CN107672613B - Low-gravity-center high-unloading rate bulk cement railway tank car - Google Patents
Low-gravity-center high-unloading rate bulk cement railway tank car Download PDFInfo
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- CN107672613B CN107672613B CN201711104545.7A CN201711104545A CN107672613B CN 107672613 B CN107672613 B CN 107672613B CN 201711104545 A CN201711104545 A CN 201711104545A CN 107672613 B CN107672613 B CN 107672613B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
- B61D5/00—Tank wagons for carrying fluent materials
- B61D5/06—Mounting of tanks; Integral bodies and frames
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
- B61D5/00—Tank wagons for carrying fluent materials
- B61D5/08—Covers or access openings; Arrangements thereof
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F1/00—Underframes
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B65—CONVEYING; PACKING; STORING; HANDLING THIN OR FILAMENTARY MATERIAL
- B65D—CONTAINERS FOR STORAGE OR TRANSPORT OF ARTICLES OR MATERIALS, e.g. BAGS, BARRELS, BOTTLES, BOXES, CANS, CARTONS, CRATES, DRUMS, JARS, TANKS, HOPPERS, FORWARDING CONTAINERS; ACCESSORIES, CLOSURES, OR FITTINGS THEREFOR; PACKAGING ELEMENTS; PACKAGES
- B65D88/00—Large containers
- B65D88/54—Large containers characterised by means facilitating filling or emptying
- B65D88/548—Large containers characterised by means facilitating filling or emptying by pneumatic means
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- On-Site Construction Work That Accompanies The Preparation And Application Of Concrete (AREA)
- Air Transport Of Granular Materials (AREA)
Abstract
The invention discloses a bulk cement railway tank car with low gravity center and high unloading rate; comprises a traction and bolster device, a pneumatic unloading system, a tank body, a brake device hanging bracket, a brake device, a bogie, a coupler buffer device, an escalator and a walking board. The traction and bolster device with the beam structure is matched with the large-taper straight-cone inclined bottom structure cylinder, the large-angle fluidized bed device is arranged in the cylinder, so that the longitudinal bearing capacity of the vehicle body is improved, the gravity center height of the heavy vehicle is effectively reduced, and the unloading rate and unloading speed are also improved; the pneumatic unloading system with three air inlet pipelines at two ends and the middle part and each air inlet pipeline can be independently controlled to be opened and closed is adopted, so that the pressure field distribution of the air chamber is optimized, and the unloading efficiency and the unloading rate are improved; the bulk cement tank truck with low gravity center and high unloading rate is realized by adopting the design of unequal thicknesses of the upper tank plate and the lower tank plate and further reducing various measures such as the gravity center height and the dead weight of the vehicle.
Description
Technical Field
The invention belongs to the technical field of railway transportation equipment, and particularly relates to a bulk cement railway tank car with low gravity center and high unloading rate.
Background
The bulk cement railway tank truck is a special railway vehicle for loading and transporting bulk cement and realizing long-distance transportation and automatic loading and unloading through ground supporting facilities. At present, the domestic bulk cement railway tank car is mainly a horizontal cement tank car, the design of the horizontal cement tank car mainly adopts a fluidization technology, compressed air is sent into a lower air chamber in the tank by utilizing a pneumatic conveying principle when the bulk cement railway tank car is discharged, granular cement is fluidized by virtue of a fluidized bed, and the cement is conveyed into a material warehouse by utilizing the pressure difference between the inside and the outside of the tank body. The fluidization system of the domestic and foreign horizontal bulk cement railway tank truck mainly comprises a tank body internal fluidized bed device structure and a tank body and fluidized bed device integrated structure, wherein the fluidized bed device mainly comprises an integral canvas structure and a pipe belt type canvas structure.
At present, U61 series, U70 type cement tank trucks and U80 type cement tank trucks in China all adopt the structure of a tank body internal sandwich fluidized bed device, the structure generally adopts a cylindrical barrel and a bottom frame with a through center sill, the advantages of high rigidity and strength, high longitudinal load transmission capacity and the like of the railway tank truck are maintained, meanwhile, the connection mode of the tank body and the bottom frame of the traditional railway tank truck is inherited, the structure is reliable, and the assembly process is mature. The defects are that the gravity is large and the gravity center is high, because the contradiction can be generated between increasing the inclination angle of the fluidized bed and increasing the effective volume, reducing the gravity center and reducing the residual quantity, if the inclination angle of the fluidized bed is increased, the effective volume in the tank body is reduced, the gravity center is increased, and if the inclination angle of the fluidized bed is too small, the cement fluidization effect is affected, the unloading speed is reduced and the residual quantity is increased.
The U80 (H) type cement tank truck fluidization system adopts a fluidized bed which is integrated with a vehicle tank body. The fluidized bed is formed by laying a plurality of hoses against the inner wall of the lower part of the tank body. The structure can more fully utilize the space in the tank, can reduce the gravity center of the vehicle and increase the stability of the vehicle during high-speed running. The utility model has the advantages of the oblique conical tank body is adopted, the oblique conical tank body is generally matched with a traction and bolster structure without a middle beam for use, the capability of transmitting longitudinal load is reduced, the larger the taper of the tank body is, the lower the bearing capability is, and therefore, the taper of the tank body adopted by the structure is not large. The U80 (H) cement tank truck adopts a chassis structure of a through side beam in order to solve the problem of insufficient longitudinal load bearing capacity caused by adopting a large taper tank body, and a supporting seat is additionally arranged below the end closure of the tank body due to the reduction of the diameter of the end closure, so that the longitudinal load bearing capacity of a vehicle is improved, but the dead weight of the vehicle and the gravity center height of the vehicle are increased instead.
Disclosure of Invention
Aiming at the problems, the invention provides a bulk cement railway tank car with low gravity center and high unloading rate, which meets the requirements of users on low gravity center height of a heavy truck and high unloading rate.
The invention relates to a bulk cement railway tank car with low gravity center and high unloading rate, which comprises a traction sleeper device, a pneumatic unloading system, a tank body, a brake device hanging bracket, a brake device, a bogie, a car coupler buffer device, an escalator and a walking board, and is characterized in that the traction sleeper device is arranged at two ends of the tank body and fixed in a welding way, and is positioned on a lower core disc of the bogie through an upper core disc and transmits traction force through a center pin; the pneumatic unloading system is arranged on the tank body and is communicated with the tank body through air inlet pipelines at the two ends and the middle part and auxiliary air inlet pipelines; the hanging bracket of the braking device, the wind hand braking device, the escalator and the walking board are arranged on the tank body; the car coupler buffer device is arranged in the inner cavity of the traction beam.
The invention relates to a bulk cement railway tank car with low gravity center and high unloading rate, which comprises a tank body, a fluidized bed device, a middle air inlet, a drain pipe, a lower tank plate, an end air inlet, a manhole device, an upper tank plate, a sealing head, side plates, side columns and end plates, wherein the tank body is formed by welding the lower tank plate, the upper tank plate and the sealing head into a straight conical inclined bottom structure, has the characteristic of large taper, and adopts a structure with different thickness, wherein the upper tank plate is thinner than the lower tank plate, thereby being beneficial to reducing the gravity center and dead weight. The fluidized bed device is arranged at the bottom in the tank body, a V-shaped structure is longitudinally formed, the fluidized bed device is connected with the lower tank plate through a support column, and an interlayer air chamber structure is formed among the fluidized bed device, the side plate, the end plate and the lower tank plate. The side columns are arranged on two sides of the fluidized bed device, one end of each side column is connected with the boundary beam of the fluidized bed device, and the other end of each side column is connected with the upper tank plate and forms a concave structure with the working surface of the fluidized bed device. The side plates are laid on the side posts, plug welding holes are formed in the contact positions of the side plates and the side posts, so that assembly and welding are facilitated, and the included angle between the side plates and the horizontal plane is 45 degrees. The included angle formed by the end plate and the horizontal plane is 45 degrees, one end of the end plate is connected with an end beam of the fluidized bed device, and the other end of the end plate is connected with the sealing head.
The traction sleeper device comprises an end beam, a side beam, a sleeper beam assembly, a traction beam assembly and a cross beam assembly. The traction beam assembly, the side beams, the end beams and the sleeper beams are assembled, welded and fixed to form a frame structure, and the tail parts of the side beams are provided with a beam assembly structure which is connected with the tank body. The beam is assembled into a box structure formed by welding a beam upper cover plate, a beam lower cover plate, a beam web plate and a beam sealing plate. The upper cover plate of the cross beam is a conical arc plate with the shape consistent with that of the contact part of the lower part of the tank body, and is in surface contact with the tank body to support the tank body.
The pneumatic unloading system is arranged on a tank body of the cement tank truck, comprises an air inlet main pipe, a four-way pipe, a middle air inlet pipe assembly, an auxiliary ash unloading pipe assembly, an annular ejector, a butterfly valve, an ash outlet groove and an end air inlet pipe assembly, and can enable pressure air to enter an air chamber in the tank body through 3 air paths respectively, enable cement to be fluidized and flow and to be converged in the ash outlet groove through a fluidized bed device, and discharge the cement by utilizing the pressure difference between the inside and outside of the tank body. The middle air inlet pipe assembly is communicated with the air chamber through an air inlet in the middle of the tank body, and a one-way valve and a control valve are arranged on the pipeline. The end air inlet pipe assembly is divided into a first air inlet branch pipe and a second air inlet branch pipe by an end air inlet main pipe, the first air inlet branch pipe and the second air inlet branch pipe are respectively communicated with the air chamber through air inlets at two ends of the tank body, and the 2 air inlet branch pipes are respectively provided with a one-way valve and a control valve. The auxiliary ash discharging pipe assembly is divided into an ash discharging groove air inlet pipe and an auxiliary blowing pipe by an auxiliary ash discharging main pipe, and a safety valve and a pressure gauge are arranged on the auxiliary ash discharging main pipe. The ash outlet groove air inlet pipe is provided with a control valve and is communicated with an air chamber of the ash outlet groove. The auxiliary blowing pipe is communicated with the annular ejector and is provided with a one-way valve and a control valve. The ash outlet groove is arranged at the bottom of the middle section of the tank body, the ash outlet of the ash outlet groove is communicated with the ash outlet pipe through flange connection and a butterfly valve is arranged between the ash outlet groove and the annular injector. The annular injector can form partial negative pressure at the front end of the annular injector through the pressure air in the auxiliary blowing pipe, so that the discharging speed of cement in the tank body is improved, and the annular injector also has the function of blowing out cement ash which is not discharged in time at the front end of the annular injector. The butterfly valve can control the opening and closing of the ash outlet pipe.
The invention relates to a bulk cement railway tank car with low gravity center and high unloading rate, wherein a coupler buffer device adopts a C-level steel lower action coupler with AAR-10A outline, which is opened at the right side, adopts an MT-3 buffer and a matched E-level cast coupler yoke, adopts an alloy steel coupler yoke pin, and a coupler lifting rod is provided with a locking plate, a safety ring and a chain to ensure that the coupler knuckle is in a locking position when a vehicle runs, and is positioned at the right hand side when facing the end of the vehicle.
The invention relates to a bulk cement railway tank car with low gravity center and high unloading rate, wherein an end ladder structure is adopted for the escalator and the walking platform, a workbench and a protective railing are arranged on the top of the tank, and the workbench adopts a steel grating meeting the YB/T4001 requirements.
The invention relates to a bulk cement railway tank car with low gravity center and high unloading rate, wherein a bogie adopts a sub-frame type radial bogie, and the bulk cement railway tank car mainly comprises wheel sets, rolling bearing devices, wheel set radial devices, side frames, swing bolster assemblies, rubber piles, a central suspension device, an elastic side bearing, a foundation braking device, an empty-weight car adjusting device and the like. The first suspension adopts a rubber pile, the second suspension adopts a central sleeper spring suspension system with a variable friction vibration damper, and the sleeper springs have two-stage rigidity; a high manganese steel abrasion plate is arranged in the lower core disc; a normally contacted elastic side bearing is adopted; a low friction composite brake shoe and a telescopic type gear key are adopted.
The invention has the advantages and innovation points that:
(1) The steel structure of the vehicle body adopts the traction and bolster device with the beam structure and is matched with the large-taper straight-cone inclined bottom structure cylinder body, so that the longitudinal bearing capacity of the vehicle body can be effectively improved, the gravity center height of the heavy vehicle is reduced, the cement unloading speed is improved, and the residual quantity is reduced.
(2) The large-angle fluidized bed is arranged in the tank body, so that the cement unloading speed is improved, and the unloading rate is improved. The tank body top sets up the open manhole device of side, and the bottom sets up out the ash chute and cooperates the fast-assembling interface, improves the operating efficiency.
(3) The upper tank plate and the lower tank plate of the cylinder body are designed to be different in thickness, so that the gravity center height and the dead weight of the vehicle are further reduced.
(4) The pneumatic unloading system adopts three air inlet pipelines at two ends and the middle part, and each air inlet pipeline can be independently controlled to be opened and closed, so that the pressure field distribution of the air chamber is optimized, the unloading efficiency is improved, and the residual quantity is reduced.
(5) The auxiliary frame type radial bogie is assembled, a rubber pile is adopted for primary suspension, a central sleeper spring suspension system with a variable friction vibration damper is adopted for secondary suspension, the two-stage rigidity of the sleeper spring is adopted, and a constant contact elastic side bearing is adopted, so that the operation requirement that the highest operation speed is 100km/h is met.
(6) A C-level steel underaction coupler with AAR-10A profile is used with right side uncoupling.
Drawings
Fig. 1 is a front view of the present invention.
Fig. 2 is a front view and a partial cross-sectional view of the can body.
Fig. 3 is a top view of the traction and occipital device.
Fig. 4 is A-A view of fig. 3.
Fig. 5 is a B-direction view of fig. 4.
Fig. 6 is a schematic diagram of a pneumatic discharge system.
FIG. 7 is a schematic view of a central air inlet duct assembly.
FIG. 8 is a schematic view of an end air inlet duct assembly.
Fig. 9 is a schematic view of an auxiliary ash discharge pipe assembly.
Detailed Description
The following describes preferred embodiments of the present invention in detail with reference to the drawings and examples, but is not intended to limit the scope of the present invention.
As shown in fig. 1, the bulk cement railway tank truck according to the invention comprises a traction and bolster device 1, a pneumatic unloading system 2, a tank body 3, a brake device hanging bracket 4, a brake device 5, a bogie 6, a coupler buffer device 7, an escalator and a walking table component 8, wherein the traction and bolster device 1 is arranged at two ends of the tank body 3 and fixed in a welding way, and the traction and bolster device 1 is arranged on a lower center plate of the bogie 6 through an upper center plate and transmits traction force through a center pin; the pneumatic unloading system 2 is arranged on the tank body 3 and is communicated with the tank body through air inlet pipelines at two ends and the middle part and auxiliary air inlet pipelines; the brake device hanging bracket 4, the wind hand brake device 5, the escalator and the walking board 8 are arranged on the tank body; the coupler buffer 7 is arranged in the inner cavity of the traction beam.
As shown in fig. 2, the tank body 3 comprises a fluidized bed device 3.1, a middle air inlet 3.2, a drain pipe 3.3, a lower tank plate 3.4, an end air inlet 3.5, a manhole device 3.6, an upper tank plate 3.7, a sealing head 3.8, a side plate 3.9, a side column 3.10, an end plate 3.11 and the like, and the cylinder body is formed by assembling and welding the lower tank plate 3.4, the upper tank plate 3.7 and the sealing head 3.8 into a straight cone inclined bottom structure and has the characteristic of large taper. The upper tank plate 3.7 and the lower tank plate 3.4 are of unequal thickness structures with upper thin and lower thick.
The fluidized bed device 3.1 is arranged at the bottom of the tank body, longitudinally forms a V-shaped structure, is connected with the lower tank plate 3.4 through a support column, and forms a sandwich structure between the fluidized bed device 3.1 and the lower tank plate 3.4.
One end of the side column 3.10 is connected with the side beam of the fluidized bed device 3.1, the other end is connected with the upper tank plate 3.7, and is arranged on two sides of the fluidized bed device 3.1 and forms a concave structure with the working surface of the fluidized bed device 3.1, and the side column 3.10 is paved with the side plate 3.9.
The contact position of the side plate 3.9 and the side column 3.10 is provided with a plug welding hole which is convenient for assembly welding and fixing with the side column 3.10, and the included angle between the side plate 3.9 and the horizontal plane is 45 degrees.
One end of the end plate 3.11 is connected with an end beam of the fluidized bed device 3.1, the other end is connected with the end socket, and an included angle formed by the end plate and the horizontal plane is 45 degrees.
The manhole device 3.6 is also used as a charging port, can realize lateral opening and closing, has smaller thickness, reduces the occupation of the height space, and can avoid interference with charging equipment.
As shown in fig. 3, the traction and bolster device 1 includes an end beam 1.1, a side beam 1.2, a bolster assembly 1.3, a traction beam assembly 1.4, and a cross beam assembly 1.5. The traction beam assembly 1.4, the side beam 1.2, the end beam 1.1 and the sleeper beam assembly 1.3 are assembled, welded and fixed to form a frame structure, and the tail part of the side beam 1.2 is provided with a cross beam assembly 1.5 structure which is connected with the tank body.
As shown in fig. 4 and 5, the beam assembly 1.5 is a box structure formed by welding a beam upper cover plate 1.5.1, a beam lower cover plate 1.5.2, a beam web plate 1.5.3 and a beam sealing plate 1.5.4. The upper cover plate 1.5.1 of the cross beam is a conical arc plate with the shape consistent with that of the contact part of the lower part of the tank body, and is contacted with the tank body in a surface manner to support the tank body.
As shown in fig. 6, the pneumatic unloading system 2 is provided with 3 air inlet pipes at the end part and the middle part and communicated with the air inlets corresponding to the tank body, and the pneumatic unloading system has the functions of enabling the air pressure entering the fluidized bed air chamber to be more uniform and enabling the air charging speed to be higher, and each air inlet pipe can be independently controlled to be opened and closed. One end of the air inlet main pipe 2.1 is connected with an external pressure air source device by a buckle, and the other end is connected with the four-way pipe 2.2 by a flange. The other 3 interfaces of the four-way pipe 2.2 are respectively connected with the middle air inlet pipe assembly 2.3, the auxiliary ash discharging pipe assembly 2.4 and the end air inlet pipe assembly 2.8 by flanges.
As shown in fig. 7, the middle air inlet pipe assembly 2.3 comprises a control valve 2.3.1, a bent pipe 2.3.2, a one-way valve 2.3.3 and a middle air inlet pipe 2.3.4, wherein the bent pipe 2.3.2 and the four-way pipe 2.2 are connected by adopting flanges; a one-way valve 2.3.3 is arranged between the bent pipe 2.3.2 and the middle air inlet pipe 2.3.4, and the other end of the middle air inlet pipe 2.3.4 is fixedly connected inside the tank body and communicated with the fluidized bed air chamber. The non-return valve 2.3.3 only allows pressurized air into the tank in the nominal pressure range. The control valve 2.3.1 can independently control the opening and closing of the middle air inlet pipe assembly 3.
As shown in fig. 8, the end air inlet pipe assembly 2.8 divides the end air inlet main pipe 2.8.1 into two air inlet pipes, namely a one-position air inlet branch pipe 2.8.7 and a two-position air inlet branch pipe 2.8.3, through a three-way pipe 2.8.6. A control valve 2.8.2 is arranged between the end air inlet main pipe 2.8.1 and the four-way pipe 2; one end of the first air inlet branch pipe 2.8.7 and one end of the second air inlet branch pipe 2.8.3 are respectively and sequentially provided with a control valve 2.8.5 and a one-way valve 2.8.4 with the three-way pipe 2.8.6. The other ends of the first air inlet branch pipe 2.8.7 and the second air inlet branch pipe 2.8.3 are respectively and fixedly connected in the tank body and communicated with the fluidized bed air chamber. The check valve 2.8.4 only allows pressurized air to enter the canister within a rated pressure range. The control valve 2.8.2 and the control valve 2.8.5 can be used for independently controlling the opening and closing of the first air inlet branch pipe 2.8.7 and the second air inlet branch pipe 2.8.3 or simultaneously controlling the opening and closing of the first air inlet branch pipe 2.8.7 and the second air inlet branch pipe 2.8.3, and the control valve is used for realizing the zonal control of the pressure of the fluidized bed air chamber in the tank body.
As shown in fig. 8, the auxiliary ash discharging pipe assembly 2.4, one end of the auxiliary ash discharging main pipe 2.4.1 is fixedly connected with the four-way pipe 2.4.2 in a screwed manner and is divided into two pipelines of an ash discharging groove air inlet pipe 2.4.8 and an auxiliary blowing pipe 2.4.5 through the four-way pipe 2.4.2, and the other end of the auxiliary ash discharging main pipe 2.4.1 is fixedly connected with the four-way pipe 2.2 through a flange. The auxiliary ash discharging assembly 2.4 comprises a pressure gauge 2.4.4 and a safety valve 2.4.9 which are arranged on the four-way pipe 2.4.2. The ash discharge groove air inlet pipe 2.4.8 is fixedly connected to the rear end of the ash discharge groove 2.7 and is communicated with the air chamber of the ash discharge groove 2.7, and a control valve 2.4.7 is arranged on the ash discharge groove air inlet pipe 2.4.8 so as to control the opening and closing of the ash discharge groove air inlet pipe 2.4.8. The auxiliary blowing pipe 2.4.5 and the annular injector 2.5 are fixedly connected through a flange, a one-way valve 2.4.6 is arranged between the auxiliary blowing pipe 2.4.5 and the annular injector 2.5, and a control valve 2.4.3 is further arranged on the auxiliary blowing pipe. The control valve 2.4.3 can independently control the opening and closing of the auxiliary blowing pipeline.
As shown in fig. 9, the ash discharge tank 2.7 can discharge the cement gathered in the ash discharge tank 2.7 through the pressurized air of the ash discharge tank air inlet pipe 2.4.8, the ash discharge tank 2.7 is arranged at the bottom of the middle section of the tank body, the ash discharge port of the ash discharge tank 2.7 is communicated with the ash discharge pipe through flange connection with the annular ejector 2.5, and a butterfly valve 2.6 is arranged between the ash discharge tank 2.7 and the annular ejector 2.5. The butterfly valve 2.6 can control the on-off of the ash pipe. The annular ejector 2.5 enables the front end of the annular ejector 2.5 to form partial negative pressure through the pressure air in the auxiliary blowing pipe 2.4.5, so that the discharging speed of cement in the tank body is improved, and the pressure air in the auxiliary blowing pipe 2.4.5 also has the effect of blowing out cement ash which is not discharged in time at the front end of the annular ejector 2.5.
The coupler buffer device 7 adopts a C-level steel lower action type coupler with AAR-10A outline, which is opened at the right side, adopts an MT-3 type buffer and a matched E-level cast coupler yoke, adopts an alloy steel coupler yoke pin, and a coupler lifting rod is provided with a locking plate, a safety ring and a chain so as to ensure that the coupler knuckle is in a locking position when the vehicle runs, and is positioned at the right hand side when facing the end part of the vehicle.
The braking device 5 of the invention adopts a Wabtec braking system which accords with UIC standard, and mainly comprises an MH 3f HBG 310/200 control valve, a 100L auxiliary air cylinder, an automatic UV stepless empty-weight vehicle adjusting device, a G-P conversion device, a control valve opening and closing device, a 10 "×12", an RSP 2A 600 brake regulator, a left-right angle cock and the like. And a composite brake shoe with low friction coefficient is adopted. The hand brake device adopts a screw thread hand brake which meets the operation requirement of two sides.
The escalator and the walking board component 8 adopt an end-ladder structure, a workbench and a protective railing are arranged on the tank top, and the workbench adopts a steel grating which meets the YB/T4001 requirement.
The bogie 6 of the invention adopts a secondary frame type radial bogie and mainly comprises wheel pairs, rolling bearing devices, wheel pair radial devices, side frames, swing bolsters, rubber piles, a central suspension device, an elastic side bearing, a basic braking device, an empty and heavy vehicle adjusting device and other parts. The first suspension adopts a rubber pile, the second suspension adopts a central sleeper spring suspension system with a variable friction vibration damper, and the sleeper springs have two-stage rigidity; a high manganese steel abrasion plate is arranged in the lower core disc; a normally contacted elastic side bearing is adopted; a low friction composite brake shoe and a telescopic type gear key are adopted.
The traction and bolster device with the beam structure is adopted, and is matched with the large-taper straight-cone inclined bottom structure cylinder body, the fluidized bed device with a larger included angle with the horizontal plane is arranged in the tank body, so that the longitudinal bearing capacity of the vehicle body is improved, the gravity center height of the heavy vehicle is effectively reduced, and the unloading rate and unloading speed are also improved. The tank body top sets up 3 side open manhole devices, and the bottom sets up out the ash chute and cooperates the fast-assembling interface, improves the operating efficiency. The upper tank plate and the lower tank plate of the cylinder body are designed to be different in thickness, so that the gravity center height and the dead weight of the vehicle are further reduced. The pneumatic unloading system adopts three air inlet pipelines at two ends and the middle part, and each air inlet pipeline can be independently controlled to be opened and closed, so that the pressure field distribution of the air chamber is optimized, the unloading efficiency is improved, and the residual quantity is reduced.
It is to be understood that the above-described embodiments of the present invention are merely examples for clearly illustrating the present invention/the present invention, and are not to be construed as limiting the present invention. Other variations or modifications of the above teachings will be apparent to those of ordinary skill in the art. Not all embodiments are exhaustive. All obvious changes or modifications which come within the spirit of the invention are desired to be protected.
Claims (8)
1. The utility model provides a low focus high net rate bulk cement railway tank car that unloads, includes traction and bolster device (1), pneumatic unloading system (2), jar body (3), arresting gear hanging support (4), arresting gear (5), bogie (6), coupling buffer (7), staircase and walking board constitute (8), its characterized in that: the traction and bolster devices (1) are arranged at the two ends of the tank body (3) and fixed in a welding mode, and the traction and bolster devices (1) are located on a lower center plate of the bogie through an upper center plate and transmit traction through a center pin; the pneumatic unloading system (2) is arranged on the tank body (3) and is communicated with the tank body through air inlet pipelines at two ends and the middle part and auxiliary air inlet pipelines; the braking device hanging bracket (4), the wind hand braking device (5) and the escalator and walking board (8) are arranged on the tank body; the coupler buffer device (7) is arranged in the inner cavity of the traction beam; wherein:
the tank body (3) consists of a fluidized bed device (3.1), a middle air inlet (3.2), a drain pipe (3.3), a lower tank plate (3.4), an end air inlet (3.5), a manhole device (3.6), an upper tank plate (3.7), a seal head (3.8), side plates (3.9), side columns (3.10) and end plates (3.11), wherein the lower tank plate (3.4), the upper tank plate (3.7) and the seal head (3.8) are assembled and welded to form a cylinder body with a straight cone inclined bottom structure; the upper tank plate (3.7) and the lower tank plate (3.4) are of unequal thickness structures with thin upper part and thick lower part;
the fluidized bed device (3.1) is arranged at the bottom in the tank body, longitudinally forms a V-shaped structure, is connected with the lower tank plate (3.4) through a support column, and forms a sandwich structure between the fluidized bed device (3.1) and the lower tank plate (3.4);
one end of each side column (3.10) is connected with a boundary beam of the fluidized bed device (3.1), the other end of each side column is connected with an upper tank plate (3.7) and arranged on two sides of the fluidized bed device (3.1), a concave structure is formed with a working surface of the fluidized bed device (3.1), and side plates (3.9) are paved on the side columns (3.10);
the side plate (3.9) is characterized in that a plug welding hole is formed in a position, which is in contact with the side column (3.10), so that the side plate is convenient to assemble and weld with the side column (3.10), and an included angle between the side plate (3.9) and the horizontal plane is 45 degrees;
one end of the end plate (3.11) is connected with an end beam of the fluidized bed device (3.1), the other end of the end plate is connected with the end socket, and an included angle formed by the end plate and a horizontal plane is 45 degrees;
the manhole device (3.6) is also used as a charging port, so that the lateral opening and closing can be realized, meanwhile, the thickness is smaller, the occupation of the height space is reduced, and the interference with charging equipment is avoided.
2. The bulk cement railway tank truck with low gravity center and high unloading rate according to claim 1, characterized in that the traction sleeper device (1) comprises an end beam (1.1), a side beam (1.2), a sleeper beam assembly (1.3), a traction beam assembly (1.4) and a cross beam assembly (1.5), wherein the traction beam assembly (1.4), the side beam (1.2), the end beam (1.1) and the sleeper beam assembly (1.3) are assembled and welded to form a frame structure, and the tail part of the side beam (1.2) is connected with the tank body (3) through a cross beam assembly (1.5) structure;
the beam assembly (1.5) is a box-shaped structure formed by assembling and welding a beam upper cover plate (1.5.1), a beam lower cover plate (1.5.2), a beam web plate (1.5.3) and a beam sealing plate (1.5.4); the upper cover plate (1.5.1) of the cross beam is provided with a conical arc-shaped plate which is consistent with the shape of the contact part of the lower part of the tank body (3), and is contacted with the tank body (3) in a surface manner to support the tank body (3).
3. A low center of gravity high net unloading rate bulk cement railway tank truck as defined in claim 1 or 2, wherein: the pneumatic unloading system (2) is arranged on the tank body (3), and comprises an air inlet main pipe (2.1), a four-way pipe (2.2), a middle air inlet pipe assembly (2.3), an auxiliary ash discharging pipe assembly (2.4), an annular ejector (2.5), a butterfly valve (2.6), an ash discharging groove (2.7) and an end air inlet pipe assembly (2.8), wherein the pneumatic unloading system enables pressure air to enter an air chamber between a fluidized bed device and a lower tank plate in the tank body through the air inlet main pipe (2.1) and the four-way pipe (2.2) respectively, and the pressure air flows and converges in the ash discharging groove (2.7) through the fluidized bed device, so that the cement is discharged by utilizing the pressure difference between the inside and the outside of the tank body.
4. A low center of gravity high net unloading rate bulk cement railway tank truck as defined in claim 3, wherein: the pneumatic unloading system (2) is provided with 3 air inlet pipes at the end part and the middle part and communicated with the air inlets corresponding to the tank body (3).
5. A low center of gravity high net unloading rate bulk cement railway tank truck as defined in claim 3, wherein: one end of the air inlet main pipe (2.1) is connected with an external pressure air source device by a buckle, and the other end of the air inlet main pipe is connected with the four-way pipe (2.2) by a flange; the other 3 interfaces of the four-way pipe (2.2) are respectively connected with the middle air inlet pipe assembly (2.3), the auxiliary ash discharging pipe assembly (2.4) and the end air inlet pipe assembly (2.8) by flanges.
6. A low center of gravity high net unloading rate bulk cement railway tank truck as defined in claim 3, wherein: the middle air inlet pipe assembly (2.3) comprises a control valve (2.3.1), an elbow pipe (2.3.2), a one-way valve (2.3.3) and a middle air inlet pipe (2.3.4), wherein the control valve (2.3.1) is arranged between the elbow pipe (2.3.2) and the four-way pipe (2.2) and is connected through flanges; a one-way valve (2.3.3) is arranged between the bent pipe (2.3.2) and the middle air inlet pipe (2.3.4), and the other end of the middle air inlet pipe (2.3.4) is fixedly connected to the inside of the tank body and communicated with the fluidized bed air chamber; the one-way valve (2.3.3) only allows pressure air to enter the tank body in a rated pressure range; the control valve (2.3.1) can independently control the on-off of the middle air inlet pipe assembly (2.3).
7. A low center of gravity high net unloading rate bulk cement railway tank truck as defined in claim 3, wherein: the end air inlet pipe assembly (2.8) divides an end air inlet main pipe (2.8.1) into two air inlet pipelines, namely a one-position air inlet branch pipe (2.8.7) and a two-position air inlet branch pipe (2.8.3), through a three-way pipe (2.8.6); a control valve (2.8.2) is arranged between the end air inlet main pipe (2.8.1) and the four-way pipe (2.2); one end of the one-position air inlet branch pipe (2.8.7) and one end of the two-position air inlet branch pipe (2.8.3) are respectively and sequentially provided with a control valve (2.8.5) and a one-way valve (2.8.4) with the three-way pipe (2.8.6); the other ends of the primary air inlet branch pipe (2.8.7) and the secondary air inlet branch pipe (2.8.3) are respectively and fixedly connected to the tank body and communicated with the fluidized bed air chamber; the control valve (2.8.2) and the control valve (2.8.5) can be matched to independently control the opening and closing of the one-position air inlet branch pipe (2.8.7) and the two-position air inlet branch pipe (2.8.3) or simultaneously control the opening and closing of the one-position air inlet branch pipe (2.8.7) and the two-position air inlet branch pipe (2.8.3).
8. A low center of gravity high net unloading rate bulk cement railway tank truck as defined in claim 3, wherein: one end of an auxiliary ash discharging main pipe (2.4.1) of the auxiliary ash discharging pipe assembly (2.4) is fixedly connected with the four-way pipe (2.4.2) in a threaded manner and is divided into an ash discharging groove air inlet pipe (2.4.8) and an auxiliary blowing pipe (2.4.5) through the four-way pipe (2.4.2), and the other end of the auxiliary ash discharging main pipe (2.4.1) is fixedly connected with the four-way pipe (2.2) through a flange;
the auxiliary ash discharging pipe assembly (2.4) further comprises a pressure gauge (2.4.4) and a safety valve (2.4.9) which are arranged on the four-way pipe (2.4.2);
the ash discharge groove air inlet pipe (2.4.8) is fixedly connected to the rear end of the ash discharge groove (2.7) and is communicated with the air chamber of the ash discharge groove (2.7), and a control valve (2.4.7) is arranged on the pipeline of the ash discharge groove air inlet pipe (2.4.8) to realize the control of the opening and closing of the ash discharge groove air inlet pipe (2.4.8);
the auxiliary blowing pipe (2.4.5) is fixedly connected with the annular ejector (2.5) through a flange, a one-way valve (2.4.6) is arranged between the auxiliary blowing pipe (2.4.5) and the annular ejector (2.5), and a control valve (2.4.3) is further arranged on the auxiliary blowing pipe;
the control valve (2.4.3) can independently control the opening and closing of the auxiliary blowing pipeline;
the ash discharge groove (2.7) is arranged at the bottom of the middle section of the tank body, an ash outlet of the ash discharge groove is communicated with the ash discharge pipe through flange connection with the annular ejector (2.5), and a butterfly valve (2.6) is arranged between the ash discharge groove (2.7) and the annular ejector (2.5);
the butterfly valve (2.6) controls the on-off of the ash pipe;
the auxiliary blowing pipe (2.4.5) of the annular ejector (2.5) enables the front end of the annular ejector (2.5) to form partial negative pressure, so that the discharging speed of cement in the tank body is improved, and the pressure air in the auxiliary blowing pipe (2.4.5) is used for blowing out cement ash which is not discharged in time at the front end of the annular ejector (2.5).
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