AU2022380815A1

AU2022380815A1 - Door stop assembly and railway container flatcar

Info

Publication number: AU2022380815A1
Application number: AU2022380815A
Authority: AU
Inventors: Wei Chen; Ruijin Jiang; Xiaojun Li; Fengwei LIU; Chunjiang SHI; Chuqiang Tang; Yong Xu
Original assignee: Science And Technology Development Branch Crrc Yangtze Group Co; CRRC Changzhou Co Ltd
Current assignee: Science And Technology Development Branch Crrc Yangtze Group Co Ltd; CRRC Changzhou Co Ltd
Priority date: 2021-11-08
Filing date: 2022-10-19
Publication date: 2024-01-18
Also published as: CN114162159B; CN114162159A; CL2024000089A1; WO2023078087A1

Abstract

The present application relates to a door stop assembly and a railway container flatcar. The door stop assembly is mounted on a bottom frame of the railway container flatcar. The door stop assembly comprises second door stops (3) provided in the middle of the bottom frame (1), and each second door stop (3) comprises a first baffle (301) capable of being turned over; the first baffle (301) is rotatably connected to the top surface of the bottom frame (1), and the first baffle (301) operably stand upright on the bottom frame (1); when the first baffle (301) is in an upright state, the first baffle (301) is provided in a second direction, and the second direction is a width direction of the bottom frame (1). According to the second door stops of the door stop assembly in the present application, the purpose of preventing a container end door from being accidentally opened can be achieved without forming a hole in the floor, the structural strength of a vehicle cannot be reduced, the structure is simple, and the use and operation are convenient.

Description

DOOR STOP ASSEMBLY AND RAILWAY CONTAINER FLAT CAR CROSS-REFERENCE TO RELATED APPLICATION

[0001] The application claims a priority of Chinese Patent Application No. 202111313888.0, filed on November 08, 2021, and entitled "DOOR STOP ASSEMBLY AND RAILWAY CONTAINER FLAT CAR", the disclosure of which is hereby incorporated by reference in its entirety.

TECHNICAL FIELD

[0002] The disclosure relates to the technical field of a railway wagon, and in particular to a door stop assembly and a railway container flat car.

BACKGROUND

[0003] A railway container flat car is a dedicated vehicle for loading a container by a railway.

[0004] In the existing art, due to the requirement of anti-theft or in order to prevent an end door or a side door of the container from being opened accidentally, container door stops are usually provided at an end and a side face of the vehicle. For a super-long container flat car for loading three or four 20-foot containers, a movable door stop may also be provided between two containers for blocking the end door of the containers when the containers are installed at the middle of the container flat car and the container flat car is vacant at both ends thereof.

[0005] In the existing art, the movable door stop disposed between two containers generally has a complex structure. The movable door stop, in a non-working state, is required to be turned over to an area below a surface of a floor in order not to affect the loading of the containers, thus it is required to open a hole on the floor, reducing the structural strength of the vehicle and causing inconvenient operation during use.

SUMMARY

[0006] The disclosure provides a door stop assembly and a railway container flat car, aiming to solve technical problems in the existing art at least to some extent, that a movable door stop disposed between two containers reduces structural strength of the railway container flat car and an operation is inconvenient during use.

[0007] In one aspect, the disclosure provides a door stop assembly installed on an underframe of a railway container flat car. The door stop assembly includes: a second door stop disposed at a middle portion of the underframe, wherein, the second door stop includes a reversible first baffle; the first baffle is rotatably connected to a top surface of the underframe and is operatively stood upright on the underframe; the first baffle is, when in an upright state, disposed along a second direction; and the second direction is a width direction of the underframe.

[0008] In another aspect, the disclosure provides a railway container flat car, including an underframe provided with the door stop assembly above-mentioned.

[0009] According to the railway container flat car provided by the disclosure, the second door stop of this flat car is disposed at the middle portion of the underframe. The second door stop includes the reversible first baffle. The first baffle is rotatably connected to the top surface of the underframe and is operatively stood upright on the underframe. The first baffle is, when in an upright state, disposed along the second direction. That is, in a working state, the second door stop is in the upright state, to prevent the end door of the container from being accidentally opened. When the second door stop is in a non-working state, the first baffle is turned over to a horizontal state, so that loading of the container is not affected. The second door stop described in the disclosure, without being opened a hole on a floor of the underframe that reduces a structural strength of the railway container flat car, may prevent accidental opening of an end door of a container, having a simple structure, and is convenient to use and operate.

BRIEF DESCRIPTION OF THE DRAWINGS

[0010] FIG.1 is a structural schematic diagram of a railway container flat car according to some embodiments of the disclosure;

[0011] FIG. 2 is a structural schematic diagram of a first door stop in FIG. 1;

[0012] FIG. 3 is a structural schematic diagram of a second door stop in FIG. 1;

[0013] FIG. 4 is an explosive structural schematic diagram of the second door stop in FIG. 3;

[0014] FIG. 5 is a schematic diagram of working principle of the second door stop shown in FIG.3;

[0015] FIG. 6 is a schematic diagram of the second door stop shown in FIG. 3 at a non-working position;

[0016] FIG. 7 is a schematic diagram of the second door stop shown in FIG. 3 at a working position;

[0017] FIG. 8 is a structural schematic diagram of a first box stop in FIG. 1;

[0018] FIG. 9 is a structural schematic diagram of the first box stop in FIG. 8 from another perspective;

[0019] FIG. 10 is a structural schematic diagram of a second box stop in FIG. 1;

[0020] FIG. 11 is an explosive structural schematic diagram of the second box stop in FIG. 10;

[0021] FIG. 12 is a structural schematic diagram of the second box stop shown in FIG. 10 at a non working position; and

[0022] FIG. 13 is a schematic diagram of the second box stop in different working conditions.

[0023] Illustration of reference numbers:

[0024] 1-underframe, 2-first door stop, 201-first supporting plate, 202-lap plate, 203-first reinforcer, 3-second door stop, 301-first baffle, 302-fixing sleeve, 303-movable sleeve, 304-pull rod, 305-first jack, 306-second jack; 307-backstop, 308-limit rod, 309-first limit plate, 310-second limit plate, 311 avoidance groove, 4-first box stop, 401-second baffle, 402-third baffle, 403-first bottom plate, 404 first coaming, 405-second reinforcer, 5-second box stop, 501-second supporting plate, 502-fourth baffle, 503-second bottom plate, 504-second coaming, 505-stiffener plate, 506-rotating shaft, 6 braking device, 7-bogie, 8-coupler buffer device.

DETAILED DESCRIPTIONN

[0025] FIG.1 is a structural schematic diagram of a railway container flat car according to some embodiments of the disclosure. Referring to FIG. 1, the railway container flat car provided by the disclosure includes an underframe 1, a first door stop 2, a second door stop 3, a first box stop 4 and a second box stop 5. The first door stop 2 and the second door stop 3 constitute a door stop assembly, and the first box stop 4 and the second box stop 5 constitute a box stop assembly.

[0026] For convenience of description, a first direction is a length direction of the underframe 1, and a second direction is a width direction of the underframe 1.

[0027] Referring to FIG. 1, the underframe 1 is provided with a braking device 6, and supported by a bogie 7. An end of the underframe 1 is provided with a coupler buffer device 8, which is the existing art and will not be described in detail.

[0028] FIG. 2 is a structural schematic diagram of the first door stop in FIG. 1. Referring to FIG. 2, both ends of the underframe 1 in thefirst direction are respectively provided with the first door stop 2. The first door stop 2 includes a first supporting plate 201. The first supporting plate 201 isfixedly disposed on the underframe 1 vertically, and disposed along the second direction. The first supporting plate 201 of the first door stop 2 is always in an upright state. When the railway container flat car is fully loaded with containers, the first door stop 2 disposed at the ends of the underframe 1 may prevent an end door of the containers from being accidentally opened.

[0029] Referring to FIG. 2, the first door stop 2 further includes a lap plate 202 fixedly disposed at an outer side of a bottom of thefirst supporting plate 201. The lap plate 202 may befixedly disposed on the underframe 1 in a manner of welding or bolting connection, to realize installation of the first door stop 2 on the underframe 1.

[0030] In some embodiments, a plurality of first reinforcers 203 are further disposed between an outer side of the first supporting plate 201 and the lap plate 202 at intervals, to integrally reinforce a structure of the first door stop 2.

[0031] In some embodiments, the plurality of first reinforcers 203 may be plate-shaped, and installed between the outer side of the first supporting plate 201 and the lap plate 202 by a manner of welding or integral molding, which is not limited.

[0032] FIG. 3 is a structural schematic diagram of the second door stop in FIG. 1, and FIG. 4 is an explosive structural schematic diagram of FIG. 3. Referring to FIG. 1, FIG. 3 and FIG. 4, second door stops 3 are disposed at a middle portion of the underframe 1, and each of the second door stops 3 includes a reversible first baffle 301 which is rotatably connected to a top surface of the underframe 1 and operatively stood upright on the underframe 1. The first baffle 301, when in an upright state, is disposed along the second direction. In order not to hinder loading of the container, the first baffle 301 of the second door stop 3, when the railway container flat car is fully loaded with containers, is in a horizontal state. The first baffle 301 of the second door stop 3, when the railway container flat car is not fully loaded with the containers, is in an upright state. Thus an end door of the containers can be prevented from being accidentally opened.

[0033] In some embodiments, a plurality of second door stops 3 may be disposed at intervals at the middle portion of the underframe 1 along the first direction, to adapt to loading of containers of various specifications.

[0034] FIG. 5 is a schematic diagram of working principle of the second door stop shown in FIG.3. Referring to FIG. 3 to FIG. 5, the second door stop 3 further includes fixing sleeves 302, a movable sleeve 303 and a pull rod 304. Two fixing sleeves 302 are fixedly disposed on the underframe 1 at intervals along the second direction. The movable sleeve 303 is movably disposed between the two fixing sleeves 302, and fixedly disposed at an inner side of the first baffle 301. A peripheral surface of the movable sleeve 303 is provided with a first jack 305 and a second jack 306. The first jack 305 and the second jack 306 are sequentially disposed along the second direction. Axial planes of the movable sleeve 303, where center lines of the first jack 305 and the second jack 306 in the second direction are located respectively, have an included angle. Opposite ends of the first jack 305 and the second jack 306 are communicated. The pull rod movably passes through one fixing sleeve 302, the movable sleeve 303 and another fixing sleeve 302 sequentially. A backstop 307 is provided on a peripheral surface of the pull rod 304, and operatively moved in the first jack 305 and the second jack 306.

[0035] In some embodiments, the two fixing sleeves 302 are both fixed on a center sill of the underframe 1 by a manner of welding. The movable sleeve 303 and the first baffle 301 may also be fixedly connected by a manner of welding, and the pull rod 304 and the backstop 307 may be fixedly connected by a manner of welding or integral molding.

[0036] Referring to FIG. 3 and FIG. 4, both ends of the pull rod 304 are respectively provided with a limit rod 308, and two limit rods 308 and the pull rod 304 form a U-shape. The two limit rods 308 may limit a movement amplitude of the pull rod 304.

[0037] Referring to FIG. 3 and FIG. 4, the inner side of the first baffle 301 is provided with an avoidance groove 311 at a position corresponding to the backstop 307, to facilitate an operation of the backstop 307.

[0038] Referring to FIG. 3 and FIG. 4, opposite ends of the two fixing sleeves 302 are both provided with a first limit plate 309, and two first limit plates 309 are both an arc shape of 90' . Both ends of

the movable sleeve 303 are respectively provided with a second limit plate 310, and two second limit

plates 310 are both an arc shape of 180 . The two second limit plates 310 are operatively butted

with the two first limit plates 309 respectively, to form two arc shapes of 270 . That is, under the

action of the two first limit plates 309, the two second limit plates 310 are merely capable of performing turning over by 900 back and forth.

[0039] FIG. 6 is a state schematic diagram of the second door stop shown in FIG. 3 in a non working position. Referring to FIG. 5 and FIG. 6, when the second door stop 3 is at the non-working position, the pull rod 304 of the second door stop 3, the backstop 307 and the first baffle 301 of the second door stop 3 are all in a horizontal state and located at a bottom of a container without hindering loading of the container. At this time, the backstop 307 on the pull rod 304 is disposed in the firstjack 303.

[0040] FIG. 7 is a schematic diagram of the second door stop shown in FIG. 3 at a working position. Referring to FIG. 5 and FIG. 7, when the second door stop 3 is in the working position, the first baffle 301 is driven by the pull rod 304 to move along the second direction. When the backstop 307 on the pull rod 304 is stuck into the second jack 306 of the movable sleeve 303, the pull rod 304 is rotated to drive the movable sleeve 303 and the first baffle 301 to rotate together. When the first baffle 301 approaching an upright position, the pull rod 304, the movable sleeve 303 and the first baffle 301 stop rotating through limit effect of the first limit plate 309 of the fixing sleeve 302 on the second limit plate 310 of the movable sleeve 303. The pull rod 304 is pulled to drive the backstop 307 to move along the second direction thereafter. When the backstop 307 leaves the second jack 306 of the movable sleeve 303, the pull rod 304 is rotated to drive the backstop 307 to rotate together, so that the backstop 307 is in the horizontal state again. At this time, the second door stop 3 is in the working position, and the first baffle 301 of the second door stop 3 is kept the upright state to prevent an end door of a container from being opened, the pull rod 304 being in the horizontal state and located at a bottom of the container.

[0041] With a railway container flat car shown in the disclosure, the second door stop 3 thereof is disposed at the middle portion of the underframe 1 and includes a reversible first baffle 301. The first baffle 301 is rotatably connected to a top surface of the underframe 1, and stood upright operatively on the underframe 1. The first baffle 301, when in an upright state, is disposed along the second direction. That is, in the working state, the first baffle 301 of the second door stop 3 is in the upright state, to prevent an end door of a container from being accidentally opened. When the second door stop 3 is in a non-working state, the first baffle 301 is turned over to the horizontal state, so that the loading of the container is not affected. The second door stop 3 may prevent accidental opening of the end door of the container without a hole opened on a floor of the underframe 1, thus the railway container flat car is not reduced in the structural strength, has a simple structure, and is convenient to use and operate.

[0042] FIG. 8 is a structural schematic diagram of a first box stop in FIG. 1, and FIG. 9 is a structural schematic diagram of the first box stop in FIG. 8 from another perspective. Referring to FIG. 1, FIG. 8 and FIG. 9, the first box stops 4 are disposed on the underframe 1, and both sides of each of the first door stops 2 in the second direction are provided with the first box stop 4. The first box stop 4 includes a second baffle 401 and a third baffle 402. The second baffle 401 is disposed along the first direction and the third baffle 402 is disposed along the second direction. Vertical broadsides of the second baffle 401 and the third baffle 402 are connected to form an L-shaped structure having an opening facing inside of the underframe 1. The second baffle 402 and the third baffle 403 of the first box stop 4 are always in the upright state, to limit positions of the containers in the length direction and the width direction located on the underframe 1.

[0043] Referring to FIG. 8 and FIG. 9, the first box stop 4 further includes a first bottom plate 403 fixedly disposed on the underframe 1. The second baffle 401 and the third baffle 402 are both fixedly disposed on the first bottom plate 403. A container, in practice, is supported by the first bottom plate 403. A position where a side of the container is located is limited by the second baffle plate 401, and a position where an end of the container is located is limited by the third baffle plate 402.

[0044] Referring to FIG. 8 and FIG. 9, a bottom of the first bottom plate 403 is fixed on the underframe 1 through a first coaming 404. The first coaming 404 may be fixed on the underframe 1 by a manner of welding. The first bottom plate 403 and the first coaming 404 may be fixedly connected by a manner of welding or integral molding. The second baffle 401 and the third baffle 402 may be both fixed on the first bottom plate 403 by a manner of welding or integral molding.

[0045] Referring to FIG. 8 and FIG. 9, the first box stop 4 further includes a second reinforcer 405. The second reinforcer 405 is also a plate. A plurality of the second reinforcers 405 are disposed at intervals between backs of the second baffle 401 and the third baffle 402 and the first bottom plate 403, to improve the strength of the first box stop 4.

[0046] FIG. 10 is a structural schematic diagram of a second box stop in FIG. 1, and FIG. 11 is an explosive structural schematic diagram of FIG. 10. Referring to FIG. 1, FIG. 10 and FIG. 11, the second box stop 5 is disposed on the underframe 1, and both sides of each of the second door stops 3 in the second direction are provided with the second box stop 5. The second box stop 5 includes second supporting plates 501 and a fourth baffle 502. Two second supporting plates 501 are sequentially disposed along the first direction, and the fourth baffle 502 is disposed along the second direction. The fourth baffle 502 is reversibly disposed between the two second supporting plates 501 operatively.

[0047] Referring to FIG. 10 and FIG. 11, a second bottom plate 503 is fixedly disposed on an inner side of a bottom of each second supporting plate 501. The second bottom plate 503 is fixedly disposed on the underframe 1.

[0048] Referring to FIG. 10 and FIG. 11, the bottom of the second bottom plate 503 is fixed on the underframe 1 through a second coaming 504. The second coaming 504 may be fixed on the underframe 1 by a manner of welding. The second bottom plate 503 and the second coaming 504 may be fixedly connected by a manner of welding or integral molding. The second supporting plate 501 may be fixedly disposed on the second bottom plate 503 by a manner of welding or integral molding.

[0049] Referring to FIG. 10 and FIG. 11, an inner side of the second bottom plate 503 is an oblique plane, and a top of this oblique plane is extended outward to guide a lifting and transportation of a container and facilitate placement of the container.

[0050] Referring to FIG. 10 and FIG. 11, a plurality of stiffener plates 505 are disposed at intervals on an outer side of each second supporting plate 501, to improve an integral strength of the second box stop 5. A rotating shaft 506 is disposed between two adjacent stiffener plates 505 of the two second supporting plates 501, and the fourth baffle plate 502 is connected to the rotating shaft 506 in a reversible manner.

[0051] Three second box stop 5 are disposed on a broadside in a length direction of the underframe 1. Two states, a state of working position and a state of non-working position, exist in the following various working conditions. In the state of working position, as shown in FIG. 10, the fourth baffle 502 is located at inner sides of the two second supporting plates 501. At this point, the fourth baffle 502 is located between two containers to limit a displacement of the containers along the first direction. In the state of non-working position, as shown in FIG. 12, the fourth baffle 502 is turned over to outer sides of the two second supporting plates 501, and does not hinder the loading of the containers. FIG. 12 is a schematic diagram of the second box stop in different working conditions, specifically as follows:

[0052] working condition 1: two 40-foot containers are loaded on the underframe 1, and the second box baffle 5 at the middle portion of the underframe 1 is at the working position, and the second box stop 5 on both sides of the underframe 1 are at the non-working position;

[0053] working condition 2: four 20-foot containers are loaded on the underframe 1, and all the second box stops 5 are at the working position;

[0054] working condition 3: two 20-foot containers and one 40-foot container are loaded on the underframe 1. The 40-foot container is located between the two 20-foot containers. At this time, the second box stop 5 at the middle portion of the underframe 1 is at the non-working position, and the second box stops 5 on both sides of the underframe 1 are at the working position.

[0055] It should be noted that, installation positions and quantities of the second box stops 5 and the second door stops 3 are adaptively set according to a quantity and a size of the containers loaded on the underframe 1, which is not limited.

[0056] The two second supporting plates 501 of the second box stop 5 are used to prevent accidental opening of a side door of a container. The second baffle 502 is disposed between the two second supporting plates 501 in a reversible manner operatively. By the second baffle 502 being operated to turn over to inner sides of the two second supporting plates 501, an end of the container is limited. By the second baffle 502 being operated to turn over to outer sides of the two second supporting plates 501, loading of containers of other specifications is not affected. The second box stop 5 has characteristics of a simple structure, convenient operation, a short manufacturing period and low manufacturing cost.

[0057] Referring to FIG. 1, FIG. 6 and FIG. 7, both sides of each first door stop 2 in the second direction are provided with two first box stops 4, and both sides of each second door stop 3 in the second direction are provided with two second box stops 5. According to a size and a quantity of loading of containers on the underframe 1, the second door stop 3 and the second box stop 5 are operated respectively to adapt to the loading of containers with different sizes and quantities on the underframe 1.

[0058] Compared with the existing art, for the railway container flat car provided by the disclosure, a container is fixed by the door stop and the box stop, thus it is convenient to be observed during hoisting. The door stop and the box stop are simple in structure, and are convenient to be manufactured and maintained. In addition, it is not required to be opened a hole on a floor, so that the railway container flat car will not be reduced in the structural strength, and it is convenient to operate during using thereof.

[0059] Generally, a middle portion of a railway wagon will be concave after loading goods, so that appropriate anti-deformation, that is, upper deflection, is prefabricated during manufacturing. The railway container flat car provided by the disclosure may load an 80-foot container, and is 1/3 longer than a body of a conventional railway container flat car for loading a 40-foot or a 60-foot container, thus a larger upper deflection is required. If a conventional lock structure of the container flat car is adopted, since a gap between a container bearing surface and a surface of a floor is too small, the body of the container flat car is easy to generate a phenomenon of carrying the container. The door stop and the box stop of a container provided by the disclosure can cooperate to make a bearing surface of the box stop of the container be properly raised, thereby not merely solving a problem of carrying the container, but also providing an installation space for the door stop of the container to be disposed above a floor, and having good practical value.

[0060] The above-mentioned embodiments are the preferred embodiments of the disclosure, merely used for convenience of explaining the disclosure, and do not limit the disclosure in any form. For any person has ordinary knowledge in the technical field, without departing from a scope of technical features provided by the disclosure, equivalent embodiments made partial changes or modifications by using technical content disclosed in the disclosure do not depart from the technical features of the disclosure, and are all still belong to the scope of the technical features of the disclosure.

Claims

CLAIMS 1. A door stop assembly installed on an underframe (1) of a railway container flat car, comprising a second door stop (3) disposed at a middle portion of the underframe (1), wherein, the second door stop (3) comprises a reversible first baffle (301); the first baffle (301) is rotatably connected to a top surface of the underframe (1) and is operatively stood upright on the underframe (1); the first baffle (301) is, when in an upright state, disposed along a second direction; and the second direction is a width direction of the underframe (1).
2. The door stop assembly according to claim 1, wherein the second door stop (3) further comprises: two fixing sleeves (302), fixedly disposed on the underframe (1) at intervals along the second direction; a movable sleeve (303), movably disposed between the two fixing sleeves (302), and fixedly disposed at an inner side of thefirst baffle (301), wherein a peripheral surface of the movable sleeve (303) is provided with a first jack (305) and a second jack (306) which are sequentially disposed along the second direction; axial planes of the movable sleeve (303) where center lines of the first jack (305) and the second jack (306) are located respectively, have an included angle, and opposite ends of the first jack (305) and the second jack (306) are communicated; and a pull rod (304), movably passing through one fixing sleeve (302), the movable sleeve (303) and the other fixing sleeve (302) sequentially, wherein a backstop (307) is provided on a peripheral surface of the pull rod (304), and operatively moved in the firstjack (305) and the secondjack (306).
3. The door stop assembly according to claim 2, wherein, opposite ends of the two fixing sleeves (302) are both provided with a first limit plate (309); both ends of the movable sleeve (303) are respectively provided with a second limit plate (310); and two second limit plates (310) are operatively butted with two first limit plates (309) respectively.
4. The door stop assembly according to claim 2, wherein, both ends of the pull rod (304) are respectively provided with a limit rod (308), and two limit rods (308) and the pull rod (304) form a U-shape.
5. The door stop assembly according to claim 2, wherein an inner side of the first baffle (301) is provided with an avoidance groove (311) at a position corresponding to the backstop (307).
6. The door stop assembly according to claim 1, wherein, a plurality of the second door stops (3) are disposed at intervals at the middle portion of the underframe (1) along afirst direction, the first direction being a length direction of the underframe (1).
7. The door stop assembly according to claim 1, further comprising first door stop (2)s disposed at both ends of the underframe (1) in a first direction, the first direction being a length direction of the underframe (1).
8. The door stop assembly according to claim 7, wherein, the first door stop (2) further comprises a lap plate (202), which is fixedly disposed at an outer side of a bottom of the first supporting plate (201), and the lap plate (202) fixedly disposed on the underframe (1).
9. The door stop assembly according to claim 8, wherein, a plurality of first reinforcers (203) are further disposed between an outer side of the first supporting plate (201) and the lap plate (202) at intervals.
10. A railway container flat car, comprising an underframe (1) provided with the door stop assembly according to any one of claims 1-9.