CN118238859A - Concave bottom flatcar for heavy haul railway - Google Patents

Abstract

The invention discloses a heavy-duty railway concave bottom flatcar which comprises a concave underframe, a bogie, a car coupler buffer device, an end cab apron, a hand brake device and an air brake device, wherein the air brake device is arranged on the concave underframe; the concave bottom frame comprises an outer side web plate, and the cross section of the middle part of the outer side web plate is of a bending structure; the two steering frames are symmetrically arranged below two ends of the concave underframe; the two end cab apron are symmetrically arranged on the end surfaces of the two ends of the concave underframe; the end cab apron is arranged to be capable of overturning; the two coupler buffering devices are symmetrically arranged at two ends of the concave underframe; the hand braking device is arranged at one end of the concave underframe; the air brake device is arranged at the middle lower part of the concave underframe. The heavy-duty railway concave bottom flatcar can fully utilize the lower limit of rolling stock, reduce the height of a bearing surface and improve the bearing capacity.

Description

Concave bottom flatcar for heavy haul railway

Technical Field

The invention relates to a concave bottom flatcar for a heavy haul railway.

Background

At present, the load of the concave bottom flatcar capable of being loaded and unloaded from the roller is not more than 70t, the bearing capacity of the concave bottom flatcar is required to be further improved, the transportation requirement of large-scale and heavy-duty special equipment cannot be met, the height of the bearing surface of the concave bottom flatcar is still required to be further reduced, the transportation overrun level is required to be reduced or eliminated, and the non-ultrahigh gravity center transportation requirement is met. There are reports of a railway concave bottom vehicle, which comprises an end arm assembly and a bearing beam assembly, wherein the end arm assembly is longitudinally and oppositely provided with two bearing beam assemblies, the bearing beam assembly is arranged between the two end arm assemblies, the end part of the bearing beam assembly is connected with the end arm assembly at the same end, and the end arm assembly and the bearing beam assembly are of a non-closed cavity structure with an open bottom. The rigidity of the railway concave bottom car still needs to be further improved, and the lower limit of the rolling stock cannot be fully utilized, so that the bearing capacity cannot be greatly exerted.

Disclosure of Invention

In view of the above, the present invention aims to provide a heavy haul railway concave bottom flatcar, which can fully utilize the lower limit of rolling stock, improve the bearing capacity and further reduce the bearing surface height. In addition, the rigidity thereof is further improved.

The invention adopts the following technical scheme to realize the aim.

The invention provides a heavy-duty railway concave bottom flatcar which comprises a concave underframe, a bogie, a car coupler buffer device, an end cab apron, a hand brake device and an air brake device, wherein the air brake device is arranged on the concave underframe;

The concave bottom frame comprises an outer side web plate, and the cross section of the middle part of the outer side web plate is of a bending structure;

The two steering frames are symmetrically arranged below two ends of the concave underframe; the bogie comprises a framework and a heart plate; the framework comprises a framework sleeper beam and a stiffening beam; the framework sleeper beam is positioned in the middle of the framework; the heart plate is arranged on the frame sleeper beam; the reinforcing beam is arranged below the framework sleeper beam;

the two end cab apron are symmetrically arranged on the end surfaces of the two ends of the concave underframe; the end cab apron is arranged to be capable of overturning;

the two coupler buffering devices are symmetrically arranged at two ends of the concave underframe;

the hand braking device is arranged at one end of the concave underframe;

the air brake device is arranged at the middle lower part of the concave underframe.

Therefore, the lower limit of the rolling stock can be fully utilized, and the height of the bearing surface can be further reduced. Therefore, the rigidity of the vehicle can be further improved, and the bearing capacity is improved.

The fish belly type box type structure and the rectangular box type structure adopted by the prior concave bottom flat car beam sash structure are shown in fig. 15 and 16. As shown in fig. 15, the cross section of the side member of the fish-bellied box structure is small, and the lower limit space of the railway flatcar is not fully utilized, and the bearing capacity cannot be greatly exerted. As shown in fig. 16, the rectangular box structure does not allow the material to be fully utilized, and is heavy in weight with the same width and height section. Fig. 8 is a schematic view of a cross section of the concave chassis of the present invention in a concave depression, and it is apparent that the outer web (i.e., the side sill outer web) is substantially "S" shaped. The novel box structure adopting the bending web plate which is preferably in the shape of S can fully utilize the lower limit of the rolling stock, reduce the height of the concave bearing surface while improving the integral rigidity and the load, reduce the loading overrun limit level of the equipment and improve the safety. The length of the bearing surface is increased to 13.5m, the concave bottom space can be fully utilized, the size range of the carrying piece is enlarged, the ultra-long goods can be transported without disassembly, and the adaptability of the goods transportation is enlarged.

In the invention, the bogie is a three-axis welded frame bogie. And a closed integral welding structure is formed through assembly welding, so that the loading capacity of the bogie is improved.

In the invention, the coupler buffer device can adopt a 17-type coupler, a matched coupler yoke and an MT-2 type buffer. The hand brake device 500 may employ an NSW type hand brake. The air brake device mainly comprises up>A 120-type truck air control valve, an ST 2-250-type bidirectional brake shoe gap adjuster, up>A KZW-A empty and heavy truck automatic adjusting device, up>A stainless steel embedded air storage cylinder and an active lubrication brake cylinder.

In the present invention, the coupler draft gear, hand brake and air brake may be those known in the art.

In the invention, the end cab apron can be of an all-steel welding structure and is formed by assembling and welding angle steel and a folding and pressing groove type upright post.

According to the heavy-duty railway concave bottom flat car, preferably, the concave bottom frame comprises two side beams, a cross beam sash, a first end beam and a second end beam;

The outer web is a side beam outer web;

The two side beams are symmetrically arranged; the side beam is of a sash structure and further comprises a side beam inner web plate and a side beam baffle plate; the side beam inner web plate and the side beam outer web plate are oppositely arranged; the side beam partition plates are vertically connected with the side beam inner web plate and the side beam outer web plate respectively;

The outer contour of the side beam comprises a concave part, a bending part and an upper end plane part along the length direction of the side beam; the concave part is positioned in the middle of the side beam; the two bending parts are symmetrically arranged at two ends of the concave part; the bending part and the concave part are arranged to enable the side beam to have a gradually-changed angle-folded middle concave structure; the two upper end plane parts are symmetrically arranged at one end of the bending part far away from the lower concave part;

the beam sash is arranged between the concave parts of the two side beams and is vertically connected with the two side beams;

The first end beam and the second end beam are symmetrically arranged; the two ends of the first end beam are respectively and vertically connected with one ends of the two side beams, and the two ends of the second end beam are respectively and vertically connected with the other ends of the two side beams.

According to the heavy-duty railway concave bottom flatcar, preferably, the concave bottom frame further comprises a first traction beam, a second traction beam, a first sleeper beam and a second sleeper beam;

the first traction beam and the second traction beam are symmetrically arranged; the two ends of the first traction beam are respectively connected with the cross beam sash and the first end beam; the two ends of the second traction beam are respectively connected with the cross beam sash and the second end beam;

The first sleeper beam and the second sleeper beam are symmetrically arranged; the first sleeper beam is vertically connected with the first traction beam; the second sleeper beam is vertically connected with the second traction beam;

the first traction beam, the second traction beam, the first sleeper beam and the second sleeper beam are of double-web box structures.

In the present invention, the curved shape of the junction of the bent portion of the side member and the upper end plane portion coincides with the curved shape of the traction beam. The upper plane of the side beam is flush with the upper planes of the first traction beam and the second traction beam, and the upper planes of the first sleeper beam and the second sleeper beam as well as the upper plane of the cross beam frame.

In certain embodiments, the first draft sill and the second draft sill are symmetrically disposed; the two ends of the first traction beam are respectively and vertically connected with the cross beam sash and the middle part of the first end beam; and two ends of the second traction beam are respectively and vertically connected with the middle parts of the cross beam sash and the second end beam.

In the invention, the first sleeper beam is vertically connected with the first traction beam, and a cross-like structure is formed between the first sleeper beam and the first traction beam. The second sleeper beam is vertically connected with the second traction beam, and a cross-like structure is formed between the second sleeper beam and the second traction beam.

According to the heavy-duty railway concave bottom flatcar, preferably, the first traction beam and the second traction beam comprise a traction beam upper cover plate, a traction beam lower cover plate and two traction beam webs; a plurality of traction beam web plate connecting partition plates are arranged between the two traction beam webs to reinforce, and the two traction beam web plates and the traction beam upper cover plate and the traction beam lower cover plate form a double-web plate box structure together;

the center plate is positioned at the lower part of the traction beam lower cover plate.

The second traction beam and the first traction beam have the same structure. The traction beam is of a knife handle type box structure, and a center plate is arranged at the lower part of a lower cover plate of the traction beam. The cross section of the traction beam at the corresponding part of the center plate is concave upwards, the lower cover plate of the traction beam is provided with a process hole groove, and the tail part of the traction beam is in a gradual bending and bending shape. The heart disk is used for connecting the frame sleeper beam.

According to the heavy-duty railway concave bottom flatcar, preferably, the first sleeper beam and the second sleeper beam comprise an upper sleeper beam cover plate, a lower sleeper beam cover plate and two sleeper beam webs; a plurality of sleeper beam web plate connecting partition plates are arranged between the two sleeper beam web plates for reinforcement, and the sleeper beam web plates and the sleeper beam upper cover plate and the sleeper beam lower cover plate form a double-web plate box structure together. This is advantageous for improving the rigidity of the locomotive.

The upper and lower cover plates of the sleeper beam are in arc transition connection with the upper and lower cover plates of the traction beam, and the lower cover plate of the sleeper beam is provided with a process hole groove.

The heavy-duty railway concave bottom flatcar according to the invention, preferably: the end cab apron is connected with the end part of the concave bottom frame through a pin shaft;

the two side beams, the first end beam, the second end beam, the first sleeper beam, the second sleeper beam, the first traction beam, the second traction beam and the cross beam lattice form an integral lattice structure together. This allows for increased rigidity and load carrying capacity with reduced weight. The concave underframe of the invention can adopt an all-steel welding structure.

The heavy-duty railway concave bottom flatcar according to the invention preferably further comprises an upper cover plate, a lower cover plate, a floor and a lower bottom plate;

The upper cover plate is arranged on the upper surface of the integral sash structure; the floor is arranged above the upper cover plate; the lower cover plate is arranged on the lower surface of the integral sash structure, and the lower bottom plate is positioned below the lower cover plate.

This may facilitate the formation of a box-like structure and facilitate the storage of tools or installation of the desired equipment. And the rigidity of the bearing surface can be further enhanced, and the bearing capacity is improved. The upper cover plate is of an integral structure, and the bending and bending shapes of the two ends of the upper cover plate are consistent with those of the traction beam and the side beam.

In the invention, the upper surface of the floor is the concave bearing surface of the concave bottom frame. The recess of the side beam and the cross member frame are used to support the bearing surface. The floor comprises a middle floor and an end floor, which are assembled and welded into an integral floor structure. The end floor is a flat floor, the bending and bending shapes of the two ends of the middle floor are consistent with those of the traction beam and the side beams, the two ends of the middle floor are formed into unequal-edge chamfers through machining, the thickness of the middle floor gradually and slowly increases from the end to the middle, the length of the transition section is 200-300 mm, and the thickness of the end of the middle floor is consistent with that of the end floor.

And the two ends of the concave bearing surface are respectively provided with a gentle slope surface which is excessively bent with the concave bearing surface, so that the self-rolling equipment can be conveniently and rapidly assembled and disassembled, and the rigidity is improved.

The lower cover plate is of an integral structure, and bending shapes of two ends are consistent with those of the traction beam and the side beam. Thus being beneficial to improving the strength of the concave bottom frame and reducing the gravity center height of the whole railway flatcar.

The heavy haul railway concave bottom flatcar according to the invention preferably further comprises a plurality of flaps and cornice; the flap is arranged on the floor and is positioned above the concave part; the cornice is arranged on the outer side of the bending part of the side beam. The plurality of flaps are evenly distributed. For facilitating storage or installation of the desired device. The setting of eaves board can further strengthen the rigidity of gentle slope transition department.

According to the heavy-duty railway concave bottom flatcar, preferably, the framework sleeper beam is of a box structure and comprises a framework sleeper beam web plate, a framework sleeper beam upper cover plate, a framework sleeper beam lower cover plate and a framework sleeper beam partition plate; the upper cover plate of the framework sleeper beam and the lower cover plate of the framework sleeper beam are oppositely arranged;

a double-web box structure is formed between the stiffening beam and the lower cover plate of the framework sleeper beam; the reinforcement beam comprises a reinforcement beam bottom plate, wherein the reinforcement beam bottom plate is of an arch structure, and the top of the arch structure is positioned in the middle of the reinforcement beam bottom plate; the stiffening beam bottom plate is arranged opposite to the lower cover plate of the framework sleeper beam. Thus being beneficial to improving the rigidity of the framework and improving the bearing capacity. The heart dish sets up on the framework sleeper beam upper cover plate. The bogie comprises a framework, a core disc, a foundation braking device, a wheel set assembly, an axle box, a wedge vibration damper and a series of spring suspension devices.

The frame comprises a frame sleeper beam and a reinforcing beam, and also comprises a frame side beam and a frame cross beam. The frame sleeper beam is positioned in the middle of the frame. The two framework cross beams are symmetrically arranged on two sides of the framework sleeper beam, and the framework cross beams are perpendicular to the framework sleeper beam; the two side beams are symmetrically arranged at two ends of the cross beam, and the side beams are perpendicular to the cross beam.

The frame side beam is of a variable-section box-shaped structure and comprises a variable-section web plate, a frame side beam upper cover plate, a frame side beam lower cover plate and a frame side beam partition plate. The upper cover plate of the side beam of the framework and the lower cover plate of the side beam of the framework are arranged oppositely; the variable cross-section web plates are two, and are oppositely arranged; the four together form a box-shaped space. Frame side rail spacers are disposed within the box-shaped space for reinforcing the box-shaped structure.

The framework beam is of a concave box-shaped structure and comprises a concave web plate, a framework beam upper cover plate, a framework beam lower cover plate and a framework beam partition plate. The upper cover plate of the framework beam and the lower cover plate of the framework beam are oppositely arranged; the two concave webs are oppositely arranged and form a box-shaped space together. The frame beam partition is disposed within the box-shaped space.

The arrangement of the box-shaped structure is beneficial to reducing dead weight on the basis of ensuring bearing capacity. The concave surface of the frame cross beam is flush with the top surface of the frame sleeper beam.

The foundation braking device is arranged on the framework; the wheel sets are formed into three groups and are uniformly arranged below the framework; the wheel set assembly comprises a first wheel set assembly, a second wheel set assembly and a third wheel set assembly, which are uniformly distributed. The axle box is arranged at the outer side of the wheel set; the wedge vibration reduction devices are arranged on two sides of the axle box; the primary spring suspension device is arranged below the inclined wedge vibration damper. The two side bearing installation seats are respectively arranged on the two framework side beams; the side bearing mounting seat is used for mounting the side bearing.

According to the heavy-duty railway concave bottom flatcar, preferably, the reinforcing beam further comprises a plurality of reinforcing plates which are uniformly distributed on the reinforcing beam bottom plate; the reinforcing plate is perpendicular to the reinforcing beam bottom plate;

the reinforcing plate comprises a horizontal edge, a vertical edge and a curve edge; the shape of the curve edge is adapted to the surface of the arch structure of the reinforcement beam base plate. Through setting up the stiffening beam of this structure can avoid producing the interference with axletree and foundation brake equipment in the second wheel pair is constituteed, promotes the frame corbel rigid strength simultaneously, can improve the framework bearing capacity.

The heavy-duty railway concave bottom flat car can improve the rigidity and strength of the car, fully utilize the lower limit of the railway flat car and the rolling stock, reduce the height of a concave bottom bearing surface, reduce the loading limit level of large equipment, improve the bearing capacity and improve the transportation efficiency. According to the preferable technical scheme, the lower limit of the railway flatcar rolling stock can be fully utilized by arranging the concave underframe with a specific structure and the framework of the bogie, so that the bearing capacity is improved. In addition, the end of the vehicle is provided with a turnover end cab apron, and the span between the vehicles connected with the trailer can be shortened after the turnover end cab apron is turned over and put flat, so that the wheeled vehicle is convenient to automatically roll on and off.

Drawings

Fig. 1 is a schematic front view of a heavy haul railway concave bottom flatcar of the present invention.

Fig. 2 is a schematic top view of the heavy haul railway recessed bottom flatcar of the present invention.

Fig. 3 is an isometric schematic view of a female chassis of the present invention.

Fig. 4 is a schematic front view of the concave chassis of the present invention.

Fig. 5 is a schematic top view of the concave chassis of the present invention.

Fig. 6 is an isometric view of a side sill of the present invention.

Fig. 7 is a cross-sectional view in the A-A direction of the female chassis of fig. 5.

Fig. 8 is a B-B cross-sectional view of the female chassis of fig. 5.

Fig. 9 is a left side schematic view of the heavy haul railway concave bottom flatcar of the present invention.

Fig. 10 is an isometric view of the bogie of the present invention.

Fig. 11 is a schematic front view of the bogie of the present invention.

Fig. 12 is an isometric view of the frame of the present invention.

Fig. 13 is a schematic view of the bottom structure of the frame of the present invention.

Fig. 14 is a schematic structural view of the reinforcing beam of the present invention.

Fig. 15 is a schematic diagram of a fish belly type box structure of a middle section of a concave bottom flatcar of a conventional heavy haul railway.

Fig. 16 is a schematic diagram of a rectangular box-shaped structure of a middle section of a concave bottom flatcar of a conventional heavy haul railway.

The reference numerals are explained as follows:

100-concave bottom rack; 110-side beams; 111-concave part; 112-bending part; 113-an upper end planar portion; 1101-side sill inner web; 1102-side sill outer web panels; 1103-side beam bulkhead; 120-cross beam sash; 130-a first end beam; 140-a first bolster; 150-a first traction beam; 160-upper cover plate; 170-floor; 180-lower cover plate; 190-a lower plate;

101-a gentle slope; 102-concave bottom bearing surface;

200-bogie; 210-framework, 211-framework side beams, 2111-mounting holes, 212-framework cross beams, 213-framework sleeper beams, 214-reinforcing beams, 2141-reinforcing beam bottom plates, 2142-reinforcing plates, 220-foundation braking devices, 230-wheel sets, 240-axle boxes, 250-bearing saddles, 260-wedge vibration reduction devices, 270-primary spring suspension devices, 280-center plates and 290-side bearings;

300-a coupler buffer; 400-end cab apron; 500-hand brake device; 600-air brake device; 7-railway flatcar vehicle lower limit.

Detailed Description

The present invention will be further described with reference to specific examples, but the scope of the present invention is not limited thereto.

Example 1

Fig. 1 is a schematic front view of a heavy haul railway concave bottom flatcar of the present invention. Fig. 2 is a schematic top view of the heavy haul railway recessed bottom flatcar of the present invention. Fig. 3 is an isometric schematic view of a female chassis of the present invention. Fig. 4 is a schematic front view of the concave chassis of the present invention. Fig. 5 is a schematic top view of the concave chassis of the present invention. Fig. 6 is an isometric view of a side sill of the present invention. Fig. 7 is a cross-sectional view in the A-A direction of the female chassis of fig. 5. Fig. 8 is a B-B cross-sectional view of the female chassis of fig. 5.

Fig. 9 is a left side schematic view of the heavy haul railway concave bottom flatcar of the present invention. Fig. 10 is an isometric view of the bogie of the present invention. Fig. 11 is a schematic front view of the bogie of the present invention. Fig. 12 is an isometric view of the frame of the present invention. Fig. 13 is a schematic view of the bottom structure of the frame of the present invention. Fig. 14 is a schematic structural view of the reinforcing beam of the present invention.

As shown in fig. 1,2 and 9, the heavy haul railway pit car of the present invention includes a pit frame 100, a bogie 200, a coupler buffer 300, an end cab apron 400, a hand brake 500 and an air brake 600.

As shown in fig. 1 to 8, the concave chassis 100 of the present embodiment includes two side beams 110, a first end beam 130, a second end beam (not shown), a cross frame 120, a first bolster 140, a second bolster (not shown), a first traction beam 150, a second traction beam (not shown)), an upper cover plate 160, a floor 170, a lower cover plate 180, and a lower bottom plate 190.

The two side members 110 are symmetrically disposed. The side sill 110 is a lattice structure including a side sill inner web 1101, a side sill outer web 1102, and a side sill bulkhead 1103. The side member inner web 1101 and the side member outer web 1102 are disposed opposite to each other. The side member bulkhead 1103 is a plurality of pieces, which are respectively connected perpendicularly to the side member inner web 1101 and the side member outer web 1102. The middle cross section of the side sill inner web 1101 is of flat plate type construction.

The outboard web of the concave chassis 100 is a side sill outboard web 1102. The middle cross section of the outer web is of a bent structure, preferably an "S" shaped bent structure, as shown in FIG. 8.

The outer contour of the side member 110 includes a concave portion 111, a bent portion 112, and an upper end flat portion 113 along its length. The lower recess 111 is located in the middle of the side member 110. The number of the bending portions 112 is two, and the bending portions are symmetrically disposed at both ends of the concave portion 111. The upper end flat portions 113 are provided in two and symmetrically disposed at one end of the bending portion 112 away from the concave portion 111. The bent portion 112 and the concave portion 111 are provided so that the side member 110 can have a gradually folded angle type middle concave structure. This can increase the rigidity of the concave chassis 100, make full use of the railway flatcar lower limit 7, and further reduce the bearing surface height.

The cross member sash 120 is disposed between the lower recesses 111 of the two side members 110 and is vertically connected to the two side members 110.

The first end beam 130 and the second end beam are symmetrically disposed. The first end beam 130 has both ends vertically connected to one ends of the two side beams 110, respectively. The second end beams are vertically connected to the other ends of the two side beams 110, respectively.

The first traction beam 150 and the second traction beam are symmetrically disposed. The first traction beam 150 has both ends vertically connected to the middle portions of the cross beam sash 120 and the first end beam 130, respectively. The two ends of the second traction beam are respectively and vertically connected with the middle parts of the cross beam sash 120 and the second end beam.

The first bolster 140 and the second bolster are symmetrically disposed. The first bolster 140 is vertically connected to the first traction beam 150, forming a cross-like structure therebetween. The second sleeper beam is vertically connected with the second traction beam, and a cross-like structure is formed between the second sleeper beam and the second traction beam.

The first draft sill 150, the second draft sill, the first bolster 140, and the second bolster are all double web box structures.

The first traction beam 150 and the second traction beam comprise a traction beam upper cover plate, a traction beam lower cover plate and two traction beam webs, wherein a plurality of traction beam web connecting partition plates are arranged between the two traction beam webs for reinforcement, and a double-web box structure is formed together with the traction beam upper cover plate and the traction beam lower cover plate.

The first corbel 140 and the second corbel comprise a corbel upper cover plate, a corbel lower cover plate and two corbel webs, wherein a plurality of corbel web connecting partition plates are arranged between the two corbel webs for reinforcement, and the two corbel webs, the corbel upper cover plate and the corbel lower cover plate form a double-web box structure together.

The two side beams 110, the first end beam 130, the second end beam, the first bolster 140, the second bolster, the first draft sill 150, the second draft sill, and the cross member sash 120 together form an integral sash structure.

The upper cover plate 160 is disposed on the upper surface of the overall lattice structure. The floor 170 is located above the upper cover plate 160. The floor 170 is provided with a plurality of flaps positioned above the lower recess 111 to facilitate storage or installation of desired equipment. The lower cover plate 180 is disposed on the lower surface of the integral lattice structure. The lower base plate 190 is located below the lower cover plate 180.

The upper surface of the floor 170 is centrally located with the concave bearing surface 102 of the heavy duty railway concave platform truck 100, the concave bearing surface 102 being located above the lower recess 111. The lower recess 111 of the side sill 110, the cross member sash 120 and the upper cover plate 160 cooperate to support the concave bottom bearing surface 102. The two ends of the concave bottom bearing surface 102 are connected with a gentle slope surface 101.

The heavy haul railway concave bottom flatcar 100 of the present embodiment may employ an all-steel welded structure.

As shown in fig. 1, 9, 10 and 11, the number of the trucks 200 is two, and symmetrically disposed below both ends of the concave chassis 100. Bogie 200 is a three-axle welded frame type bogie comprising frame 210, foundation brake 220, wheel set assembly 230, axle box 240, bearing saddle 250, wedge damper 260, primary spring suspension 270, center plate 280 and side bearings 290.

As shown in fig. 10 to 14, the frame 210 includes frame side members 211, frame cross members 212, frame bolster 213, and reinforcement members 214. The frame bolster 213 is located in the middle of the frame 210. The two frame beams 212 are symmetrically arranged at two sides of the frame sleeper beam 213. The frame rails 212 are perpendicular to the frame ties 213. The two frame side beams 211 are symmetrically arranged at two ends of the frame cross beam 212. The frame side beams 211 are perpendicular to the frame cross beams 212. The reinforcement beam 214 is provided below the frame bolster 213. The frame 210 is a unitary welded box structure.

The frame rails 212 are connected perpendicularly to the frame ties 213 to form a first H-shaped structure. The frame side beams 211 are vertically connected to the first H-shaped structure to form a second H-shaped structure. This results in a "double H-shaped" configuration for the frame 210.

The frame bolster 213 is a box-like structure including a frame bolster web, a frame bolster upper cover plate, a frame bolster lower cover plate, and frame bolster spacers. The upper cover plate of the frame sleeper beam and the lower cover plate of the frame sleeper beam are arranged up and down oppositely.

As shown in fig. 13 and 14, the reinforcement beam 214 is disposed below the lower deck of the frame bolster and forms a double-web box structure with the lower deck of the frame bolster. The reinforcement beam 214 includes a reinforcement beam base 2141 and a plurality of reinforcement plates 2142 uniformly distributed on the reinforcement beam base 2141. The stiffener floor 2141 is of an arch-like configuration. The top of the arch is located in the middle of the reinforcement beam floor 2141. The reinforcement beam bottom plate 2141 is disposed opposite the frame bolster lower cover plate. The stiffener 2142 includes a horizontal edge, a vertical edge, and a curved edge. The shape of the curved edge conforms to the surface of the arch of the reinforcement beam floor 2141. The stiffener 214 is perpendicular to the stiffener floor 2141.

The frame side member 211 is a variable cross-section box structure. The frame side rail 211 includes a variable cross-section web, a frame side rail upper cover, a frame side rail lower cover, and a frame side rail bulkhead. Mounting holes 2111 are provided in the two frame side members 211, respectively.

The frame rails 212 are of a concave box-like structure. The frame rails 212 include a recessed web, a frame rail upper cover, a frame rail lower cover, and a frame rail spacer. The concave surface of the frame rails 212 is flush with the top surface of the frame bolster 213.

The center plate 280 is disposed on the upper deck of the frame bolster and is positioned below the lower deck of the draft sill. The mounting holes 2111 on the two frame side beams 211 are used to mount side bearing mounts. The side bearing mount is used to mount the side bearing 290. Foundation brake 220 is disposed on frame 210. The wheel set assembly 230 is three sets, a first wheel set assembly, a second wheel set assembly, and a third wheel set assembly, respectively. The wheel set assemblies 230 are uniformly disposed under the frame 210. The axle boxes 240 are disposed outside of the wheel set assembly 230. The axle boxes 240 are six. An adapter 250 is provided in the axle housing 240. Wedge damper devices 260 are disposed on either side of axle housing 240. A primary spring suspension 270 is disposed below wedge damper 260.

As shown in fig. 1 and 9, the end transition plates 400 are two, and are symmetrically disposed on the end surfaces of both ends of the concave chassis 100. The end transition plate 400 is connected to an end of the concave chassis 100 by a pin shaft. The end ferry plate 400 is provided to be capable of being turned over. Turning from horizontal to vertical or from vertical to horizontal.

The coupler buffer devices 300 are symmetrically arranged at two ends of the concave bottom frame 100. The coupler buffer 300 may employ a 17-type coupler, a mating yoke and an MT-2 type buffer.

The hand brake 500 is disposed at one end of the female chassis 100. An NSW type hand brake may be used.

The air brake 600 is provided at a middle lower portion of the concave chassis 100. Coupler draft gear 300, hand brake 500, air brake 600 may be those known in the art.

Example 2

The rest is the same as in example 1 except for the following structure:

The heavy duty railway recessed floor flatcar of this embodiment also includes a cornice (not shown). The cornice is provided outside the bent portion 112 of the side member 110.

The present invention is not limited to the above-described embodiments, and any modifications, improvements, substitutions, and the like, which may occur to those skilled in the art, fall within the scope of the present invention without departing from the spirit of the invention.

Claims (10)

1. The heavy-duty railway concave bottom flatcar is characterized by comprising a concave underframe, a bogie, a car coupler buffer device, an end cab apron, a hand brake device and an air brake device;

The concave bottom frame comprises an outer side web plate, and the cross section of the middle part of the outer side web plate is of a bending structure;

The two steering frames are symmetrically arranged below two ends of the concave underframe; the bogie comprises a framework and a heart plate; the framework comprises a framework sleeper beam and a stiffening beam; the framework sleeper beam is positioned in the middle of the framework; the heart plate is arranged on the frame sleeper beam; the reinforcing beam is arranged below the framework sleeper beam;

the two end cab apron are symmetrically arranged on the end surfaces of the two ends of the concave underframe; the end cab apron is arranged to be capable of overturning;

the two coupler buffering devices are symmetrically arranged at two ends of the concave underframe;

the hand braking device is arranged at one end of the concave underframe;

the air brake device is arranged at the middle lower part of the concave underframe.

2. The heavy haul railway pit car of claim 1, wherein the pit bottom frame comprises two side beams, a cross beam sash, a first end beam, and a second end beam;

The outer web is a side beam outer web;

The two side beams are symmetrically arranged; the side beam is of a sash structure and further comprises a side beam inner web plate and a side beam baffle plate; the side beam inner web plate and the side beam outer web plate are oppositely arranged; the side beam partition plates are vertically connected with the side beam inner web plate and the side beam outer web plate respectively;

The outer contour of the side beam comprises a concave part, a bending part and an upper end plane part along the length direction of the side beam; the concave part is positioned in the middle of the side beam; the two bending parts are symmetrically arranged at two ends of the concave part; the bending part and the concave part are arranged to enable the side beam to have a gradually-changed angle-folded middle concave structure; the two upper end plane parts are symmetrically arranged at one end of the bending part far away from the lower concave part;

the beam sash is arranged between the concave parts of the two side beams and is vertically connected with the two side beams;

The first end beam and the second end beam are symmetrically arranged; the two ends of the first end beam are respectively and vertically connected with one ends of the two side beams, and the two ends of the second end beam are respectively and vertically connected with the other ends of the two side beams.

3. The heavy haul railway pit car of claim 2, wherein the pit frame further comprises a first draft sill, a second draft sill, a first bolster, and a second bolster;

the first traction beam and the second traction beam are symmetrically arranged; the two ends of the first traction beam are respectively connected with the cross beam sash and the first end beam; the two ends of the second traction beam are respectively connected with the cross beam sash and the second end beam;

The first sleeper beam and the second sleeper beam are symmetrically arranged; the first sleeper beam is vertically connected with the first traction beam; the second sleeper beam is vertically connected with the second traction beam;

the first traction beam, the second traction beam, the first sleeper beam and the second sleeper beam are of double-web box structures.

4. The heavy haul railway pit car of claim 3, wherein the first traction beam and the second traction beam each comprise a traction beam upper cover plate, a traction beam lower cover plate, and two traction beam webs; a plurality of traction beam web plate connecting partition plates are arranged between the two traction beam webs to reinforce, and the two traction beam web plates and the traction beam upper cover plate and the traction beam lower cover plate form a double-web plate box structure together;

the center plate is positioned at the lower part of the traction beam lower cover plate.

5. The heavy haul railway pit car of claim 3, wherein the first bolster and the second bolster each comprise a bolster upper cover plate, a bolster lower cover plate, and two bolster webs; a plurality of sleeper beam web plate connecting partition plates are arranged between the two sleeper beam web plates for reinforcement, and the sleeper beam web plates and the sleeper beam upper cover plate and the sleeper beam lower cover plate form a double-web plate box structure together.

6. The heavy haul railway recessed floor flatcar of claim 4, wherein:

The end cab apron is connected with the end part of the concave bottom frame through a pin shaft;

The two side beams, the first end beam, the second end beam, the first sleeper beam, the second sleeper beam, the first traction beam, the second traction beam and the cross beam lattice form an integral lattice structure together.

7. The heavy haul railway recessed floor truck of claim 6, further comprising an upper deck, a lower deck, a floor, and a lower floor;

The upper cover plate is arranged on the upper surface of the integral sash structure; the floor is arranged above the upper cover plate; the lower cover plate is arranged on the lower surface of the integral sash structure, and the lower bottom plate is positioned below the lower cover plate.

8. The heavy haul railway pit car of claim 7, further comprising a plurality of flaps and cornice; the flap is arranged on the floor and is positioned above the concave part; the cornice is arranged on the outer side of the bending part of the side beam.

9. The heavy haul railway pit bottom flatcar of any one of claims 2-8, wherein the frame bolster is a box structure comprising a frame bolster web, a frame bolster upper cover plate, a frame bolster lower cover plate, and a frame bolster bulkhead; the upper cover plate of the framework sleeper beam and the lower cover plate of the framework sleeper beam are oppositely arranged;

A double-web box structure is formed between the stiffening beam and the lower cover plate of the framework sleeper beam; the reinforcement beam comprises a reinforcement beam bottom plate, wherein the reinforcement beam bottom plate is of an arch structure, and the top of the arch structure is positioned in the middle of the reinforcement beam bottom plate; the stiffening beam bottom plate is arranged opposite to the lower cover plate of the framework sleeper beam.

10. The heavy haul railway pit car of claim 9, wherein the reinforcement beam further comprises a plurality of reinforcement plates evenly distributed on the reinforcement beam floor; the reinforcing plate is perpendicular to the reinforcing beam bottom plate;

The reinforcing plate comprises a horizontal edge, a vertical edge and a curve edge; the shape of the curve edge is adapted to the surface of the arch structure of the reinforcement beam base plate.