AU2013101724A4 - Railway vehicle and end wall thereof - Google Patents

Abstract

English Translation of PCT/CN2013/076076 An end wall used for a railway vehicle. A wall plate (11) thereof is in a bending structure. The bending structure is provided with a flat and straight plate (111) and inclined plates (112) arranged at two ends of the flat and straight plate (111). The flat and straight plate (111) is 5 arranged at an outer side of a side plate. The inclined plates (112) are connected to a side wall (2). The structure avoids interference with a shifting arm (4) of a tippler during an unloading process while fully utilizing space between an impact seat (3) and the end wall, and improves a capacity of the vehicle. Figure 4 Figure 5

Description

English Translation of PCT/CN2013/076076 RAILWAY VEHICLE AND END WALL THEREOF 10001] This application claims the benefit of priority to Chinese Patent Application No. 201210551403.6 titled "RAILWAY VEHICLE AND END WALL THEREOF", filed with the Chinese State Intellectual Property Office on December 18, 2012, the entire disclosure of which 5 is incorporated herein by reference. TECHNICAL FIELD [0002] The present application relates to the technical field of equipments for railway transportation, and particularly to an end wall of a railway vehicle. Further, the present application also relates to a railway vehicle having the end wall. 1o BACKGROUND [0003] Existing railway vehicles have various kinds, including open wagons, covered wagons, tank wagons, flat wagons and heat insulation wagons. A railway vehicle generally includes five basic parts, including a vehicle body, a bogie, a coupler and draft gear, a braking device and interior devices. The vehicle body generally includes end walls, side walls and a chassis. The 15 end walls, as supporting parts for a front end surface and a rear end surface of the vehicle body, are very important. With the gradual development of railway vehicles, reducing the dead-weight and increasing the capacity of the vehicle become the main trend for the railway vehicles. [0004] Reference is made to Figures 1 to 3. Figure 1 and Figure 2 are, respectively, a front view and a side view of an end wall of a conventional railway vehicle. Figure 3 is a schematic 20 view of the railway vehicle having the side wall shown in Figure 1, which is assembled with an actuating arm of a wagon tipper. The main structure of the side wall and the defects thereof during operation are described as follows. [0005] In the conventional technology, as shown in Figures 1 and 2, an end wall 1' of the vehicle includes a flat wall plate 11', and a top end of the wall plate 11' is provided with a flat

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English Translation of PCT/CN2013/076076 upper beam 12' abutting the wall plate 11'. A plurality of flat platbands 13' abutting the wall plate 11' are arranged in parallel below the upper beam 12'. The end wall 1' is welded with the side wall 2' though a corner column 14'. As shown in Figure 3, when unloading cargos, a head of the actuating arm 4' of the tipper acts on an end surface of a striking casting 3' of the vehicle, 5 and when a tractor moves towards the wagon tipper, the head of the actuating arm 4' pushes the striking casting 3' of the vehicle to move the vehicle by a certain distance, thereby positioning the vehicle. [0006] As shown in Figure 2 and Figure 3, in order to avoid an interference with the actuating arm 4', the wall plate 11', the upper beam 12' and the platbands 13' are all of a flat structure, t0 thus, the end wall 1' is spaced from the striking casting 3' by a distance A, and the space between the striking casting 3' and the side wall 1' is not fully utilized, causing a capacity loss of the railway vehicle. In addition, the end wall 1' with the above structure has a low rigidity, thus when during braking or hump shunting of the vehicle, the end wall 1' may generate a great deformation due to the impact from the cargos. In order to reduce the deformation of the end 15 plate, the following approaches are normally employed, for example, increasing the number of the platbands 13', reducing the distance between the platbands 13', or reducing the distance between the platband 13' and the upper beam 12'. However, the above approaches may increase the dead-weight of the vehicle, and increase the manufacturing and purchasing costs. Further, the end wall 1' is welded with the side wall 2' through the corner columns 14', and the corner 20 columns 14' may suffer a shearing force and a pulling force at the same time. Thus, the force condition of the corner columns 14' is complicated, and when the end wall 1' cracks, it is difficult to determine which force causes the cracks. Furthermore, by using the end wall 1' provided with the corner columns 14', the weight of each railway vehicle is increased by 120kg, thereby causing a large dead-weight of the railway vehicle. 25 [0007] Therefore, in view of the above defects, the structure of the end wall is to be further optimized, so as to increase the capacity of the vehicle, increase the rigidity of the end wall, reduce the dead-weight of the vehicle, and enhance the connection reliability of the vehicle. 2 English Translation of PCT/CN2013/076076 SUMMARY [0008] An object of the present application is to provide an end wall for a railway vehicle, which may increase the capacity of the vehicle, increase the rigidity of the end wall, reduce the dead-weight of the vehicle, and enhance the connection reliability of the vehicle. In addition, 5 another object of the present application is to provide a railway vehicle having the end wall. [0009] To address the above technical problems, an end wall for a railway vehicle is provided according to the present application, which includes a wall plate, wherein the wall plate has a curved structure, and the curved structure includes a flat plate and inclined plates arranged at two ends of the flat plate, respectively, and the flat plate is arranged at an outer side of a side t0 plate, and each of the inclined plates are connected to a respective side wall. [0010] Preferably, a top end of the wall plate is provided with an upper beam abutting the wall plate, and the upper beam has the same curved structure as the wall plate. [0011] Preferably, the wall plate is further provided with a platband abutting the wall plate and in parallel with the upper beam, and the platband has the same curved structure as the wall 15 plate. [0012] Preferably, two platbands are provided, and the two platbands are arranged on the wall plate uniformly. [0013] An end wall for a railway vehicle is provided according to the present application, wherein the wall plate thereof has a curved structure, and the curved structure includes a flat 20 plate and inclined plates arranged at two ends of the flat plate, respectively, and the flat plate is arranged at an outer side of a side plate, and each of the inclined plates are connected to a respective side wall. [0014] With this structure, the wall plate having the curved structure forms an arched wall plate. Compared with the conventional flat wall plate, the arched wall plate may not only avoid 25 an interference with an actuating arm of the tipper in the unloading process, but also fully utilize the space between a striking casting and the end wall, thereby increasing the capacity of the vehicle. In addition, a rigidity of the arched wall plate is greater than that of the flat end wall, 3 English Translation of PCT/CN2013/076076 thus when the vehicle is subjected to an impact from the cargos, the end wall will not be prone to generate a large deformation. Thus, it is not required to provide a large number of platbands, which further enhances the operational stability of the railway vehicle and decreases the dead-weight of the railway vehicle. 5 [0015] A railway vehicle is further provided according to the present application, which includes an end wall and a side wall. The end wall employs the above-described end wall, and the end wall is connected to the side wall. [0016] Preferably, the end wall is directly welded with the side wall. [0017] Preferably, a connecting plate is provided above the end wall and the side wall, and t0 two end portions of the connecting plate are welded with the end wall and the side wall, respectively. [0018] Since the above end wall has the above-described technical effects, the railway vehicle having the end wall also has the same technical effects, which will not described herein. BRIEF DESCRIPTION OF THE DRAWINGS 15 [00 19] Figure 1 and Figure 2 are, respectively, a front view and a side view of an end wall of a conventional railway vehicle; [0020] Figure 3 is a schematic view of the railway vehicle shown in Figure 1 being assembled with an actuating arm of a wagon tipper; [0021] Figure 4 and Figure 5 are, respectively, a front view and a top view of an end wall of a 20 railway vehicle according to an embodiment of the present application; and [0022] Figure 6 is a schematic view of the railway vehicle shown in Figure 4 being assembled with an actuating arm of a wagon tipper. [0023] Wherein, corresponding relationships between reference numerals and component names in Figures 1 to 3 are as follows: 25 1' end wall; 1l' wall plate; 12' upper beam; 4 English Translation of PCT/CN2013/076076 13' platband; 14' corner column; 2' side wall; 3' striking casting; 4' actuating arm; corresponding relationships between reference numerals and component names in Figures 4 to 6 are as follows: 5 1 end wall; 11 wall plate; 111 flat plate; 112 inclined plate; 12 upper beam; 13 platband; 14 connecting plate; 2 side wall; 3 striking casting; and 4 actuating arm. DETAILED DESCRIPTION 10 [0024] A railway vehicle and an end wall thereof are provided according to the present application, and the end wall has an arched structure, which may increase the capacity of the vehicle, increase the rigidity of the end wall, reduce the dead-weight of the vehicle, and enhance the connection reliability of the vehicle. [0025] For those skilled in the art to better understand technical solutions of the present 15 application, the present application is described in detail in conjunction with drawings and embodiments hereinafter. [0026] It is to be noted that, the term "outer side" herein refers to a left side of a left end of a side wall 2, a right side of a right end of the side wall 2, an upper side of the upper side wall, and a lower side of the lower side wall in Figure 3 and Figure 6. It should be appreciated that, 20 the term is defined on basis of the drawings of the description, which does not affect the scope of the present application. [0027] Reference is made to Figures 4 to 6. Figure 4 and Figure 5 are, respectively, a front view and a top view of an end wall of a railway vehicle according to an embodiment of the present application. Figure 6 is a schematic view of the railway vehicle shown in Figure 4 being 25 assembled with an actuating arm of a wagon tipper. 5 English Translation of PCT/CN2013/076076 [0028] In an embodiment, as shown in Figure 4 and Figure 5, an end wall for a railway vehicle is provided according to the present application, which includes a wall plate 11. The wall plate 11 has a curved structure, including a flat plate 111 and inclined plates 112 arranged at two ends of the flat plate 111, respectively. The flat plate 111 is arranged at an outer side of a 5 side plate. A distance from an outer side of the flat plate 111 to the side wall 2 is B. The inclined plates 112 are connected to the side walls 2, respectively. [0029] With this structure, the wall plate 11 having the curved structure forms an arched wall plate 11. Compared with the conventional flat wall plate 11, the arched wall plate 11 may not only avoid an interference with an actuating arm 4 of the tipper in the unloading process, but t0 also fully utilize the space between a striking casting 3 and the end wall, thereby increasing the capacity of the vehicle without changing a width of the wall plate 11. In addition, a rigidity of the arched wall plate is greater than that of the flat end wall, thus when the vehicle is subjected to an impact from the cargos, the end wall will not be prone to generate a large deformation. Thus, it is not required to provide a large number of platbands, which further enhances the 15 operational stability of the railway vehicle and decreases the dead-weight of the railway vehicle. [0030] Other structures of the end wall may be further configured. [0031] In a further solution, a top end of the wall plate 11 is provided with an upper beam 12 abutting the wall plate 11. The upper beam 12 has the same curved structure as the wall plate 20 11. [0032] With this structure, the upper beam 12 and the wall plate 11 having the same shape are arranged abutting each other, which may further enhance the strength and rigidity of the end wall, avoid a large deformation of the end wall when subjected to an impact from the cargos, and further enhance the operational stability of the end wall. 25 [0033] In a further solution, the wall plate 11 is further provided with a platband 13 abutting the wall plate 11 and in parallel with the upper beam 12. The platband 13 has the same curved structure as the wall plate 11. [0034] Similarly, with this structure, the platband 13 and the wall plate 11 having the same 6 English Translation of PCT/CN2013/076076 shape are arranged abutting each other, which may further enhance the strength and rigidity of the end wall, avoid a large deformation of the end wall when subjected to an impact from the cargos, and further enhance the operational stability of the end wall. [0035] Two platbands 13 may be provided, and the two platbands 13 may be arranged on the 5 wall plate 11 uniformly. With this structure, on basis of ensuring the rigidity, the arched end wall may further reduce the number of the platbands 13, which in turn reduces the dead-weight of the end wall. [0036] The present application further provides a railway vehicle, including an end wall 1 and a side wall 2. The end wall 1 is the end wall described hereinabove, and the end wall 1 is t0 connected to the side wall 2. [0037] Since the above end wall has the above-described technical effects, the railway vehicle having the end wall also has the same technical effects, which will not described herein. [0038] In another embodiment, the end wall 1 is directly welded with the side wall 2. Compared to the conventional technology, in this structure, the corner column is omitted, and a 15 welding seam is only provided between the side wall 2 and the end wall 1, and the welding seam only suffers a shearing force, thereby reducing the possibility of cracks forming on the end wall due to the impact from the cargos, further enhancing the connection reliability of the railway vehicle, and further reducing the dead-weight of the vehicle. [0039] In a solution, a connecting plate 14 is further provided above the end wall 1 and the 20 side wall 2. Two end portions of the connecting plate 14 are welded with the end wall 1 and the side wall 2, respectively. [0040] With this structure, a horizontal welding seam is formed between the connecting plate 14 and the end wall 1, and between the connecting plate 14 and the side wall 2, thereby further enhancing the reliability of the welding connection between the end wall 1 and the side wall 2, 25 preventing the vertical welding seam between the end wall 1 and the side wall 2 from being cracked under the impact of the cargos, and ensuring the operational stability of the railway vehicle. 7 English Translation of PCT/CN2013/076076 [0041] The railway vehicle and the end wall thereof according to the present application are described in detail hereinbefore. The principle and the embodiments of the present application are illustrated herein by specific examples. The above description of examples is only intended to help the understanding of the method and the idea of the present application. It should be 5 noted that, for the person skilled in the art, a few of modifications and improvements may be made to the present application without departing from the principle of the present application, and these modifications and improvements are also deemed to fall into the scope of the present application defined by the claims 8

Claims (7)

1. An end wall for a railway vehicle, comprising a wall plate, wherein the wall plate has a curved structure, and the curved structure comprises a flat plate and inclined plates arranged at two ends of the flat plate, respectively, and the flat plate is arranged at an outer side of a side 5 plate, and each of the inclined plates are connected to a respective side wall.

2. The end wall for the railway vehicle according to claim 1, wherein a top end of the wall plate is provided with an upper beam abutting the wall plate, and the upper beam has the same curved structure as the wall plate. [0

3. The end wall for the railway vehicle according to claim 2, wherein the wall plate is further provided with a platband abutting the wall plate and in parallel with the upper beam, and the platband has the same curved structure as the wall plate. 15

4. The end wall for the railway vehicle according to claim 3, wherein two platbands are provided, and the two platbands are arranged on the wall plate uniformly.

5. A railway vehicle, comprising an end wall and a side wall, wherein the end wall is the end wall according to any one of claims I to 4, and the end wall is connected to the side wall. 20

6. The railway vehicle according to claim 5, wherein the end wall is directly welded with the side wall.

7. The railway vehicle according to claim 6, wherein a connecting plate is provided above 25 the end wall and the side wall, and two end portions of the connecting plate are welded with the end wall and the side wall, respectively. 9