WO2020098298A1 - 一种铁路集装箱用平车的车体 - Google Patents

一种铁路集装箱用平车的车体 Download PDF

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Publication number
WO2020098298A1
WO2020098298A1 PCT/CN2019/096108 CN2019096108W WO2020098298A1 WO 2020098298 A1 WO2020098298 A1 WO 2020098298A1 CN 2019096108 W CN2019096108 W CN 2019096108W WO 2020098298 A1 WO2020098298 A1 WO 2020098298A1
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WIPO (PCT)
Prior art keywords
web
bolster
cover
car body
upper cover
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PCT/CN2019/096108
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English (en)
French (fr)
Inventor
吴荣坤
沈彩瑜
赵金凤
李华
Original Assignee
中车齐齐哈尔车辆有限公司
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Application filed by 中车齐齐哈尔车辆有限公司 filed Critical 中车齐齐哈尔车辆有限公司
Publication of WO2020098298A1 publication Critical patent/WO2020098298A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D3/00—Wagons or vans
    • B61D3/16—Wagons or vans adapted for carrying special loads
    • B61D3/20—Wagons or vans adapted for carrying special loads for forwarding containers
    • 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
    • B61F1/08—Details
    • 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
    • B61F1/08—Details
    • B61F1/10—End constructions

Definitions

  • the invention relates to the technical field of railway vehicles, in particular to a car body of a railroad container flat car.
  • railway container is an advanced mode of transportation. It has the advantages of high transportation efficiency, low transportation cost, convenient intermodal transportation, and low cargo damage. It is the main mode of modern logistics and multimodal transportation and has been widely adopted by countries around the world. However, the structure of the car body of the railway container flat car is still relatively simple.
  • the purpose of the present invention is to provide a car body for a railway container flat car.
  • the car body adopts a modular design concept, which is less difficult to process and assemble, can more accurately ensure the processing accuracy, and can also meet the requirements of flexible production
  • the central chassis uses an open welding structure, which can facilitate welding operations.
  • the present invention provides a car body for a railway container flat car, which includes a middle chassis and two end chassises, and the two end chassises are used to connect the bogies and are installed on the Longitudinal ends of the middle chassis, the middle chassis includes two middle side beams arranged oppositely, a plurality of transverse beams are longitudinally spaced between the two middle side beams, the two middle side beams and each of the transverse beams are Adopt solder joint open structure.
  • the body of the flat car for railway container provided by the present invention adopts a modular design concept, and divides the complete body into a middle chassis and two end chassis to be separately processed and manufactured and then assembled.
  • the longitudinal lengths are shorter, the processing and assembly difficulty of each part can be greatly reduced, which is more conducive to ensuring the accuracy of processing; and because of the split structure, the length of the middle chassis can be easily adjusted to change the entire car
  • the length of the body to form a car body of different specifications, the two end chassis can be reused, and can also meet the requirements of flexible production, which can greatly reduce the production and use costs of the car body.
  • the mid-side beam and the cross-beam both adopt an open structure of welding points. No closed space is formed in the mid-side beam and the cross-beam.
  • the welding operation will not be limited by space, which is more conducive to the staff to perform the welding operation to ensure the quality and reliability.
  • the crossbeam includes a crossbeam upper cover, a crossbeam lower cover and a crossbeam web connected between the two
  • the middle side beam includes a middle side beam upper cover, a middle side beam lower cover and a connection between the two
  • the mid-side beam web the height of the lateral ends of the cross-beam web is the same as that of the mid-side beam web, and the lateral ends of the cross-beam web and the mid-side beam web are in the whole Connect within height.
  • the lower end of the beam web is provided with a notch
  • the notch is symmetrical with respect to the vertical central axis of the beam web
  • the height of the notch in the transverse middle position is the largest
  • at least the transverse direction of the notch Both ends are set so that the height gradually increases from outside to inside.
  • the gap is an arc-shaped gap; or, the gap is a trapezoidal gap with a small upper end and a large bottom end; or, the gap is a triangular gap.
  • the crossbeam web is provided with a plurality of first weight-reducing holes with complete hole walls, the first weight-reducing holes are divided into two groups, and the two groups of the first weight-reducing holes are related to the crossbeam web
  • the vertical central axis is symmetrical.
  • the lateral ends of the upper cover of the beam are respectively connected to the two upper covers of the mid-side beams, and the lateral ends of the lower cover of the beam are respectively connected to the two lower covers of the mid-side beams.
  • the beam includes a large beam and a small beam
  • the small beam includes a web of the beam
  • the large beam includes a plurality of webs of the beam
  • each of the beam webs is longitudinally spaced
  • the upper cover of the beam between two adjacent beam webs is provided with an operation hole to communicate with the cavity formed by the two adjacent beam webs, the upper cover of the beam and the lower cover of the beam .
  • a plurality of reinforcing portions are provided on the outer side of the web of the middle side beam in the longitudinal direction, and the upper and lower ends of the reinforcing portion are respectively connected to the upper cover of the middle side beam and the lower cover of the middle side beam.
  • the installation position of the reinforcement portion corresponds to the installation position of the beam, and the number of the reinforcement portions corresponding to one large beam is greater than that corresponding to one small beam Number of reinforcements.
  • the end chassis includes an end beam and a connection beam
  • the connection beam is used to connect with the middle chassis
  • the connection beam and the middle chassis are enclosed to form a second weight reduction
  • the end beam includes two opposite side beams and a bolster beam connected between the two, the bolster beam is used to connect the bogie, and the bolster beam is also provided with The installation channel for installing the coupler buffer device.
  • the end side beam and the bolster beam are enclosed to form a third weight-reducing hole; and / or, the connecting beam, the end side beam and the bolster beam are enclosed to form the first Three weight loss holes.
  • the bolster beam includes a bolster beam upper cover, a bolster beam lower cover and a bolster beam web connected between the two, the bolster beam web includes a transverse web and a longitudinal web, The lateral ends of the transverse web protrude from the upper cover of the bolster beam, and the lower cover of the bolster beam forms a first connection portion;
  • the end side beam includes an upper cover of the end beam, a lower cover of the end beam, and a Between the two end beam webs, the upper cover of the end beam is connected to the upper end surface of the first connecting portion and the upper cover of the bolster beam, and the lower cover of the end beam is connected to the first The lower end surface of the connecting part is connected with the lower cover of the bolster beam.
  • connection beam includes a connection beam upper cover, a connection beam lower cover, and a connection beam web connected between the two, the connection The upper cover of the beam is connected to the upper end surface of the second connection portion, the upper end surface of the third connection portion, the upper cover of the end side beam and the upper cover of the bolster beam, and the lower cover of the connection beam is connected to the A lower end surface of the second connection portion, a lower end surface of the third connection portion, the lower cover of the end side beam and the lower cover of the bolster beam, the first connection portion is also connected to the web of the end side beam Connected.
  • connection portion and the connecting beam web are connected in the entire height range, and the connection between the two forms a step structure or a concave-convex structure in the height direction; the lateral ends of the connecting beam web They are respectively connected to the webs of the two end beams.
  • the lateral bottom ends of the end chassis are provided with external convex portions, and the externally provided lifting member can support the vehicle body through the external convex portions.
  • the upper surfaces of the end side beams and / or the middle side beams are provided with locking parts.
  • FIG. 1 is a schematic structural view of a specific embodiment of a car body of a railroad container flat car provided by the present invention
  • FIG. 2 is a connection structure diagram of a car body of a flat car for railway container provided by the present invention, a bogie, a coupler buffer device;
  • Figure 3 is a partial enlarged view of the connection between the end chassis of Figure 2 and the bogie and coupler buffer device;
  • Figure 4 is a schematic diagram of the structure of the middle chassis
  • FIG. 5 is a lateral cross-sectional view of FIG. 4;
  • Figure 6 is a schematic diagram of the structure of the end chassis
  • FIG. 7 is a schematic structural view of a bolster beam
  • the running direction of the railway vehicle is the longitudinal direction.
  • the direction perpendicular to the longitudinal direction is the lateral direction
  • the direction perpendicular to the horizontal plane is the vertical direction, that is, the height direction.
  • FIG. 1 is a schematic structural view of a specific embodiment of a car body of a railway container flat car provided by the present invention.
  • FIG. 2 is a car body and bogie of a railway container flat car provided by the present invention. 3. Connection structure diagram of the coupler buffer device.
  • FIG. 3 is a partial enlarged view of the connection between the end chassis and the bogie and the coupler buffer device in FIG. 2
  • FIG. 4 is a schematic structural diagram of the middle chassis
  • FIG. 5 is the horizontal direction of FIG.
  • FIG. 6 is a schematic structural diagram of an end underframe
  • FIG. 7 is a schematic structural diagram of a bolster beam
  • FIG. 8 is a schematic structural diagram of an end side beam.
  • the present invention provides a car body for a railway container flat car, which is different from the prior art.
  • the car body adopts a modular design concept to divide the complete car body into a middle chassis 1 and two
  • the end chassis 2 can be processed separately during production.
  • the longitudinal length of the three is shorter, the difficulty of processing and assembly can be greatly reduced, and it is also beneficial to guarantee Precision.
  • the above two end chassis 2 are used to connect the bogie 3 (the structure of the bogie 3 can refer to the prior art). As shown in FIGS. 2 and 3, the connecting pin 31 of the bogie 3 can pass through the bogie The lower center plate of the frame 3 and the upper center plate provided on the end frame 2 are used to limit the bogie 3. In use, the two end frames 2 can be installed at the longitudinal ends of the center frame 1, To form a complete car body.
  • the embodiment of the present invention does not limit the longitudinal dimensions of the middle chassis 1 and the two end chassis 2.
  • the end chassis 2 only needs to be matched with the bogie 3 and serves as the body part of the vehicle body.
  • the middle chassis 1 largely determines the longitudinal length of the entire vehicle body.
  • those skilled in the art can select different middle chassis 1 and two end chassis 2 for assembly according to actual needs.
  • it can form car bodies with different specifications.
  • the vehicle body provided by the present invention can also meet the requirements of flexible production, and the two end chassis 2 can be reused.
  • the middle chassis 1 is sufficient, and the two end chassis 2 can continue to be used, so that the use and replacement cost of the car body of the railway container flat car can be greatly reduced.
  • the formed car body may be a car body of a special flat car for 80-foot railway containers. This type of car body is more applicable and can be used not only for transporting 80-foot containers, It can also be used to transport two 40-foot, four 20-foot, or one 40-foot and two 20-foot containers. Of course, the formed car body can also be a car body of 60 feet or other sizes.
  • the embodiment of the present invention also does not limit the connection method of the end chassis 2 and the middle chassis 1: considering the reuse of the end chassis 2, the end chassis 2 and the middle chassis 1 can be detached Fixing, such as bolt connection, etc .; considering the connection strength, etc., the end chassis 2 and the middle chassis 1 can be fixed by welding, etc., and the two parts connected by welding can actually be separated. , It does not affect the reuse of the end chassis 2.
  • the middle chassis 1 includes two middle side beams 11 disposed oppositely, and a plurality of cross beams 12 are longitudinally spaced between the two middle side beams 11, and the two middle side beams 11 and each of the cross beams 12 are welded.
  • Open structure, the open structure of the welding point means that no closed space is formed on each of the middle side beams 11 and each of the cross beams 12, and the welding operation will not be limited by the space, which is more conducive to the staff to perform welding operations, and at the same time, To a large extent ensure the quality and reliability of products.
  • the beam 12 may include a beam upper cover 121, a beam lower cover 122, and a beam web 123 connected therebetween.
  • the middle side beam 11 may include a middle side beam upper cover 111, a middle side beam lower cover 112, and the two connected Between the middle side beam webs 113, wherein the middle side beam 11 can be designed with a single web, that is, one middle side beam 11 can use only one middle side beam web 113 to form the aforementioned open joint structure of the welding point, This facilitates welding.
  • the height of the lateral ends of the beam web 123 and the mid-side beam web 113 may be the same, and the lateral end of the beam web 123 and the mid-side beam web 113 may be connected within the entire height range to ensure the Connection strength.
  • the lateral ends of the beam upper cover 121 can be respectively connected to the two middle side beam upper covers 111, and the lateral ends of the beam lower cover 122 can be respectively connected to the two middle side beam lower covers 112 to further improve the lateral ends of the beam 12
  • the connection strength with the middle side beam 11 ensures the connection reliability between the cross beam 12 and the middle side beam 11.
  • the strength requirement near the middle of the beam 12 is relatively small. Therefore, the size of the middle of the beam 12 in the height direction (vertical) can be appropriately reduced to weaken the strength of the middle of the beam 12 and reduce the beam 12 To avoid the waste of materials; moreover, due to the reduction in the weight of the cross member 12, the weight of the entire car body can also be reduced accordingly, and the economy of the railway vehicle can also be improved.
  • the lower end of the beam web 123 may be provided with a notch 123a near the middle, which can reduce the strength of the middle of the beam 12, and the notch 123a may be symmetrical about the vertical central axis of the beam web 123.
  • the phenomenon of uneven strength on the lateral sides of the beam 12 can be avoided to a large extent; the height of the notch 123a in the lateral middle position can be the largest, and at least the lateral ends of the notch 123a can be set to The height from outside to inside gradually increases, so that the strength of the beam 12 gradually decreases from both ends to the middle, which can avoid the occurrence of weak points caused by sudden changes in strength to a large extent, and also help to protect the overall structure of the beam 12 Stiffness.
  • the portion of the notch 123a near the lateral middle position may have the same height as the lateral middle position, that is, the position where the notch 123a has the maximum height may be an area near the lateral middle position.
  • the notch 123a may be set as Trapezoidal notch with small upper end and large lower end; it should be noted that "trapezoid” here does not refer to a standard trapezoid, but is roughly a trapezoid.
  • the connection between the upper bottom and the two waists can be smoothly connected by a transition section such as a circular arc.
  • the connection between the two waists and the bottom edge of the beam 12 can also be smoothly connected by a transition section such as an arc.
  • the height of the horizontal middle position of the notch 123a may also be higher than other positions, that is, the height of the notch 123a may gradually increase from both ends to the middle position.
  • the notch 123a may be an upward convex arc Notches or triangular notches.
  • the beam web 123 may also be provided with a number of first weight-reducing holes 123b with complete hole walls, and the first weight-reducing holes 123b may be divided into two groups.
  • the two groups of first weight-reducing holes 123b may be vertical to the beam web 123
  • the central axis is symmetrical to balance the lateral strength of the beam 12 and further reduce the weight of the beam web 123.
  • the first weight-reducing holes 123b may be provided in two, and the two first weight-reducing holes 123b may be symmetrical about the vertical central axis; and, based on the arrangement of the aforementioned notch 123a, the vertical
  • the central axis is the boundary.
  • the shape of the left and right sides of the beam 12 can be close to a right triangle shape.
  • the shape of the first weight-reducing holes 123b provided on both sides can also be similar to the shape of the corresponding side Right angle triangle shape.
  • the beam 12 may include a large beam 12a and a small beam 12b.
  • the small beam 12b may include only one beam web 123, and the longitudinal dimensions of the beam upper cover 121 and the beam lower cover 122 are relatively small; the large beam 12a Then, it may include multiple (two in the drawing) crossbeam webs 123 to provide greater lateral support force.
  • Each crossbeam web 123 may be spaced along the longitudinal direction and the crossbeam between two adjacent crossbeam webs 123
  • the upper cover 121 may be provided with an operation hole 121a to communicate with the cavity formed by the adjacent two beam webs 123, the beam upper cover 121 and the beam lower cover 122 to meet the aforementioned open design requirements.
  • the operation hole 121a performs a welding operation on the beam web 123.
  • the embodiment of the present invention does not limit the number and installation positions of the large beam 12a and the small beam 12b.
  • the large longitudinal beam 12a or the small beam 12b may be provided in the longitudinal middle position of the central chassis 1 and then The beam 12 at the intermediate position is a reference member, and an equal number of large beams 12a and small beams 12b are symmetrically provided on both longitudinal sides of the reference member to ensure the balance of the longitudinal strength of the central chassis 1.
  • the lateral ends of the beam web 123 and the mid-side beam web 113 may be connected in the entire height direction, and simultaneously connected to the mid-side beam upper cover 111 and the mid-side beam lower cover 112.
  • the cross-beam web The plate 123 is also equivalent to a reinforcement provided inside the mid-side beam web 113, and accordingly, a reinforcement may also be provided outside the mid-side beam web 113 to balance the lateral strength of the mid-side beam 11 laterally.
  • “inner” and “outer” are based on the longitudinal center axis of the central chassis 1, and in the lateral direction, the position closer to the longitudinal center axis than the middle side beam web 113 is the middle side beam web 113.
  • the “inner side” is located farther from the longitudinal center axis than the middle side beam web 113 is the “outside” of the middle side beam web 113.
  • the outer side of the mid-side beam web 113 may be longitudinally provided with a plurality of reinforcing portions 114, and each reinforcing portion 114 may be connected to the mid-side beam web 113 in the entire height direction, and the upper and lower ends thereof It is connected with the middle side beam upper cover 111 and the middle side beam lower cover 112 to reinforce the outer side of the middle side beam web 113.
  • the reinforcement portion 114 herein may be a reinforcement such as a rib or a reinforcement plate.
  • each reinforcement portion 114 may correspond to the installation position of the beam 12, that is, wherever the beam 12 is connected to the inside, the reinforcement portion 114 may be provided on the outside corresponding to the inside In order to correspond to the inner reinforcement of the lateral beam web 113 of the lateral beam 12, the strength of the lateral sides of the lateral beam 11 can be better balanced.
  • the number of the reinforcement portions 114 corresponding to one large beam 12a may be greater than the number of reinforcement portions 114 corresponding to one small beam 12b. It can be understood that the large beam 12a
  • the strengthening effect is more obvious, and accordingly, it is necessary to provide a larger number of strengthening portions 114 to strengthen the outer side of the mid-side beam web 113 to more effectively balance the lateral strength of the mid-side beam 11.
  • the embodiment of the present invention does not limit the specific number of the reinforced parts 114 corresponding to the large crossbeam 12a and the small crossbeam 12b.
  • a person skilled in the art may obtain it based on specific force analysis, simulation calculation, etc .; Alternatively, it can also be implemented with reference to the solution in FIG. 4.
  • FIG. 4 there may be one reinforcing portion 114 corresponding to one small beam 12 b, and three reinforcing portions 114 corresponding to one large beam 12 a.
  • the end chassis 2 may include an end beam and a connecting beam 21.
  • the connecting beam 21 may be used to connect with the middle chassis 1, and the connecting beam 21 and the middle chassis 1 may be enclosed
  • the formation of the second weight reduction hole 13 can further reduce the weight of the middle chassis 1.
  • the end beams may include two opposite side beams 22 and a bolster beam 23 connected between the two.
  • the bolster beam 23 may be used to connect the bogie 3, and the connected end side beams 22 and the bolster
  • the beam 23 and / or the connecting beam 21, the end side beam 22 and the bolster beam 23 may be enclosed to form a third weight-reducing hole 24 to reduce the weight of the end underframe 2 and the vehicle body to a greater extent The weight of the vehicle, which in turn improves the economy of vehicle operation.
  • the bolster beam 23 can be used to install the aforementioned bogie 3, and the bolster beam 23 is further provided with an installation channel 235 for installing the coupler buffer device 4 (refer to the prior art for the specific structure).
  • the bolster beam 23 may include a bolster beam upper cover 231, a bolster beam lower cover 232 and a bolster beam web 233 connected between the bolster beam belly
  • the plate 233 may include a transverse web and a longitudinal web. The lateral ends of the transverse web may protrude above the bolster beam upper cover 231 and the bolster beam lower cover 232 to form a first connection portion 233a; the end side beam 22 may include an end side beam An upper cover 221, an end side beam lower cover 222, and an end side beam web 223 connected therebetween.
  • the end-side beam upper cover 221 may overlap the upper end surface of the first connecting portion 233a and contact the bolster beam upper cover 231, and the end-side beam lower cover 222 may overlap the first connecting portion 233a.
  • the lower end surface is in contact with the bolster beam lower cover 232, and then the end side beam upper cover 221 and the end side beam lower cover 222 can be welded to the upper and lower end surfaces of the first connecting portion 233a and the bolster beam upper cover, respectively.
  • the lower bolster beam cover 232 is connected; the first connecting portion 233a can also be connected to the end side beam web 223 in the entire height direction to further ensure the connection strength between the two.
  • the aforementioned third weight-reducing hole 24 is actually formed between the bolster beam upper cover 231 and the end side beam upper cover 221, the bolster beam lower cover 232 and the end side beam lower cover 222, and then cooperates with the aforementioned transverse web,
  • the bolster beam 23 may have a cross shape as a whole; it should be pointed out that because the front end cover 234 is also provided in FIG. 7, the bolster beam 23 has an earth-shaped structure as a whole. If the front plate is removed in this figure 234, the overall shape of the traction beam 23 is close to the cross shape. From the perspective of FIG.
  • the lateral ends of the upper cross portion of the T-shaped font can form the aforementioned first connecting portion 233a
  • the lower horizontal portion of the T-shaped font is mainly the front end cover 234, which can be used to connect the pillow Beam upper cover 231, bolster beam lower cover 232, bolster beam web 233, end side beam upper cover 221, end side beam lower cover 222, and end side beam web 223.
  • the solution of re-welding; and the front end cover 234 may be provided with an opening, which cooperates with the longitudinal web to form an installation channel 235 for installing the coupler buffer device 4.
  • the end side beam upper cover 221 (or the end side beam lower cover 222) is connected to the connecting portion
  • the part may have a fourth connection portion 221a protruding toward the bolster beam 23, and then may be overlapped with the first connection portion 233a through the fourth connection portion 221a.
  • connection beam 21 may include a connection beam upper cover 211, a connection beam lower cover 212, and a connection beam web 213 connected therebetween.
  • the connecting beam is a transverse beam.
  • the upper cover 211 of the connecting beam can overlap the upper end surfaces of the second connecting portion 223a and the third connecting portion 233b, and can The bolster beam upper cover 231 is in contact with each other, and the connecting beam lower cover 212 can overlap the lower end surfaces of the second connection portion 223a and the third connection portion 233b and contact the end side beam lower cover 222 and the bolster beam lower cover 232.
  • connection beam upper cover 211 and the upper end surface of the second connection portion 223a, the upper end surface of the third connection portion 233b, the end side beam upper cover 221 and the bolster beam upper cover 231 can be connected by welding or the like, and the connection beam The lower cover 212 is connected to the lower end surface of the second connection portion 223a, the lower end surface of the third connection portion 233b, the end side beam lower cover 222, and the bolster lower cover 232.
  • the lap welding method is adopted.
  • the two pieces to be welded can support each other, so that the pieces to be welded can maintain a certain Stability is more conducive to ensuring welding quality.
  • the longitudinal direction of the middle side beam web 113 Both ends may protrude from the middle side beam upper cover 111 and the middle side beam lower cover 112 to form a connection portion, and the connection beam upper cover 211 and the connection beam lower cover 212 may be lap welded to the upper and lower end surfaces of the connection portion.
  • the third connecting portion 233b can be connected to the connecting beam web 213 in the entire height range, and in order to further improve the connection strength between the two, a stepped structure or a concave-convex structure can be formed at the connection of the two in the height direction; need to be explained
  • the "step structure” or “concave-convex structure” mainly means that the welding seam between the two is stepped or uneven.
  • the third connecting portion 233b may include two subdivisions in the vertical direction, and one of the subdivisions may protrude longitudinally from the other subdivision to form a stepped surface between the two, as shown in FIG. 7
  • the connecting beam web 213 may include two sub-plates in the vertical direction, the two sub-plates are longitudinally offset to form a stepped plate, as shown in FIG. 6
  • the height of the two sub-sections of the third connecting portion 233b is The two sub-plates of the connecting beam web 213 can correspond to each other (the upper part can have the same height as the upper part, and the lower part can have the same height as the lower part), so that the two The person can be connected in the longitudinal direction.
  • the length of the weld between the two is longer, which is more conducive to ensuring a reliable connection between the two.
  • the third connecting portion 233b may include more sub-portions, and the connecting beam web 213 may also include more sub-panels.
  • the lateral ends of the connecting beam web 213 can also be connected to the side beam webs 223 at both ends.
  • both lateral ends of the end chassis 2 may be provided with external protrusions 26.
  • the external protrusions 26 may be supported by jacks and other external lifting components to facilitate the The car body is shifted.
  • the locking structure used to lock the container is usually provided above the crossbeam and inside the longitudinal beam, and the vertical force and longitudinal force generated by the container relative to the locking structure will have a bending moment relative to the side beam
  • the effect will increase the stress on the connection between each beam and the side beam, which is easy to produce fatigue cracks and even cause local structural failure; and if the locking structure is placed inside the side beam, it will also cause the lateral width of the car body to increase.
  • the weight of the car body is large, and it will cause insufficient utilization of the lower limit of the vehicle.
  • the body of the flat car for railway container provided by the present invention may be provided with the locking member 25 directly above the side beam, as shown in FIG. 1, specifically, the locking member 25 may be provided on the end side beam 22.
  • the upper surface of the middle side beam 11 compared with the solution in the prior art, this structural arrangement can eliminate the effect of the longitudinal force and vertical force generated by the container on the bending moment of the side beam, and the load transmission path is more direct. It can improve the fatigue resistance of the car body, and can also reduce the design width of the car body, which can further reduce the weight of the vehicle and make full use of the lower limit. Under the same height conditions, the height of the car body can be increased to a greater extent. To improve the technical economy of vehicles.
  • the embodiment of the present invention does not limit the specific structure of the above-mentioned locking member 25.
  • the structure of the locking member 25 may be different depending on the location of the locking member 25.
  • the locking member 25 on the end chassis 2 The structure may be different from that of the middle chassis 1, and for this, a relatively complete solution has existed in the prior art, and during specific implementation, those skilled in the art can refer to the prior art for installation.
  • connection structure of the beams of the railroad container flat car does not have a situation where a part of one beam needs to be connected to multiple beams at the same time.
  • the bolster beam 23 only needs to be connected to the end side beam 22, and in the longitudinal direction, the bolster beam 23 and the end side beam 22 are respectively connected to the connecting beam 21, and the connection points do not coincide, making it easier to connect Assembly, better manufacturability.

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Abstract

一种铁路集装箱用平车的车体，包括中部底架（1）和两个端部底架（2），两端部底架（2）用于连接转向架（3），并安装于中部底架（1）的纵向两端，中部底架（1）包括相对设置的两中侧梁（11），两中侧梁（11）之间沿纵向间隔设有若干横梁（12），两中侧梁（11）、各横梁（12）均采用焊点开放式结构。

Description

一种铁路集装箱用平车的车体
本申请要求于2018年11月16日提交中国专利局、申请号为201811367291.2、发明名称为“一种铁路集装箱用平车的车体”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本发明涉及铁路车辆技术领域，具体涉及一种铁路集装箱用平车的车体。
背景技术
铁路集装箱是一种先进的运输方式，它具有运输效率高、运输成本低、联运方便、货损少等优点，是现代物流和多式联运的主要方式，已被世界各国广泛采用。但是，铁路集装箱用平车的车体的结构仍较为单一。
因此，如何提供一种新型的铁路集装箱用平车的车体，仍是本领域技术人员亟待解决的技术问题。
发明内容
本发明的目的是提供一种铁路集装箱用平车的车体，该车体采用了模块化的设计理念，加工以及组装难度较低，更能够保证加工的精度，且还能够满足柔性生产的要求，以降低生产及使用成本；此外，中部底架采用焊点开放式结构，可方便焊接操作。
为解决上述技术问题，本发明提供一种铁路集装箱用平车的车体，包括中部底架和两个端部底架，两所述端部底架用于连接转向架，并安装于所述中部底架的纵向两端，所述中部底架包括相对设置的两中侧梁，两所述中侧梁之间沿纵向间隔设有若干横梁，两所述中侧梁、各所述横梁均采用焊点开放式结构。
本发明所提供铁路集装箱用平车的车体，采用了模块化的设计理念，将完整车体分为中部底架和两个端部底架，以进行分别加工制造、然后组 装，由于各部分的纵向长度均较短，各部分的加工以及组装难度均可以大幅降低，更有利于保证加工的精度；且由于采用了分体式的结构，还可方便地调整中部底架的长度来改变整个车体的长度，以形成不同规格的车体，两个端部底架可以重复利用，还能够满足柔性生产的要求，可大幅降低车体的生产及使用成本。
此外，中侧梁、横梁均采用了焊点开放式结构，中侧梁、横梁中未形成封闭空间，焊接作业不会受到空间限制，更有利于工作人员进行焊接作业，来保证产品的质量和可靠性。
可选地，所述横梁包括横梁上盖、横梁下盖和连接在二者之间的横梁腹板，所述中侧梁包括中侧梁上盖、中侧梁下盖和连接于二者之间的中侧梁腹板；所述横梁腹板的横向两端部的高度与所述中侧梁腹板相同，且所述横梁腹板的横向端部与所述中侧梁腹板在整个高度范围内相连。
可选地，所述横梁腹板的下端部设有缺口，所述缺口关于所述横梁腹板的垂向中轴线对称，所述缺口在横向中间位置的高度最大，且至少所述缺口的横向两端部设置为由外向内高度逐渐增加。
可选地，所述缺口为弧形缺口；或者，所述缺口为上端小、下端大的梯形缺口；或者，所述缺口为三角形缺口。
可选地，所述横梁腹板设有若干孔壁完整的第一减重孔，所述第一减重孔分为两组，两组所述第一减重孔关于所述横梁腹板的垂向中轴线对称。
可选地，所述横梁上盖的横向两端分别与两所述中侧梁上盖相连，所述横梁下盖的横向两端分别与两所述中侧梁下盖相连。
可选地，所述横梁包括大横梁和小横梁，所述小横梁包括一块所述横梁腹板，所述大横梁包括多块所述横梁腹板，各所述横梁腹板沿纵向间隔设置，且相邻两所述横梁腹板之间的所述横梁上盖设有操作孔，以连通相邻两所述横梁腹板、所述横梁上盖以及所述横梁下盖围合形成的腔体。
可选地，所述中侧梁腹板的外侧沿纵向设有若干加强部，所述加强部的上下两端分别与所述中侧梁上盖、所述中侧梁下盖相连。
可选地，所述加强部的设置位置与所述横梁的安装位置相对应，且和一个所述大横梁相对应的所述加强部的数量多于和一个所述小横梁相对应的所述加强部的数量。
可选地，所述端部底架包括端部梁和连接梁，所述连接梁用于和所述中部底架相连，且所述连接梁与所述中部底架围合形成第二减重孔；所述端部梁包括相对设置的两个端侧梁和连接于二者之间的牵枕梁，所述牵枕梁用于连接所述转向架，且所述牵枕梁还设有用于安装车钩缓冲装置的安装通道。
可选地，所述端侧梁与所述牵枕梁围合形成第三减重孔；和/或，所述连接梁、所述端侧梁与所述牵枕梁围合形成所述第三减重孔。
可选地，所述牵枕梁包括牵枕梁上盖、牵枕梁下盖和连接于二者之间的牵枕梁腹板，所述牵枕梁腹板包括横腹板和纵腹板，所述横腹板的横向两端部突出于所述牵枕梁上盖、牵枕梁下盖形成第一连接部；所述端侧梁包括端侧梁上盖、端侧梁下盖和连接于二者之间的端侧梁腹板，所述端侧梁上盖与所述第一连接部的上端面、所述牵枕梁上盖相连，所述端侧梁下盖与所述第一连接部的下端面、所述牵枕梁下盖相连。
可选地，所述端侧梁腹板的一端沿纵向突出于所述端侧梁上盖、所述端侧梁下盖形成第二连接部，所述纵腹板的一端沿纵向突出于所述牵枕梁上盖、所述牵枕梁下盖形成第三连接部；所述连接梁包括连接梁上盖、连接梁下盖和连接于二者之间的连接梁腹板，所述连接梁上盖与所述第二连接部的上端面、所述第三连接部的上端面、所述端侧梁上盖以及所述牵枕梁上盖相连，所述连接梁下盖与所述第二连接部的下端面、所述第三连接部的下端面、所述端侧梁下盖以及所述牵枕梁下盖相连，所述第一连接部还与所述端侧梁腹板相连。
可选地，所述第三连接部与所述连接梁腹板在整个高度范围内相连，且二者的连接处在高度方向形成台阶结构或者凹凸结构；所述连接梁腹板的横向两端分别与两所述端侧梁腹板相连。
可选地，所述端部底架的横向两端设有外凸部，外设的升降部件能够通过该外凸部对所述车体进行顶撑。
可选地，所述端侧梁和/或所述中侧梁的上表面均设有锁闭部件。
附图说明
图1为本发明所提供铁路集装箱用平车的车体的一种具体实施方式的结构示意图；
图2为本发明所提供铁路集装箱用平车的车体与转向架、车钩缓冲装置的连接结构图；
图3为图2中端部底架与转向架、车钩缓冲装置连接处的局部放大图；
图4为中部底架的结构示意图；
图5为图4的横向截面图；
图6为端部底架的结构示意图；
图7为牵枕梁的结构示意图；
图8为端侧梁的结构示意图。
图1-8的附图标记说明如下：
1中部底架、11中侧梁、111中侧梁上盖、112中侧梁下盖、113中侧梁腹板、114加强部、12横梁、121横梁上盖、121a操作孔、122横梁下盖、123横梁腹板、123a缺口、123b第一减重孔、12a大横梁、12b小横梁、13第二减重孔；
2端部底架、21连接梁、211连接梁上盖、212连接梁下盖、213连接梁腹板、22端侧梁、221端侧梁上盖、221a第四连接部、222端侧梁下盖、223端侧梁腹板、223a第二连接部、23牵枕梁、231牵枕梁上盖、232牵枕梁下盖、233牵枕梁腹板、233a第一连接部、233b第三连接部、234前端盖、235安装通道、24第三减重孔、25锁闭部件、26外凸部；
3转向架、31连接销；
4车钩缓冲装置。
具体实施方式
为了使本领域的技术人员更好地理解本发明的技术方案，下面结合附图和具体实施例对本发明作进一步的详细说明。
本文所述“若干”是指数量不确定的多个，通常为两个以上；且当采用“若干”表示某几个部件的数量时，并不表示这些部件在数量上的相互 关系。
本文所述“第一”、“第二”等词，仅是为了便于描述结构相同或相类似的两个以上的结构或部件，并不表示对顺序的某种特殊限定。
本文中，以铁路车辆的运行方向为纵向，在水平面内，与纵向相垂直的方向为横向，而与水平面相垂直的方向为垂向，也即高度方向。
请参考图1-8，图1为本发明所提供铁路集装箱用平车的车体的一种具体实施方式的结构示意图，图2为本发明所提供铁路集装箱用平车的车体与转向架、车钩缓冲装置的连接结构图，图3为图2中端部底架与转向架、车钩缓冲装置连接处的局部放大图，图4为中部底架的结构示意图，图5为图4的横向截面图，图6为端部底架的结构示意图，图7为牵枕梁的结构示意图，图8为端侧梁的结构示意图。
如图1所示，本发明提供一种铁路集装箱用平车的车体，与现有技术相区别，该车体采用模块化的设计理念，将完整车体分割为中部底架1和两个端部底架2，在生产时，这三者可以分别加工制造，相比于一体式的车体，三者的纵向长度均较短，加工、组装的难度均可以大幅降低，还有利于保证加工精度。
上述的两个端部底架2用于连接转向架3(转向架3的结构可参照现有技术)，如图2、图3所示，转向架3的连接销31可以穿过设置于转向架3的下心盘、设置于端部底架2的上心盘，以对转向架3进行限位，在使用时，两个端部底架2可以安装于中部底架1的纵向两端，以形成完整的车体。
在此，本发明实施例并不限定中部底架1以及两个端部底架2的纵向尺寸，端部底架2只需与转向架3相适配即可，而作为车体主体部分的中部底架1则在很大程度上决定着整个车体的纵向长度，在具体实施时，本领域技术人员可以根据实际需要选择不同的中部底架1与两个端部底架2进行组装，进而可形成不同规格的车体。换而言之，本发明所提供车体还可以满足柔性生产的要求，两个端部底架2可以进行重复利用，当需要更换车型时，无需对整个车体进行更换，只需要更换合适的中部底架1即可，两个端部底架2仍可以继续使用，使得铁路集装箱用平车的车体的使用以及更换成本均可以大幅降低。
在本发明实施例的一种具体方案中，所形成的车体可以为80英尺铁路集装箱专用平车的车体，这种形式的车体适用性更强，不仅可以用于运输80英尺集装箱，还可以用于运输两个40英尺、四个20英尺或者一个40英尺与两个20英尺的集装箱。当然，所形成车体也可以为60英尺或其他尺寸的车体。
另外，本发明实施例也不限定端部底架2与中部底架1的连接方式：考虑到端部底架2的重复利用，端部底架2与中部底架1可以通过可拆卸的方式进行固定，如螺栓连接等；而考虑到连接强度等，端部底架2与中部底架1之间可以通过焊接等方式进行固连，且通过焊接相连的两个部件实际上也是可以相分离的，其并不影响端部底架2的重复利用。
结合图4、图5，中部底架1包括相对设置的两中侧梁11，两中侧梁11之间沿纵向间隔设有若干横梁12，两中侧梁11、各横梁12均采用焊点开放式结构，该焊点开放式结构是指各中侧梁11、各横梁12上均未形成封闭空间，焊接操作不会受到空间的限制，更有利于工作人员进行焊接作业，同时，也能够较大程度地保证产品的质量以及可靠性。
横梁12可以包括横梁上盖121、横梁下盖122和连接在二者之间的横梁腹板123，中侧梁11可以包括中侧梁上盖111、中侧梁下盖112和连接于二者之间的中侧梁腹板113，其中，中侧梁11可以采用单腹板设计，即一个中侧梁11可以仅采用一块中侧梁腹板113，以形成前述的焊点开放式结构，进而方便焊接。横梁腹板123的横向两端部的高度与中侧梁腹板113可以相同，且横梁腹板123的横向端部与中侧梁腹板113可以在整个高度范围内相连，以保证二者的连接强度。
横梁上盖121的横向两端可以分别与两中侧梁上盖111相连，横梁下盖122的横向两端可以分别与两中侧梁下盖112相连，以进一步地提高横梁12的横向端部与中侧梁11的连接强度，来保证横梁12与中侧梁11之间的连接可靠性。
区别于端部设计，靠近横梁12中部的强度需求相对较小，为此，可以适当地减少横梁12中部在高度方向(垂向)的尺寸，以削弱横梁12中部的强度，并能够减轻横梁12的重量，避免材料的浪费；而且，由于横梁12的重量下降，整个车体的重量也可以随之下降，还能够提高铁路车辆运 行的经济性。
具体地，请继续参考图5，横梁腹板123的下端部靠近中间位置可以设有缺口123a，能够削减横梁12中部的强度，且该缺口123a可以关于横梁腹板123的垂向中轴线对称，以均衡横梁12横向两侧的强度，能够较大程度地避免横梁12横向两侧强度不均匀的现象；缺口123a在横向中间位置的高度可以最大，且至少缺口123a的横向两端部可以设置为由外向内高度逐渐增加，如此，横梁12的强度由两端向中部为逐渐变小，能够较大程度地避免强度突变而导致的受力薄弱点的出现，还有利于保障横梁12的整体结构刚度。
缺口123a靠近其横向中间位置的部分可以与横向中间位置具有相同的高度，即缺口123a具有最大高度的位置可以为靠近横向中间位置的一个区域，这种方案可以参见图5，缺口123a可以设置为上端小、下端大的梯形缺口；需要说明，这里的“梯形”并非是指标准的梯形，而是大致为梯形，其上底与两腰的连接处可以采用圆弧等过渡段进行平滑连接，其两腰与横梁12底边的连接处也可以采用圆弧等过渡段进行平滑连接。除这种方案外，缺口123a横向中间位置的高度也可以高于其他各位置，即从两端到中间位置，缺口123a的高度可以逐渐增大，此时，缺口123a可以为上凸的弧形缺口或者三角形缺口。
横梁腹板123还可以设有若干孔壁完整的第一减重孔123b，且第一减重孔123b可以分为两组，两组第一减重孔123b可以关于横梁腹板123的垂向中轴线对称，以均衡横梁12横向两侧的强度，并进一步地减轻横梁腹板123的重量。详细而言，仍如图5所示，第一减重孔123b可以设置为两个，两第一减重孔123b可以关于垂向中轴线对称；而且，基于前述缺口123a的设置，以垂向中轴线为分界，横梁12的左右两个侧部的形状均可接近直角三角形状，那么，设置于两侧部的第一减重孔123b的形状也可以为与相应侧部的外形相近似的直角三角形状。
请再次参考图4，横梁12可以包括大横梁12a和小横梁12b，小横梁12b可以仅包括一块横梁腹板123，其横梁上盖121、横梁下盖122的纵向尺寸相对较小；大横梁12a则可以包括多块(附图中为两块)横梁腹板123，以提供更大的横向支撑力，各横梁腹板123可以沿纵向间隔设置，且相邻 两横梁腹板123之间的横梁上盖121可以设有操作孔121a，以连通相邻两横梁腹板123、横梁上盖121以及横梁下盖122围合形成的腔体，进而满足前述开放式的设计要求，工作人员可以通过相应操作孔121a对横梁腹板123进行焊接操作。
需要指出，本发明实施例并不限定大横梁12a、小横梁12b的数量以及设置位置，在优选的方案中，中部底架1的纵向中间位置可以设有大横梁12a或者小横梁12b，然后以该中间位置处的横梁12为基准件，在该基准件的纵向两侧对称地设有相等数量的大横梁12a、小横梁12b，以保证中部底架1纵向强度的均衡。
如前所述，横梁腹板123的横向端部与中侧梁腹板113可以在整个高度方向相连，并同时与中侧梁上盖111、中侧梁下盖112相连，此时，横梁腹板123还相当于设置在中侧梁腹板113内侧的加强件，相应地，也可以在中侧梁腹板113的外侧设置加强件，以均衡中侧梁11横向两侧的强度。这里的“内”、“外”是以中部底架1的纵向中轴线为基准，在横向上，较之中侧梁腹板113更靠近该纵向中轴线的位置为中侧梁腹板113的“内侧”，较之中侧梁腹板113更远离该纵向中轴线的位置为中侧梁腹板113的“外侧”。
仍以图4为视角，中侧梁腹板113的外侧沿纵向可以间隔设有若干加强部114，各加强部114可在整个高度方向与中侧梁腹板113相连，并以其上下两端与中侧梁上盖111、中侧梁下盖112相连，以对中侧梁腹板113的外侧进行加强。这里的加强部114具体可以为加强筋或者加强板等形式的加强件。
在具体的方案中，各加强部114的设置位置可以与横梁12的安装位置相对应，也就是说，凡是内侧连接有横梁12的位置，与该内侧相对应的外侧均可以设有加强部114，以与横梁12对中侧梁腹板113内侧加强相对应，可更好地平衡中侧梁11横向两侧的强度。
进一步地，在中侧梁腹板113的外侧，和一个大横梁12a相对应的加强部114的数量可以多于和一个小横梁12b相对应的加强部114的数量，可以理解，大横梁12a的加强作用更为明显，相应地，即需要设置更多数量的加强部114对中侧梁腹板113的外侧进行加强，以更为有效地平衡中 侧梁11横向两侧的强度。
在此，本发明实施例并不限定与大横梁12a、小横梁12b所对应的加强部114的具体数量，实际应用中，本领域技术人员可以根据具体的受力分析、模拟计算等得出；或者，也可以参照图4中方案进行实施，在图4中，与一个小横梁12b相对应的加强部114可以为一个，与一个大横梁12a相对应的加强部114可以为三个。
如图6所示，并结合图1，端部底架2可以包括端部梁和连接梁21，连接梁21可用于和中部底架1相连，且连接梁21与中部底架1可以围合形成第二减重孔13，能够进一步地减轻中部底架1的重量。
端部梁可以包括相对设置的两个端侧梁22和连接于二者之间的牵枕梁23，牵枕梁23可以用于连接转向架3，且相连接的端侧梁22与牵枕梁23和/或相接的连接梁21、端侧梁22与牵枕梁23可以围合形成第三减重孔24，以减轻端部底架2的重量，可更大程度地减轻车体的重量，进而提升车辆运行的经济性。牵枕梁23可用于安装前述的转向架3，且牵枕梁23还设有用于安装车钩缓冲装置4(具体结构可参照现有技术)的安装通道235。
具体地，如图7、图8所示，牵枕梁23可以包括牵枕梁上盖231、牵枕梁下盖232和连接于二者之间的牵枕梁腹板233，牵枕梁腹板233可以包括横腹板和纵腹板，横腹板的横向两端部可以突出于牵枕梁上盖231、牵枕梁下盖232形成第一连接部233a；端侧梁22可以包括端侧梁上盖221、端侧梁下盖222和连接于二者之间的端侧梁腹板223。
在安装时，端侧梁上盖221可以搭接于第一连接部233a的上端面，并与牵枕梁上盖231相接触，端侧梁下盖222可以搭接于第一连接部233a的下端面，并与牵枕梁下盖232相接触，然后可以通过焊接等方式将端侧梁上盖221、端侧梁下盖222分别与第一连接部233a的上下端面、牵枕梁上盖231、牵枕梁下盖232相连；第一连接部233a还可以与端侧梁腹板223在整个高度方向相连，来进一步地保证二者之间的连接强度。
前述的第三减重孔24实际上形成于牵枕梁上盖231与端侧梁上盖221之间、牵枕梁下盖232与端侧梁下盖222之间，再配合前述横腹板、纵腹板的结构，牵枕梁23可以整体呈十字型；需要指出，附图7中因还设有前 端盖234，牵枕梁23整体呈现出土字型结构，若在该图中去掉前端板234，则牵引梁23整体形状接近于十字型。以附图7为视角，土字型的上横部的横向两端可形成前述的第一连接部233a，土字型的下横部主要为前端盖234，该前端盖234可用于连接牵枕梁上盖231、牵枕梁下盖232、牵枕梁腹板233、端侧梁上盖221、端侧梁下盖222以及端侧梁腹板223，具体连接方式也可以采用先搭接、再焊连的方案；且前端盖234可以设有开口，该开口配合纵腹板可形成用于安装车钩缓冲装置4的安装通道235。
结合图8，为更好地与第一连接部233a搭接焊连，并配合形成第三减重孔24，端侧梁上盖221(或者端侧梁下盖222)与该连接部的连接部位可以具有朝向牵枕梁23突出的第四连接部221a，然后可通过该第四连接部221a与第一连接部233a相搭接。
端侧梁腹板223的一端可以沿纵向突出于端侧梁上盖221、端侧梁下盖222以形成第二连接部223a，纵腹板的一端可以沿纵向突出于牵枕梁上盖231、牵枕梁下盖232以形成第三连接部233b；连接梁21可以包括连接梁上盖211、连接梁下盖212和连接于二者之间的连接梁腹板213。
如图6所示，连接梁为横向梁，在安装时，连接梁上盖211可以搭接于第二连接部223a、第三连接部233b的上端面，并与端侧梁上盖221、牵枕梁上盖231相接触，连接梁下盖212可以搭接于第二连接部223a、第三连接部233b的下端面，并与端侧梁下盖222、牵枕梁下盖232相接触，然后可以通过焊接等方式将连接梁上盖211与第二连接部223a的上端面、第三连接部233b的上端面、端侧梁上盖221以及牵枕梁上盖231相连，并将连接梁下盖212与第二连接部223a的下端面、第三连接部233b的下端面、端侧梁下盖222以及牵枕梁下盖232相连。
由上可知，端部底架2的各梁在进行连接组装过程中，均是采用搭接焊连的方式，采用这种方案，两个待焊接件可以相互支撑，使得待焊接件保持一定的稳定性，更有利于保证焊接质量。实际上，不仅是端部底架2，在中部底架1与端部底架2的连接处也可以采用搭接焊连的方式，参见图4和图6，中侧梁腹板113的纵向两端可以突出于中侧梁上盖111和中侧梁下盖112以形成连接部，而连接梁上盖211、连接梁下盖212可以与该连接部的上下两端面进行搭接焊连。
第三连接部233b可以与连接梁腹板213在整个高度范围内相连，且为了进一步地提高二者之间的连接强度，二者的连接处在高度方向可形成台阶结构或者凹凸结构；需要说明，这里的“台阶结构”或者“凹凸结构”主要是指二者间的焊缝呈现台阶状或者凹凸状。
以一种台阶结构为例，第三连接部233b沿垂向可以包括两个分部，其中一个分部可以沿纵向突出于另一分部，以使得二者之间形成台阶面，如图7所示；连接梁腹板213沿垂向可以包括两个分板，两分板沿纵向错位设置，以形成台阶板，如图6所示；第三连接部233b的两个分部的高度与连接梁腹板213两个分板的可以对应相等(位于上方的分部可以和位于上方的分板具有相同高度，位于下方的分部可以和位于下方的分板具有相同高度)，以使得二者可以恰好沿纵向对接，采用这种结构，二者之间焊缝的长度较长，更有利于保证二者的可靠连接。可以理解，以上描述仅为示例，在实际应用中，第三连接部233b可以包括更多的分部，连接梁腹板213也可以包括更多的分板。连接梁腹板213的横向两端还可以分别与两端侧梁腹板223相连。
请继续参考图6，端部底架2的横向两端均可以设有外凸部26，在具体实施时，可以通过千斤顶等外设升降部件对该外凸部26进行顶撑，以方便对车体进行移位。
在现有技术的方案中，用于锁闭集装箱的锁闭结构通常设置在横梁的上方、纵梁的内侧，集装箱相对锁闭结构所产生的垂向力、纵向力相对侧梁会存在弯矩作用，会导致各横梁与侧梁连接处的受力增加，容易产生疲劳裂纹，甚至会导致局部结构失效；且将锁闭结构设于侧梁的内侧，也会导致车体横向宽度的增加，车体的重量较大，并会导致车辆下部限界利用不充分。
针对此，本发明所提供铁路集装箱用平车的车体，可以将锁闭部件25设置于侧梁的正上方，如图1所述，具体来说，锁闭部件25可以设置于端侧梁22、中侧梁11的上表面，相比于现有技术中方案，这种结构设置，可以消除集装箱所产生纵向力、垂向力对侧梁的弯矩作用，载荷传递路径更为直接，可提高车体的抗疲劳强度，而且，还可以减少车体的设计宽度，能够进一步地减轻车辆的自重，并充分利用下部限界，在同等高度的条件 下，可更大限度的提高车体高度，提高车辆的技术经济性。
在此，本发明实施例并不限定上述锁闭部件25的具体结构，根据锁闭部件25设置位置的不同，其结构也可以有所差异，例如，端部底架2上的锁闭部件25的结构即可以与中部底架1上的有所不同，而对此，现有技术中已存在较为完整的方案，具体实施时，本领域技术人员完全可以参照现有技术进行设置。
除上述内容之外，本发明所提供铁路集装箱用平车的车体，其各梁的连接结构不存在一个梁的某一部位需要同时与多个梁相连接的情形，以端部底架2为例，在横向上，牵枕梁23只需要和端侧梁22相连，在纵向上，牵枕梁23、端侧梁22分别与连接梁21相连，各连接点并不重合，更方便连接组装，工艺性更好。
以上仅是本发明的优选实施方式，应当指出，对于本技术领域的普通技术人员来说，在不脱离本发明原理的前提下，还可以做出若干改进和润饰，这些改进和润饰也应视为本发明的保护范围。

Claims (16)

  1. 一种铁路集装箱用平车的车体，其特征在于，包括中部底架(1)和两个端部底架(2)，两所述端部底架(2)用于连接转向架(3)，并安装于所述中部底架(1)的纵向两端；
    所述中部底架(1)包括相对设置的两中侧梁(11)，两所述中侧梁(11)之间沿纵向间隔设有若干横梁(12)，两所述中侧梁(11)、各所述横梁(12)均采用焊点开放式结构。
  2. 根据权利要求1所述铁路集装箱用平车的车体，其特征在于，所述横梁(12)包括横梁上盖(121)、横梁下盖(122)和连接在二者之间的横梁腹板(123)，所述中侧梁(11)包括中侧梁上盖(111)、中侧梁下盖(112)和连接于二者之间的中侧梁腹板(113)；
    所述横梁腹板(123)的横向两端部的高度与所述中侧梁腹板(113)相同，且所述横梁腹板(123)的横向端部与所述中侧梁腹板(113)在整个高度范围内相连。
  3. 根据权利要求2所述铁路集装箱用平车的车体，其特征在于，所述横梁腹板(123)的下端部设有缺口(123a)，所述缺口(123a)关于所述横梁腹板(123)的垂向中轴线对称，所述缺口(123a)在横向中间位置的高度最大，且至少所述缺口(123a)的横向两端部设置为由外向内高度逐渐增加。
  4. 根据权利要求3所述铁路集装箱用平车的车体，其特征在于，所述缺口(123a)为弧形缺口；或者，所述缺口(123a)为上端小、下端大的梯形缺口；或者，所述缺口(123a)为三角形缺口。
  5. 根据权利要求2所述铁路集装箱用平车的车体，其特征在于，所述横梁腹板(123)设有若干孔壁完整的第一减重孔(123b)，所述第一减重孔(123b)分为两组，两组所述第一减重孔(123b)关于所述横梁腹板(123)的垂向中轴线对称。
  6. 根据权利要求2所述铁路集装箱用平车的车体，其特征在于，所述横梁上盖(121)的横向两端分别与两所述中侧梁上盖(111)相连，所述横梁下盖(122)的横向两端分别与两所述中侧梁下盖(112)相连。
  7. 根据权利要求2-6中任一项所述铁路集装箱用平车的车体，其特征在于，所述横梁(12)包括大横梁(12a)和小横梁(12b)，所述小横梁(12b)包括一块所述横梁腹板(123)，所述大横梁(12a)包括多块所述横梁腹板(123)，各所述横梁腹板(123)沿纵向间隔设置，且相邻两所述横梁腹板(123)之间的所述横梁上盖(121)设有操作孔(121a)，以连通相邻两所述横梁腹板(123)、所述横梁上盖(121)以及所述横梁下盖(122)围合形成的腔体。
  8. 根据权利要求7所述铁路集装箱用平车的车体，其特征在于，所述中侧梁腹板(113)的外侧沿纵向设有若干加强部(114)，所述加强部(114)的上下两端分别与所述中侧梁上盖(111)、所述中侧梁下盖(112)相连。
  9. 根据权利要求8所述铁路集装箱用平车的车体，其特征在于，所述加强部(114)的设置位置与所述横梁(12)的安装位置相对应，且和一个所述大横梁(12a)相对应的所述加强部(114)的数量多于和一个所述小横梁(12b)相对应的所述加强部(114)的数量。
  10. 根据权利要求7所述铁路集装箱用平车的车体，其特征在于，所述端部底架(2)包括端部梁和连接梁(21)，所述连接梁(21)用于和所述中部底架(1)相连，且所述连接梁(21)与所述中部底架(1)围合形成第二减重孔(13)；
    所述端部梁包括相对设置的两个端侧梁(22)和连接于二者之间的牵枕梁(23)，所述牵枕梁(23)用于连接所述转向架(3)，且所述牵枕梁(23)还设有用于安装车钩缓冲装置(4)的安装通道(235)。
  11. 根据权利要求10所述铁路集装箱用平车的车体，其特征在于，所述端侧梁(22)与所述牵枕梁(23)围合形成第三减重孔(24)；和/或，
    所述连接梁(21)、所述端侧梁(22)与所述牵枕梁(23)围合形成所述第三减重孔(24)。
  12. 根据权利要求10所述铁路集装箱用平车的车体，其特征在于，所述牵枕梁(23)包括牵枕梁上盖(231)、牵枕梁下盖(232)和连接于二者之间的牵枕梁腹板(233)，所述牵枕梁腹板(233)包括横腹板和纵腹板，所述横腹板的横向两端部突出于所述牵枕梁上盖(231)、所述牵枕梁下盖(232)形成第一连接部(233a)；
    所述端侧梁(22)包括端侧梁上盖(221)、端侧梁下盖(222)和连接于二者之间的端侧梁腹板(223)，所述端侧梁上盖(221)与所述第一连接部(233a)的上端面、所述牵枕梁上盖(231)相连，所述端侧梁下盖(222)与所述第一连接部(233a)的下端面、所述牵枕梁下盖(232)相连，所述第一连接部(233a)还与所述端侧梁腹板(223)相连。
  13. 根据权利要求12所述铁路集装箱用平车的车体，其特征在于，所述端侧梁腹板(223)的一端沿纵向突出于所述端侧梁上盖(221)、所述端侧梁下盖(222)形成第二连接部(223a)，所述纵腹板的一端沿纵向突出于所述牵枕梁上盖(231)、所述牵枕梁下盖(232)形成第三连接部(233b)；
    所述连接梁(21)包括连接梁上盖(211)、连接梁下盖(212)和连接于二者之间的连接梁腹板(213)，所述连接梁上盖(211)与所述第二连接部(223a)的上端面、所述第三连接部(233b)的上端面、所述端侧梁上盖(221)以及所述牵枕梁上盖(231)相连，所述连接梁下盖(212)与所述第二连接部(223a)的下端面、所述第三连接部(233b)的下端面、所述端侧梁下盖(222)以及所述牵枕梁下盖(232)相连。
  14. 根据权利要求13所述铁路集装箱用平车的车体，其特征在于，所述第三连接部(233b)与所述连接梁腹板(213)在整个高度范围内相连，且二者的连接处在高度方向形成台阶结构或者凹凸结构；
    所述连接梁腹板(213)的横向两端分别与两所述端侧梁腹板(223)相连。
  15. 根据权利要求10所述铁路集装箱用平车的车体，其特征在于，所述端部底架(2)的横向两端设有外凸部(26)，外设的升降部件能够通过该外凸部(26)对所述车体进行顶撑。
  16. 根据权利要求10所述铁路集装箱用平车的车体，其特征在于，所述端侧梁(22)和/或所述中侧梁(11)的上表面均设有锁闭部件(25)。
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