 1, an end structure 2, a short floor 3, a long floor assembly 4 and a transition rib plate 5. The end structure 2 is connected with the underframe edge beam 1 through the sleeper beam 22 and the cross beam 25 to form an integral frame bearing structure, then the short floor 3 and the long floor assembly 4 are assembled into a frame, and the underframe structure is formed through welding. The height of the underframe edge beam 1 can be designed according to the limit and strength requirements, and can be as high as the sleeper beam 22 or higher than the sleeper beam 22. When the underframe side beam 1 is higher than the sleeper beam 22, the inner part of the underframe side beam 1 is provided with a transverse rib 1a which is as high as the surface of the sleeper beam 22. The lower surface of the side beam 1 of the underframe is provided with a first bolt hole 1c and a stop hole 1d, the stop hole 1d plays a role in limiting and bearing under the condition of bolt looseness, the transverse rib 1a and the lower surface of the side beam of the underframe form 2 rectangular cavities 1b, a thread block slides into the rectangular cavity 1b, an anti-side rolling device 62 and an anti-snake-shaped device 61 of the bogie 6 are connected with the side beam 1 of the underframe through the thread block and the bolt, the connection of a welding transition mounting seat and the bogie 6 on the lower surface of the side beam 1 of the underframe in the prior art is eliminated, the connection mode converts the welding seam bearing into parent material bearing (the allowable stress of the welding seam is far smaller than the allowable stress of the parent material), the hidden danger of fatigue damage of the welding seam is eliminated, and the safety and the reliability of vehicle operation are greatly improved. In order to reduce stress concentration at the joint of the cross beam 25 and the edge beam 1 of the underframe, a transition rib plate 5 is additionally arranged at 4 right-angle joints of the cross beam 25 and the edge beam 1 of the underframe, and the size and the shape of the arc 5a are determined according to finite element simulation analysis results.

As shown in fig. 2, the end structure 2 is mainly composed of an articulated draft gear mount 21, a bolster 22, a closing plate 23, draft beams 24, a cross beam 25 and a cover plate 26. The hinged traction device mounting seat 21, the sleeper beam 22, the traction beam 24 and the cross beam 25 form a horizontal I-shaped structure, and the I-shaped structure is light in weight, high in strength, good in rigidity, and strong in torsion resistance and shear resistance. The draft sill 24 has one end connected to the cross member 25 and located in the middle of the cross member 25 and the other end connected to the articulated draft gear mounting 21. The sleeper beam 22 connects the articulated draft gear mount 21 and the undercarriage sill 1. The cover plate 26 is provided with a U-shaped opening 26a in the middle for reducing weight and welding operation space, and arc-shaped edges 26b on two sides for relieving stress concentration at the joint of the cover plate 26 and the cross beam 25. The width of the end of the cover plate 26 is consistent with the depth of the concave notch 25a of the cross beam 25, and the cover plate is in a straight line after being welded, so that local stress concentration caused by sudden change of structural rigidity is avoided. The front surface of the cover plate 26 is of a pi-shaped structure, the weight is light, the force transmission is good, and the radian of the side surface of the cover plate 26 is consistent with that of the arc-shaped notch 24b of the draft sill 24.

Fig. 3 is a view of an articulated hauler mount. The articulated draft gear mount 21 may be welded from multiple configurations or machined from a single monolithic forging, preferably because the forging is high in strength, good in plasticity, less in weld joint, and strong in load-carrying capacity. The main structure of the mounting seat 21 of the articulated traction device is composed of a side-lying herringbone structure consisting of a first lower web plate 21e, an upper web plate 21j and 4 vertical plates 21g and a Chinese-character-shaped structure with two sides consisting of a mounting plate 21a, a side vertical plate 21i, a second lower web plate 21f, a middle web plate 21k and an upper web plate 21j, so that a multi-cavity box body structure with excellent bearing performance in all directions is formed. The mounting plate 21a extends beyond the first lower web 21e and has a second bolt hole 21b formed therein. The back of the mounting plate 21a is provided with a support rib plate 21c which is gradually transitionally connected to a first lower web plate 21e through an arc, the support rib plate 21c is aligned with the vertical plate 21g one by one, and a fabrication hole 21d is formed between the support rib plates 21c by processing the first lower web plate 21e and is used for installing an operation space for bolts. The second lower web 21f can be designed to be unequal or equal in height to the first lower web 21e according to the height of the bogie air spring, and the mounting plate 21a is machined into an arc 21n to relieve stress concentration at the joint of the mounting plate 21a and the second lower web 21 f. The distance between the middle web plate 21k and the upper web plate 21j is equal to the thickness of the short floor 3, and is equal to the height of the rib plate in the sleeper beam 22. The mounting plate 21a, the side vertical plate 21i, the second lower web plate 21f and the upper web plate 21j are aligned with the sleeper beam 22, a rectangular notch 21m is machined at the end of the second lower web plate 21f, an operating space for welding the middle web plate 21k and a rib plate inside the sleeper beam 22 is used, and then the rectangular notch 21m is sealed through a sealing plate 23. By machining the upper web 21j connected to the draft sill 24 into a variable cross-section web 21h, the transmission of force from the articulated draft gear mount 21 to the subfloor 3 is reduced.

Fig. 4 is a schematic structural view of a draft sill. The draft sill 24 mainly comprises a grid-shaped structure composed of an upper plate 24a, a vertical plate 24d, a transverse rib plate 24c and a lower plate 24e and transition sections 24f on two sides, wherein the transverse rib plate 24c close to the lower plate 24e is flush with the transition sections 24f and is as high as the short floor 3. The short floor 3 adopts a double-layer cavity structure, so that the noise of the bogie transmitted to the wheel track in the vehicle is reduced, and the riding comfort of the vehicle is improved. The end of the transition section bar 24f is provided with a connecting joint 24g for connecting with the short floor 3. A U-shaped opening is formed in the middle of the upper plate 24a, the size of the U-shaped opening is the same as that of the U-shaped opening 26a of the cover plate 26, and the upper plate 24a and a part of the vertical plate 24d are processed into arc-shaped notches 24b, so that interference between the upper plate 24a and the part of the vertical plate 24d and a traction motor and a gear box on the bogie 6 is avoided.

FIG. 5 is a schematic view of the assembly and connection of the cross beam and the long floor. The beam 25 is mainly composed of a rectangular beam formed by a plurality of cavities, a transition cavity 25e and a wing plate 25 c. One side of the beam 25 is provided with a short floor connecting joint 25b connected with the short floor 3, and a concave notch 25a is processed in the middle of the short floor connecting joint 25b and the wing plate 25c for connecting with the towing beam 24 and the cover plate 26. The other side of the beam 25 is provided with a plurality of transition cavities 25e, the upper and lower plates of the transition cavities are gradually thinned, the force transmitted to the long floor assembly 4 through the beam 25 is relieved, and the safety allowance of the long floor connecting welding seam is improved. The transition cavity 25e is provided with a lapping table 25d at the upper part and a lapping rib plate 25f at the lower part. The long floor assembly 4 mainly comprises a long floor 42 and a floor connecting plate 41, wherein the floor connecting plate 41 is made of a horizontal h-shaped section bar. The long floor 42 falls on the lap joint table 25d and the lap joint rib plate 25f of the cross beam 25 through the floor connecting plate 41, and the lap joint connection mode is adopted, so that the on-site adjustment and assembly are facilitated, and the production efficiency is improved.

Fig. 7 is a schematic view of a railway vehicle adopting the above-mentioned underframe structure and bogie connection. The rail vehicle comprises 1 articulated bogie and 2 undercarriages connected by 1 articulated bogie. Wherein, the snake-shaped resistance device 61 and the side rolling resistance device 62 are connected with the side beam 1 of the underframe, the air spring 63 is connected with the sleeper beam 22, and the articulated traction device 64 is connected with the articulated traction device mounting seat 21.

As shown in fig. 6, the traction force and the braking force generated by the bogie 6 are transmitted to the articulated traction device mounting base 21 through the articulated traction device 64, transversely transmitted to the underframe boundary beam 1 through the sleeper beam 22, longitudinally transmitted to the cross beam 25 through the traction beam 24 and the cover plate 26, longitudinally transmitted to the long floor assembly 4 through the cross beam 25, and transversely transmitted to the underframe boundary beam 1, so that the force transmission path of the underframe structure is smooth, and most of the force is transmitted through the underframe boundary beam 1 with high rigidity, the force transmitted to the long floor assembly 4 by the cross beam 25 is reduced, the stress concentration of the long floor connection weld is reduced, and the light weight design of the long floor 42 is facilitated.

The above-described embodiments are set forth so that this disclosure will be thorough and complete, and will not be limited by any theory presented in the preceding claims, which may suggest themselves to those skilled in the art after reading this disclosure and all equivalents thereof that fall within the scope of the invention as defined in the claims appended hereto.

Claims

1. A rail vehicle body underframe structure is characterized by comprising an underframe boundary beam (1), an end part structure (2), a short floor (3), a long floor assembly (4) and a transition rib plate (5); the end part structure (2) is connected with the underframe boundary beam (1) to form an integral frame bearing structure, and the short floor (3) and the long floor assembly (4) are arranged in the integral frame bearing structure to form an underframe structure;

the end structure (2) mainly comprises a hinged traction device mounting seat (21), a sleeper beam (22), a sealing plate (23), a traction beam (24), a cross beam (25) and a cover plate (26); the hinged traction device mounting seat (21), the sleeper beam (22), the traction beam (24) and the cross beam (25) form a horizontal I-shaped structure together;

the hinged traction device mounting seat (21) is connected with the underframe boundary beam (1) through a sleeper beam (22) in the transverse direction and is connected with the long floor assembly (4) through a traction beam (24), a cover plate (26) and a cross beam (25) in sequence in the longitudinal direction; and two ends of the long floor assembly (4) are respectively connected with the corresponding underframe boundary beams (1).

2. The rail vehicle car body underframe structure according to claim 1, wherein the draft sill (24) has one end connected to the cross member (25) and located in the middle of the cross member (25) and the other end connected to the articulated draft gear mounting base (21); the sleeper beam (22) is connected with the hinged traction device mounting seat (21) and the underframe boundary beam (1);

preferably, the cover plate (26) is provided with a U-shaped opening (26 a) in the middle; arc-shaped edges (26 b) are arranged on two sides of the cover plate (26); preferably, the width of the end of the cover plate (26) is consistent with the depth of the concave notch (25 a) of the cross beam (25); more preferably, the front surface of the cover plate (26) is in a pi-shaped structure.

3. The rail vehicle car body underframe structure according to claim 1, characterized in that the upper surface of the underframe edge beam (1) is not lower than the upper surface of the sleeper beam (22); preferably, the upper surface of the underframe boundary beam (1) is higher than the upper surface of the sleeper beam (22), a transverse rib (1 a) is arranged in the underframe boundary beam (1), and the upper surface of the transverse rib (1 a) is as high as the upper surface of the sleeper beam (22); preferably, a first bolt hole (1 c) and a stop hole (1 d) are formed in the lower surface of the side beam (1) of the underframe; the transverse rib (1 a) and the lower surface of the side beam (1) of the underframe form a rectangular cavity (1 b), and the anti-rolling device (62) and the anti-snake-shaped device (61) of the bogie (6) are connected with the side beam (1) of the underframe through bolts and thread blocks in the rectangular cavity (1 b).

4. The rail vehicle body underframe structure according to any one of claims 1-3, characterized in that the main structure of the articulated draft gear mounting base (21) comprises a side lying herringbone structure mainly composed of a first lower web (21 e), an upper web (21 j) and a plurality of vertical plates (21 g), and a herringbone structure located at both sides and mainly composed of a mounting plate (21 a), a side vertical plate (21 i), a second lower web (21 f), a middle web (21 k) and an upper web (21 j), the herringbone structure and the herringbone structure together forming a multi-cavity box structure; preferably, the mounting plate (21 a) extends out of the first lower web plate (21 e), the back of the mounting plate (21 a) is provided with supporting rib plates (21 c), the supporting rib plates (21 c) are aligned with the vertical plates (21 g) one by one, and process holes (21 d) are formed among the supporting rib plates (21 c) by processing the first lower web plate (21 e); preferably, the mounting plate (21 a) is provided with an arc (21 n); preferably, the distance between the middle web plate (21 k) and the upper web plate (21 j) is equal to the thickness of the short floor (3), and the distance is equal to the height of an inner rib plate of the sleeper beam (22); mounting panel (21 a), side riser (21 i), web (21 f) and last web (21 j) align with sleeper beam (22) down, have seted up rectangle and have lacked (21 m) in web (21 f) end department under the second, are equipped with shrouding (23) on this rectangle lacks (21 m).

5. The rail vehicle car body underframe structure according to claim 4, characterized in that the upper web (21 j) connected with the draft sill (24) is a variable cross-section web (21 h).

6. The rail vehicle car body underframe structure according to any one of claims 1-3, wherein the draft sill (24) mainly comprises a herringbone structure composed of an upper plate (24 a), a vertical plate (24 d), a transverse rib plate (24 c) and a lower plate (24 e), and transition profiles (24 f) positioned at both sides; the transverse rib plate (24 c) close to the lower plate (24 e) is flush with the transition section bar (24 f) and is as high as the short floor (3); preferably, the short floor (3) adopts a double-layer cavity structure; preferably, the end of the transition section bar (24 f) is provided with a connecting joint (24 g) for connecting with the short floor (3); preferably, a U-shaped opening is formed in the middle of the upper plate (24 a) and has the same size as the U-shaped opening (26 a) of the cover plate (26), and a part of the upper plate (24 a) and a part of the vertical plate (24 d) are machined into arc-shaped notches (24 b).

7. The rail vehicle car body underframe structure according to any one of claims 1-3, characterized in that the cross beam (25) mainly consists of a rectangular beam of multiple cavities, a transition cavity (25 e) and a wing plate (25 c); the long floor assembly (4) mainly comprises a long floor (42) and a floor connecting plate (41), wherein the floor connecting plate (41) is a horizontal h-shaped section;

one side of the cross beam (25) is provided with a short floor connecting joint (25 b) connected with the short floor (3), and the other side of the cross beam (25) is provided with a plurality of transition cavities (25 e).

8. The rail vehicle car body underframe structure of claim 7, wherein concave notches (25 a) are machined in the middle parts of the short floor joint (25 b) and the wing plate (25 c) for connecting with the traction beam (24) and the cover plate (26); preferably, the upper part of the transition cavity (25 e) is provided with a lapping table (25 d), and the lower part is provided with a lapping rib plate (25 f); the long floor (42) is arranged on the lap joint table (25 d) and the lap joint rib plate (25 f) of the cross beam (25) through a floor connecting plate (41).

9. A rail vehicle, characterized by comprising 1 articulated bogie (6) and 2 rail vehicle body underframe structures according to any one of claims 1 to 8; the bogie (6) is connected with an articulated traction device mounting seat (21) through an articulated traction device (64), the articulated traction device mounting seat (21) is connected with the underframe boundary beam (1) through a sleeper beam (22) in the transverse direction, the articulated traction device mounting seat is connected with the long floor assembly (4) through a traction beam (24), a cover plate (26) and a cross beam (25) in sequence in the longitudinal direction, and two ends of the long floor assembly (4) are respectively connected with the corresponding underframe boundary beams (1).

10. The rail vehicle according to claim 9, characterized in that the chassis edge beam (1) is connected to an anti-snake (61) and an anti-roll (62), respectively; the sleeper beam (22) is connected with an air spring (63); the hinged traction device mounting seat (21) is connected with a hinged traction device (64).