WO2014094411A1 - 一种铁路车辆及其端壁 - Google Patents

一种铁路车辆及其端壁 Download PDF

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Publication number
WO2014094411A1
WO2014094411A1 PCT/CN2013/076076 CN2013076076W WO2014094411A1 WO 2014094411 A1 WO2014094411 A1 WO 2014094411A1 CN 2013076076 W CN2013076076 W CN 2013076076W WO 2014094411 A1 WO2014094411 A1 WO 2014094411A1
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WIPO (PCT)
Prior art keywords
wall
end wall
railway vehicle
vehicle
plate
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Application number
PCT/CN2013/076076
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English (en)
French (fr)
Inventor
韩俊峰
赵建
杨焕春
郑和平
关晓丽
Original Assignee
齐齐哈尔轨道交通装备有限责任公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
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Application filed by 齐齐哈尔轨道交通装备有限责任公司 filed Critical 齐齐哈尔轨道交通装备有限责任公司
Priority to AU2013362667A priority Critical patent/AU2013362667A1/en
Priority to BR112014031549A priority patent/BR112014031549A8/pt
Publication of WO2014094411A1 publication Critical patent/WO2014094411A1/zh

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D17/00—Construction details of vehicle bodies
    • B61D17/04—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures
    • B61D17/06—End walls
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D17/00—Construction details of vehicle bodies
    • B61D17/04—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures
    • B61D17/08—Sides

Definitions

  • the present invention relates to the field of railway transportation equipment, and more particularly to an end wall for a railway vehicle. Furthermore, the invention relates to a railway vehicle to which the above-mentioned end wall is applied.
  • railway vehicles can be classified into various types such as open cars, box cars, tank cars, flat cars, and insulated cars.
  • Railway vehicles generally include five basic basics: a car body, a bogie, a coupler buffer device, a brake device, and a vehicle interior device. section.
  • the vehicle body usually includes an end wall, a side wall and a bottom frame, and the end wall serves as a supporting member for the front and rear end faces of the vehicle body, and plays an important role.
  • FIG. 1 and FIG. 2 are respectively a front view and a side view of an end wall of a railway vehicle in the prior art;
  • FIG. 3 is a railway vehicle and a dumper applying the end wall shown in FIG. Schematic diagram of the assembly of the dial arm; the main structure of the end wall and its defects in operation are described below.
  • the end wall ⁇ of the vehicle includes a planar wall panel 11', and the top end of the wall panel 1 ⁇ is provided with a flat upper end that fits the panel 1 ⁇
  • the cross member 12', the lower end beam 12' is also disposed in parallel with a plurality of flat horizontal strips 13' that are in contact with the wall panel 1', and the end wall ⁇ is connected to the side wall 2' of the vehicle through the corner post 14'; .
  • the head of the dialing arm 4' of the dumper acts on the end face of the impact seat 3' of the vehicle, and when the dialing machine moves toward the rolling device, the head of the dialing arm 4'
  • the Ministry promotes the vehicle impact seat 3', thereby pushing the vehicle a certain distance and realizing the positioning of the vehicle.
  • the wall panel 11', the upper end beam 12' and the cross belt 13' are both straight structures, so that the end wall ⁇ and the vehicle impact
  • the seat 3' has a spacing A, resulting in underutilization of the space between the impact seat 3' and the end wall, resulting in a loss of railway vehicle volume.
  • the rigidity of the end wall ⁇ of the above structure is small, when the vehicle is braking or when the hump is being shunted, The end wall ⁇ is subject to large deformation by the impact of the cargo.
  • the end wall ⁇ is welded to the side wall 2' through the corner post 14', and the corner post 14' is subjected to shearing force and tensile force at the same time, and the force is very complicated. When a crack occurs, it is difficult to determine which force is caused; The end wall of the corner post 14' is 120, each car needs to gain 120kg, resulting in a larger vehicle weight.
  • the structure of the above end wall is further optimized, the volume of the vehicle is increased, the rigidity of the end wall is increased, the weight of the vehicle is reduced, and the connection reliability of the vehicle is enhanced.
  • the present invention provides an end wall for a railway vehicle, including a wall panel; the wall panel is a bent structure, the bent structure has a flat plate and is disposed on the flat plate a sloping plate at both ends, the flat plate is disposed on an outer side of the side plate, and the slant plate is connected to the side wall.
  • the top end of the wall plate is provided with an upper end beam, and the upper end beam is a bent structure having the same shape as the wall plate.
  • the wall plate is further provided with a horizontal belt parallel to the upper end beam, and the horizontal belt is a bent structure having the same shape as the wall plate.
  • the number of the lateral strips is two, and the two horizontal strips are evenly distributed on the wall panel.
  • the present invention provides an end wall for a railway vehicle, the wall panel of which is a bent structure, the bent structure has a flat plate and a sloping plate disposed at two ends of the flat plate, and the flat plate is disposed at The outer side of the side plate is connected to the side wall.
  • the wall of the bent structure forms an arcuate wall, which is different from the prior art.
  • the arcuate wall panel can ensure the interference with the dialing arm of the dumper during the unloading process, and fully utilize the space between the impact seat and the end wall, thereby increasing the vehicle's Volume.
  • the rigidity of the arcuate end wall is greater than the flat end wall, and when the vehicle is impacted by the cargo, it is not easy to undergo large deformation, and a large number of cross belts are not required, thereby further enhancing the working stability of the railway vehicle, and It can reduce the weight of railway vehicles.
  • the present invention also provides a railway vehicle comprising an end wall and a side wall; the end wall employing an end wall as described above, the end wall being coupled to the side wall.
  • the end wall is directly welded to the side wall.
  • a connecting plate is further disposed above the end wall and the sidewall, and both ends of the connecting plate are respectively welded to the end wall and the sidewall.
  • 1 and 2 are respectively a front view and a side view of an end wall of a railway vehicle in the prior art
  • FIG. 3 is a schematic view showing the assembly of the railway vehicle and the dumper dialing arm shown in FIG. 1;
  • FIG. 4 and FIG. 5 are a front view and a top view of a specific embodiment of an end wall of a railway vehicle according to the present invention
  • FIG. 6 is a schematic view showing the assembly of the railway vehicle and the dumper dialing arm shown in FIG. 4.
  • the core of the present invention is to provide a road vehicle and an end wall thereof, which has an arcuate structure, can increase the volume of the vehicle, increase the rigidity of the end wall, reduce the weight of the vehicle, and enhance the vehicle. Connection reliability.
  • orientation word "outside” refers to the left side of the left end of the side wall 2 in FIG. 3, FIG. 6, the right side of the right end of the side wall 2, and the upper side of the upper end side wall, The underside of the lower end side wall, it should be understood that this positional term is established on the basis of the drawings of the specification, and its appearance should not affect the scope of protection of the present invention.
  • FIG. 4 and FIG. 5 are a front view and a top view of a specific embodiment of an end wall of a railway vehicle according to the present invention
  • FIG. 6 is a railway vehicle and a rollover shown in FIG. Schematic diagram of the assembly of the machine wheel.
  • the present invention provides an end wall for a railway vehicle, comprising a wall panel 11, which is a bent structure, a bent structure There is a flat plate 111 and a slanting plate 112 disposed at both ends of the flat plate 111.
  • the flat plate 111 is disposed on the outer side of the side plate.
  • the outer side of the flat plate 111 is separated from the side wall 1 by a distance B, and the swash plate 112 is connected to the side wall 1.
  • the wall panel 11 of the bent structure forms an arcuate wall panel 11 which can be prevented from being avoided during the unloading process as compared with the prior art flat panel 11
  • the dialing arm 4 of the dumper interferes, and the space between the impact seat 3 and the end wall is fully utilized, and the volume of the vehicle is increased without changing the thickness of the wall panel 11.
  • the rigidity of the arcuate end wall is greater than that of the flat end wall.
  • the top end of the wall panel 11 is fitted with an upper end beam 12, and the upper end beam 12 is a bent structure having the same shape as the wall panel 11.
  • the upper end beam 12 having the same shape is disposed in close contact with the wall panel 11, which can further enhance the strength and rigidity of the end wall, and prevent the end wall from being greatly deformed when subjected to cargo impact, further enhancing the end.
  • the working stability of the wall is a part of the wall panel 11, which can further enhance the strength and rigidity of the end wall, and prevent the end wall from being greatly deformed when subjected to cargo impact, further enhancing the end.
  • the wall panel 11 is also fitted with a horizontal parallel to the upper end beam 12.
  • the belt 13 is a bent structure having the same shape as the wall panel 11.
  • the cross-belt 13 having the same shape is disposed in close contact with the wall panel 11, which can further enhance the strength and rigidity of the end wall, and prevent the end wall from being greatly deformed when subjected to cargo impact. , further enhance the working stability of the end wall.
  • the number of the horizontal strips 13 may be two, and the two horizontal strips 13 are uniformly distributed on the wall panel 11. With this configuration, on the basis of the rigidity of the arcuate end wall structure as described above, the number of the cross belts 13 is reduced, thereby reducing the dead weight of the end walls.
  • the present invention also provides a railway vehicle comprising an end wall 1 and a side wall 2; the end wall 1 is formed as an end wall, and the end wall 1 is connected to the side wall 2.
  • the end wall 1 is directly welded to the side wall 2.
  • the corner post is eliminated, and only the side wall 2 and the end wall 1 have weld seams, which are only subjected to the shearing force, reducing the impact of the end wall 1 on the cargo.
  • the possibility of cracking underneath further enhances the connection reliability of the railway vehicle and further reduces the vehicle's own weight.
  • the end wall 1 and the side wall 2 are further provided with a connecting plate 14, and the two ends of the connecting plate 14 are respectively welded to the end wall 1 and the side wall 2.
  • the connecting plate 14 forms a horizontal weld with the end wall 1 and the side wall 2, which can further enhance the welding reliability of the end wall 1 and the side wall 1, avoiding the vertical of the end wall 1 and the side wall 1.
  • the weld is cracked under the impact of the cargo to ensure the stability of the railway vehicle.

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  • Engineering & Computer Science (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Wood Science & Technology (AREA)
  • Mechanical Engineering (AREA)
  • Body Structure For Vehicles (AREA)

Abstract

一种用于铁路车辆的端壁，其壁板（11）为弯折结构，该弯折结构具有平直板（111）和设于平直板（111）两端的斜板（112），平直板（111）设于侧板的外侧，斜板（112）与侧壁（2）连接，这种结构既能保证在卸载过程中避免与翻车机的拨车臂（4）发生干涉，又充分利用了冲击座（3）与端壁之间的空间，增大了车辆的容积。

Description

一种失路车辆及其端壁
[0001] 本申请要求于 2012 年 12 月 18 日提交中国专利局、 申请号为 201210551403.6、发明名称为"一种铁路车辆及其端壁"的中国专利申请的 优先权， 其全部内容通过引用结合在本申请中。
技术领域
[0002] 本发明涉及铁路运输设备技术领域， 尤其涉及一种用于铁路车辆 的端壁。 此外， 本发明还涉及一种应用上述端壁的铁路车辆。
背景技术
[0003] 现有铁路车辆可以分为敞车、 棚车、 罐车、 平车和保温车等多种 类型， 铁路车辆一般包括车体、 转向架、 车钩緩沖装置、 制动装置和车 辆内部设备五个基本部分。 车体通常包括端壁、 侧壁和底架， 端壁作为 车体前、 后端面的支撑部件， 起着重要的作用。 随着铁路车辆的逐渐发 展， 减小车辆的自重、 增大车辆的容积成为铁路车辆的主要发展趋势。
[0004] 请参考图 1至图 3 , 图 1、 图 2分别为现有技术中铁路车辆的端壁 的主视图、 侧视图； 图 3为应用图 1所示端壁的铁路车辆与翻车机拨车 臂的装配示意图； 下面介绍这种端壁的主要结构及其在工作中的缺陷。
[0005] 现有技术中， 如图 1和图 2所示， 该车辆的端壁 Γ包括平面壁板 11', 壁板 1 Γ的顶端设有与壁板 1 Γ贴合的平直的上端横梁 12', 上端横梁 12'的下方还平行设置有多个与壁板 1Γ贴合的平直的横带 13', 该端壁 Γ 与车辆的侧壁 2'通过角柱 14';t早接。 如图 3所示， 卸载货物时， 翻车机的 拨车臂 4'的头部作用于车辆的沖击座 3'的端面， 当拨车机向翻车设备移 动时， 拨车臂 4'的头部推动车辆沖击座 3', 从而推动车辆一定距离， 实 现车辆的定位。
[0006] 如图 2和图 3所示， 为避免与拨车臂 4'干涉， 壁板 11'、 上端横梁 12'和横带 13'均为平直结构， 因此端壁 Γ与车辆沖击座 3'具有间距 A, 导 致沖击座 3'与端壁 Γ之间的空间未充分利用， 造成铁路车辆容积的损失。 此外， 上述结构的端壁 Γ的刚度较小， 在车辆制动时或者在驼峰调车时， 端壁 Γ受到货物的沖击会产生较大的变形， 为了减少端板的变形， 通常 会采取增加横带 13'数量、 减小横带 13'之间的间距、 减小横带 13'与上端 横梁 12'的间距的措施，这就增加了车辆的自重，加大了制造和采购成本。 最后， 上述端壁 Γ通过角柱 14'与侧壁 2'焊接， 角柱 14'同时受到剪切力、 拉力， 受力十分复杂， 发生裂纹时， 很难判断是哪个力引起的； 并且采 用设置有角柱 14'的端壁 Γ, 每辆车需增重 120kg, 导致车辆自重较大。
[0007] 有鉴于此， 亟待针对上述技术问题， 进一步优化上述端壁的结构， 增大车辆的容积， 增大端壁的刚度， 减小车辆的自重， 增强车辆的连接 可靠性。
发明内容
[0008] 本发明的目的为提供一种用于铁路车辆的端壁， 该端壁增大了车 辆的容积， 增大了端壁的刚度， 减小了车辆的自重， 并且增强了车辆的 连接可靠性。 此外， 本发明的另一目的为提供一种应用上述端壁的铁路 车辆。
[0009] 为解决上述技术问题， 本发明提供一种用于铁路车辆的端壁， 包 括壁板； 所述壁板为弯折结构， 所述弯折结构具有平直板和设于所述平 直板两端的斜板， 所述平直板设于所述侧板的外侧， 所述斜板与所述侧 壁连接。
[0010] 优选地， 所述壁板顶端贴合设有上端横梁， 所述上端横梁为与所 述壁板形状相同的弯折结构。
[0011] 优选地， 所述壁板还贴合设有与所述上端横梁平行的横带， 所述 横带为与所述壁板形状相同的弯折结构。
[0012] 优选地， 所述横带的数目为两个， 两个所述横带均布于所述壁板 上。
[0013] 本发明提供一种用于铁路车辆的端壁， 其壁板为弯折结构， 所述 弯折结构具有平直板和设于所述平直板两端的斜板， 所述平直板设于所 述侧板的外侧， 所述斜板与所述侧壁连接。
[0014] 采用这种结构， 该弯折结构的壁板形成弓形壁板， 与现有技术中 平直的壁板相比较， 该弓形壁板既能保证在卸载过程中避免与翻车机的 拨车臂发生干涉， 又充分利用了沖击座与端壁之间的空间， 增大了车辆 的容积。 此外， 弓形端壁的刚度大于平直的端壁， 在车辆受到货物的沖 击时， 不容易发生较大的变形， 也不需要较多数目的横带， 进一步增强 铁路车辆的工作稳定性， 并能够减小铁路车辆的自重。
[0015] 本发明还提供一种铁路车辆， 包括端壁和侧壁； 所述端壁采用如 上所述的端壁， 所述端壁与所述侧壁连接。
[0016] 优选地， 所述端壁与所述侧壁直接焊接。
[0017] 优选地， 所述端壁和所述侧壁上方还设有连接板， 所述连接板的 两端部分别与所述端壁、 所述侧壁焊接。
[0018] 由于上述端壁具有如上的技术效果， 因此， 包括该端壁的铁路车 辆也应当具有相同的技术效果， 在此不再赘述。
附图说明
[0019] 图 1、 图 2分别为现有技术中铁路车辆的端壁的主视图、 侧视图；
[0020] 图 3为图 1所示的铁路车辆与翻车机拨车臂的装配示意图；
[0021] 图 4、图 5为本发明所提供铁路车辆的端壁的一种具体实施方式的 主视图、 俯视图；
[0022] 图 6为图 4所示的铁路车辆与翻车机拨车臂的装配示意图。
[0023] 其中， 图 1至图 3中的附图标记与部件名称之间的对应关系为： 端壁 Γ; 壁板 1 Γ; 上端横梁 12'; 横带 13'; 角柱 14';
侧壁 2'； 沖击座 3'； 拨车臂 4'；
图 4至图 6中的附图标记与部件名称之间的对应关系为：
端壁 1 ; 壁板 11 ; 平直板 111 ; 斜板 112; 上端横梁 12; 横带 13; 连 接板 14;
侧壁 2; 沖击座 3; 拨车臂 4。
具体实施方式 [0024] 本发明的核心为提供一种车路车辆及其端壁， 该端壁为弓形结构， 能够增大车辆的容积、 增大端壁的刚度， 减小车辆的自重， 并且增强车 辆的连接可靠性。
[0025] 为了使本领域的技术人员更好地理解本发明的技术方案， 下面结 合附图和具体实施例对本发明作进一步的详细说明。
[0026] 需要说明的是， 本文中出现的方位词 "外侧"指的是图 3、 图 6中 侧壁 2左端的左侧、 侧壁 2右端的右侧， 以及上端侧壁的上侧、 下端侧 壁的下侧， 应当理解， 这个方位词是以说明书附图为基准设立的， 它的 出现不应当影响本发明的保护范围。
[0027] 请参考图 4至图 6, 图 4、 图 5为本发明所提供铁路车辆的端壁的 一种具体实施方式的主视图、 俯视图； 图 6为图 4所示的铁路车辆与翻 车机拨车臂的装配示意图。
[0028] 在一种具体实施方式中， 如图 4和图 5所示， 本发明提供一种用 于铁路车辆的端壁， 包括壁板 11 , 该壁板 11为弯折结构， 弯折结构具有 平直板 111和设于平直板 111两端的斜板 112, 平直板 111设于侧板的外 侧， 平直板 111的外侧距离侧壁 1的距离为 B, 斜板 112与侧壁 1连接。
[0029] 采用这种结构， 该弯折结构的壁板 11形成弓形壁板 11 , 与现有技 术中平直的壁板 11相比较， 该弓形壁板 11既能保证在卸载过程中避免 与翻车机的拨车臂 4发生干涉， 又充分利用了沖击座 3与端壁之间的空 间， 在壁板 11厚度不变的情况下增大了车辆的容积。 此外， 弓形端壁的 刚度大于平直的端壁， 在车辆受到货物的沖击时， 不容易发生较大的变 形， 也不需要较多数目的横带 13 , 进一步增强铁路车辆的工作稳定性， 并能够减小铁路车辆的自重。
[0030] 还可以进一步设置上述端壁的其他结构。
[0031] 进一步的方案中， 壁板 11 顶端贴合设有上端横梁 12, 上端横梁 12为与壁板 11形状相同的弯折结构。
[0032] 采用这种结构， 形状相同的上端横梁 12与壁板 11贴合设置， 能 够进一步增强端壁的强度和刚度， 避免端壁在受到货物沖击时发生较大 的变形， 进一步增强端壁的工作稳定性。
[0033] 更进一步的方案中， 壁板 11还贴合设有与上端横梁 12平行的横 带 13 , 横带 13为与壁板 11形状相同的弯折结构。
[0034] 相类似地， 采用这种结构， 形状相同的横带 13与壁板 11贴合设 置， 能够进一步增强端壁的强度和刚度， 避免端壁在受到货物沖击时发 生较大的变形， 进一步增强端壁的工作稳定性。
[0035] 具体地， 上述横带 13的数目可以为两个， 两个横带 13均布于壁 板 11上。 采用这种结构， 在上述弓形端壁结构保证刚度的基础上， 减少 了横带 13的数目， 进而减少了端壁的自重。
[0036] 本发明还提供一种铁路车辆， 包括端壁 1和侧壁 2; 端壁 1采用如 上的端壁， 端壁 1与侧壁 2连接。
[0037] 由于上述端壁具有如上的技术效果， 因此， 包括该端壁的铁路车 辆也应当具有相同的技术效果， 在此不再赘述。
[0038] 在另一种具体实施方式中， 上述端壁 1与侧壁 2直接焊接。 采用 这种结构， 与现有技术相比较， 取消了角柱， 只有侧壁 2与端壁 1具有 焊缝， 该焊缝只受到剪切力的作用， 减小了端壁 1 在货物的沖击下出现 裂纹的可能性， 进一步增强了铁路车辆的连接可靠性， 并且进一步降低 了车辆的自重。
[0039] 具体的方案中， 上述端壁 1和所述侧壁 2上方还设有连接板 14, 连接板 14的两端部分别与端壁 1、 侧壁 2焊接。
[0040] 采用这种结构， 连接板 14与端壁 1、 侧壁 2形成水平焊缝， 能够 进一步增强端壁 1和侧壁 1的焊接可靠性， 避免端壁 1和侧壁 1的竖直 焊缝在货物的沖击下开裂， 保证铁路车辆的工作稳定性。
[0041 ] 以上对本发明所提供的一种铁路车辆及其端壁进行了详细介绍。 施例的说明只是用于帮助理解本发明的方法及其核心思想。 应当指出， 对于本技术领域的普通技术人员来说， 在不脱离本发明原理的前提下， 还可以对本发明进行若干改进和修饰， 这些改进和修饰也落入本发明权 利要求的保护范围内。

Claims

权 利 要 求
1. 一种用于铁路车辆的端壁， 包括壁板； 其特征在于， 所述壁板为 弯折结构， 所述弯折结构具有平直板和设于所述平直板两端的斜板， 所 述平直板设于所述侧板的外侧， 所述斜板与所述侧壁连接。
2、 根据权利要求 1所述的用于铁路车辆的端壁， 其特征在于， 所述 壁板顶端贴合设有上端横梁， 所述上端横梁为与所述壁板形状相同的弯 折结构。
3、 根据权利要求 2所述的用于铁路车辆的端壁， 其特征在于， 所述 壁板还贴合设有与所述上端横梁平行的横带， 所述横带为与所述壁板形 状相同的弯折结构。
4、 根据权利要求 3所述的用于铁路车辆的端壁， 其特征在于， 所述 横带的数目为两个， 两个所述横带均布于所述壁板上。
5、 一种铁路车辆， 包括端壁和侧壁； 其特征在于， 所述端壁采用如 权利要求 1-4任一项所述的端壁， 所述端壁与所述侧壁连接。
6、 根据权利要求 5所述的铁路车辆， 其特征在于， 所述端壁与所述 侧壁直接焊接。
7、 根据权利要求 6所述的铁路车辆， 其特征在于， 所述端壁和所述 侧壁上方还设有连接板， 所述连接板的两端部分别与所述端壁、 所述侧 壁焊接。
PCT/CN2013/076076 2012-12-18 2013-05-22 一种铁路车辆及其端壁 WO2014094411A1 (zh)

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CN102991515B (zh) * 2012-12-18 2016-04-06 齐齐哈尔轨道交通装备有限责任公司 一种铁路车辆及其端壁
CN109866791B (zh) * 2017-12-01 2020-10-27 中车齐齐哈尔车辆有限公司 一种铁路敞车及其侧墙
RU188221U1 (ru) * 2018-12-11 2019-04-03 Игорь Борисович Лысенко Торцевая стена полувагона
RU190138U1 (ru) * 2019-01-24 2019-06-21 Общество с ограниченной ответственностью "Всесоюзный научно-исследовательский центр транспортных технологий" (ООО "ВНИЦТТ") Кузов вагона
CN112249517A (zh) * 2020-10-26 2021-01-22 中车眉山车辆有限公司 一种可拆卸式活动端墙

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