Underframe of a railway concave flat car

Abstract

The invention relates to a railway concave-bottomed flatcar chassis comprising a middle beam, side beams, transverse beams, and a floor plate. The side beams arranged on two sides of the middle beam are parallel to the middle beam. The middle beam and the side beams are fixedly connected through the transverse beams. The floor plate is arranged above the middle beam, the side beams and the transverse beams. Each of the middle beam and the side beams is in a concave-middle structure, with slope transitions between the middle and ends. Two locking channels are fixedly connected to the floor plate on two sides of the middle concave bottom of the middle beam respectively. The lower end of the middle concave bottom of the middle beam and the lower ends of the middle concave bottoms of the side beams are both fixedly connected with lower cover plates. Each of the middle beam and the side beams comprises an upper cover plate, webs vertically fixedly connected to the lower end of the upper cover plate, and one lower cover plate fixedly connected to the lower ends of the webs. Partitions are arranged between the webs of each of the middle beam and side beams for reinforcement. The outer side of the middle concave bottom of the upper cover of each side beam is provided with a row of holes, and each corresponding part of the floor plate above the side beams is also provided with a row of holes. The inner web of each side beam is shorter than the outer web of the corresponding side beam. The inner sides of two ends of the lower cover plate of each side beam are both provided with notches used for avoiding interference between the side beams and a bogie.

Description

technical field [0001] The invention relates to a railway wagon underframe, in particular to a railway concave bottom flat wagon underframe for transporting wheeled vehicles. Background technique [0002] Railway concave bottom flat cars are generally used to transport taller goods. The middle concave bottom and the end of the railway concave bottom flat car such as D10 adopt a transition mode approximately at a right angle, which has the disadvantage of being inconvenient for rolling and unloading wheeled goods. D11 and other railway concave-bottom flatcars can realize self-rolling and rolling-unloading, but because the concave bottom adopts a structure without a center beam, the vertical stiffness of the bottom frame is small and the load-carrying capacity is low. In addition, the existing railway concave-bottomed flat cars generally adopt a steel floor structure. After the wheeled vehicles are loaded, the wheeled goods cannot be fixed by means of nailing triangles, etc. ...

AI Technical Summary

Problems solved by technology

The middle concave bottom and the end of the D10 type railway concave-bottom flat car adopt an approximately right-angle transition mode, which has the disadvantage of inconvenient rolling and unloading of wheeled goods.

D11 and other railway concave bottom flatcars can realize self-rolling and rolling unloading, but because the concave bottom adopts no center beam structure, the vertical rigidity of the bottom frame is small and the bearing capacity is low

In addition, the existing railway concave-bottomed flat cars generally adopt a steel floor structure. After the wheeled vehicles are loaded, the wheeled goods cannot be fixed by means of nailing triangles, etc. Usually, more ropes are required for binding and reinforcement, so there are inconveniences in loading and reinforcement. shortcoming

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