Railway flat car body and longitudinal beam of railway flat car

Abstract

This invention discloses a railway flatcar body and a longitudinal beam of the railway flatcar. The longitudinal beam includes a first sub-beam and a second sub-beam. The second sub-beam is located below the first sub-beam and in the middle region of the first sub-beam in the longitudinal direction. The second sub-beam is connected to the first sub-beam via a connector. The aforementioned longitudinal beam includes a split first and second sub-beam, connected by a connector. This reduces welding, promotes a higher level of green production, and facilitates a reasonable distribution of strength in different areas of the longitudinal beam, thereby reducing weight.

Description

Technical Field

[0001] This invention relates to the field of railway vehicle technology, specifically to a railway flatcar body and a railway flatcar longitudinal beam. Background Technology

[0002] Railway flatcars are railway vehicles mainly used in logistics transportation. They have many advantages such as high transportation efficiency, low transportation cost, convenient intermodal transport, and less cargo damage, and are the main transport vehicles for modern logistics and multimodal transport.

[0003] A railway flatcar consists of a car body, which includes multiple longitudinal beams and crossbeams connecting adjacent longitudinal beams. The longitudinal beams have a fish-belly-shaped structure, being short at both ends and thick in the middle. In related technologies, the longitudinal beams are formed by integral welding of H-beams, with a relatively long weld length, typically reaching 12m. This makes it difficult to collect welding fumes. Furthermore, the thickness of each part of the H-beam is a fixed value and cannot be adjusted, resulting in excessive overall strength reserves and a large self-weight of the longitudinal beams. This is detrimental to the assembly, transportation, and processing of the longitudinal beams, and also hinders the lightweighting of the railway flatcar.

[0004] Therefore, how to provide a solution to overcome or alleviate the above-mentioned defects remains a technical problem that urgently needs to be solved by those skilled in the art. Summary of the Invention

[0005] The purpose of this invention is to provide a railway flatcar body and a railway flatcar longitudinal beam, wherein the longitudinal beam includes a split first beam and a second beam, which are connected by connectors, resulting in less welding, a higher level of green production, and a more reasonable distribution of strength in different areas of the longitudinal beam, thereby reducing weight.

[0006] To solve the above-mentioned technical problems, the present invention provides a longitudinal beam for a railway flatcar, including a first sub-beam and a second sub-beam. The second sub-beam is located below the first sub-beam and in the middle region of the first sub-beam in the longitudinal direction. The second sub-beam is connected to the first sub-beam by a connector.

[0007] In the above scheme, the first and second sub-beams are separate structures. The second sub-beam is installed in the middle longitudinal region of the first sub-beam, which effectively achieves the fish-belly-shaped structural design of the middle beam, which is low at both ends and high in the middle, ensuring structural strength requirements. Furthermore, this separate design allows the first and second sub-beams to be designed and manufactured separately, enabling adjustments to their wall thickness and strength as needed. This largely avoids over-design for strength, effectively reducing the weight of the middle beam and facilitating its assembly, transportation, and assembly. It also contributes to the lightweight design of the vehicle body.

[0008] Importantly, the first and second sub-beams are connected using connectors. Compared to welding methods in related technologies, the connection between the first and second sub-beams eliminates the problem of welding fume collection, resulting in lower energy consumption, significantly improving the greenness of the vehicle body manufacturing process, and being more environmentally friendly.

[0009] Furthermore, since the second segment beam is located only in the longitudinal middle area of ​​the first segment beam, the longitudinal impact and traction loads of the railway flatcar body are mainly borne by the first segment beam, and basically do not act on the connection area between the first and second segment beams. In other words, the connector does not need to bear the longitudinal impact and traction loads of the railway flatcar body, the shear stress on the connector is small, the connector is not easily damaged, which helps to ensure the connection reliability of the first and second segment beams.

[0010] Optionally, the second sub-beam is a variable-height beam, including a bottom cover beam and two side beams. The two side beams are arranged opposite each other in the transverse direction. Both side beams are connected to the bottom cover beam. The bottom cover beam and the two side beams are connected to the first sub-beam through connectors.

[0011] Optionally, the bottom cover beam includes two upper plates and one lower plate, the upper plates and the lower plate are staggered in the vertical direction, the lower plate and the upper plate are connected by a transition plate, the transition plate and the upper plate are set at an angle, and the transition plate and the lower plate are set at an angle; the side beam is connected to the lower plate and the transition plate, and the upper plate is connected to the first sub-beam by a connector.

[0012] Optionally, the first sub-beam includes a main beam portion and a transition cover beam, the main beam portion extending longitudinally, and the transition cover beam installed on the main beam portion; the upper plate is connected to the transition cover beam and the main beam portion via connectors, and the side beam is connected to the main beam portion via connectors.

[0013] Optionally, the second sub-beam further includes a connecting plate, which is connected to the transition cover beam and the main beam portion via a connector, and is also connected to the side beam and the main beam portion via a connector.

[0014] Optionally, the second sub-beam further includes an adjusting pad located between the connecting plate and the side beam, and the connector can also pass through the adjusting pad.

[0015] Optionally, the side beam includes a horizontal plate portion and a vertical plate portion, the vertical plate portion being connected to the bottom cover beam, and the horizontal plate portion being connected to the first sub-beam.

[0016] Optionally, the second sub-beam further includes a second reinforcing seat, which connects the two side beams and also connects the bottom cover plate beam.

[0017] Optionally, the first sub-beam includes a main beam portion and a plurality of accessory components. The main beam portion extends longitudinally, and at least part of each of the accessory components is mounted on the main beam portion through a connecting member.

[0018] Optionally, the main beam portion is a beam body with equal height, and the main beam portion is in a U-shape, including a U-shaped portion and an eaves plate. The U-shaped portion includes a bottom plate and two side plates, and the eaves plate is located at one end of the side plate away from the bottom plate. The second sub-beam is mounted on the eaves plate.

[0019] Optionally, the connecting member is a bolt or a rivet.

[0020] The present invention also provides a car body of a railway flatcar, including a longitudinal beam, and the longitudinal beam is the longitudinal beam of the above-mentioned railway flatcar.

[0021] Since the longitudinal beam of the above-mentioned railway flatcar already has the above technical effects, then the car body of the railway flatcar having this longitudinal beam should also have similar technical effects, so it will not be elaborated here. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 is a schematic structural view of the car body of the railway flatcar provided by the present invention;

[0023] Figure 2 is Figure 1 a schematic structural view of the center beam in

[0024] Figure 3 is Figure 2 a front view of

[0025] Figure 4 is Figure 2 a schematic structural view of the first sub-beam in

[0026] Figure 5 is Figure 4 a bottom view of

[0027] Figure 6 is an internal structural view of the first sub-beam;

[0028] Figure 7 is a connection structural view of the impact seat connecting plate and the impact seat;

[0029] Figure 8 is a schematic structural view of the center plate seat;

[0030] Figure 9 is a connection structural view of the main beam portion, the center plate seat, the transition cover plate beam and the upper center plate;

[0031] Figure 10 This is a structural schematic diagram of the second beam.

[0032] Figure 11 for Figure 10 The front view;

[0033] Figure 12 for Figure 11 A cross-sectional view;

[0034] Figure 13 for Figure 11 A partial view;

[0035] Figure 14 This is a structural diagram showing the connection between the second sub-beam, the transition cover beam, and the eaves.

[0036] The annotations in the attached figures are explained as follows:

[0037] 1. Middle beam, 11. First sub-beam, 111. Main beam section, 111a. Bottom slab, 111b. Side slab, 111c. Eaves slab

[0038] 112 Front support plate, 113 Rear support plate, 114 Center plate, 114a Connecting side plate, 114b Connecting bottom plate, 114c Connecting stiffening plate, 115 First reinforcing seat, 116 Impact seat connecting plate, 117 Impact seat, 118 Transition cover beam, 119 Upper center plate, 12 Second sub-beam, 121 Bottom cover beam, 121a Upper plate, 121b Lower plate, 121c Transition plate, 122 Side beam, 122a Horizontal plate, 122b Vertical plate, 123 Connecting plate, 124 Adjusting pad, 125 Second reinforcing seat, 13 Connecting piece;

[0039] 2 side beams;

[0040] 3. Crossbeams. Detailed Implementation

[0041] To enable those skilled in the art to better understand the technical solutions of the present invention, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0042] In embodiments of the present invention, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined with "first" and "second" may explicitly or implicitly include one or more of that feature.

[0043] In the description of the embodiments of the present invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation", "connection" and "linking" should be interpreted broadly. For example, "linking" can be a detachable connection or a non-detachable connection; it can be a direct connection or an indirect connection through an intermediate medium.

[0044] In the description of the embodiments of the present invention, the term "multiple" refers to two or more. Furthermore, when using "multiple" to describe the quantity of different components, it does not indicate a quantitative relationship between these components.

[0045] In this embodiment of the invention, "longitudinal" refers to the running direction of the railway flatcar, and also to the length direction of the railway flatcar; within the running plane of the railway flatcar, the direction perpendicular to "longitudinal" is "lateral", which also refers to the width direction of the railway flatcar; the direction perpendicular to the running plane of the railway flatcar is "up and down", wherein the direction relatively away from the running plane is "up", and the direction relatively close to the running plane is "down", which also refers to the height direction of the railway flatcar.

[0046] In the description of embodiments of the present invention, the terms "comprising," "including," or any other variations thereof are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0047] Please refer to Figure 1 , Figure 1 This is a schematic diagram of the structure of the railway flatcar provided by the present invention.

[0048] like Figure 1 As shown, the present invention provides a railway flatcar body, including a center beam 1 and two side beams 2, which are located on the transverse sides of the center beam 1 respectively. A crossbeam 3 can also be configured between the center beam 1 and the side beams 2 to connect the center beam 1 and the side beams 2, thereby improving the structural strength of the car body.

[0049] In this embodiment of the invention, both the central beam 1 and the side beams 2 extend longitudinally; therefore, both the central beam 1 and the side beams 2 can be referred to as longitudinal beams. For ease of description, the following embodiments of the invention will use the central beam 1 as an example for illustration.

[0050] Please refer to Figures 2-14 , Figure 2 for Figure 1 Structural diagram of the central beam. Figure 3 for Figure 2 Front view, Figure 4 for Figure 2 Structural diagram of the first beam in the middle. Figure 5 for Figure 4 The bottom view, Figure 6This is a diagram of the internal structure of the first beam. Figure 7 This is a diagram showing the connection structure between the impact seat connecting plate and the impact seat. Figure 8 This is a schematic diagram of the structure of the heart-shaped base. Figure 9 This is a structural diagram showing the connection between the main beam, center plate seat, transition cover beam, and upper center plate. Figure 10 This is a structural schematic diagram of the second beam. Figure 11 for Figure 10 Front view, Figure 12 for Figure 11 The transverse cross-section view, Figure 13 for Figure 11 A partial view, Figure 14 This is a structural diagram showing the connection between the second sub-beam, the transition cover beam, and the eaves.

[0051] like Figure 2 and Figure 3 As shown, the central beam 1 includes a split first beam 11 and a second beam 12. The second beam 12 is located below the first beam 11 and is installed in the middle of the first beam 11 in the longitudinal direction. This design can effectively realize the fish-belly-shaped structure design of the central beam 1, which is low at both ends and high in the middle, and can ensure the structural strength requirements.

[0052] Furthermore, the aforementioned split design allows the first beam 11 and the second beam 12 to be designed and manufactured separately, so that the wall thickness and strength of the first beam 11 and the second beam 12 can be adjusted as needed. This can largely avoid over-designing the strength, thereby effectively reducing the weight of the middle beam 1. It can also facilitate the assembly, transportation and assembly of the middle beam 1, and is also conducive to the lightweight design of the vehicle body.

[0053] More importantly, the first beam 11 and the second beam 12 are connected by a connector 13. Compared with the welding method in related technologies, the connection between the first beam 11 and the second beam 12 does not have the problem of collecting welding fumes, resulting in lower energy consumption, significantly improving the green level of the vehicle body manufacturing process, and being more conducive to environmental protection.

[0054] Furthermore, since the second sub-beam 12 is located only in the longitudinal middle region of the first sub-beam 11, the longitudinal impact and traction loads of the railway flatcar body are mainly borne by the first sub-beam 11, and basically do not act on the connection area between the first sub-beam 11 and the second sub-beam 12. In other words, the connector 13 basically does not need to bear the longitudinal impact and traction loads of the railway flatcar body, the shear stress borne by the connector 13 is small, and the connector 13 is not easily damaged, which helps to ensure the connection reliability of the first sub-beam 11 and the second sub-beam 12.

[0055] The aforementioned connector 13 can specifically be a rivet or a bolt. The specific structure and strength design of the rivet and bolt are not limited here. In practical applications, those skilled in the art can configure them according to specific needs, as long as the requirements for use are met.

[0056] like Figures 4-6 As shown, the first sub-beam 11 may include a main beam 111 and multiple auxiliary components. The main beam 111 is a longitudinally extending beam body, mainly used to transmit the longitudinal impact and traction loads of the railway flatcar body. Each auxiliary component can be installed on the main beam 111. The specific installation method can be welding, because the size of each auxiliary component is relatively small, and the collection of welding fumes is relatively convenient when using welding process. Of course, each auxiliary component can also be connected to the main beam 111 using connectors 13, which can further reduce welding, thereby reducing welding fumes and improving the green level of production.

[0057] The main beam section 111 can specifically be a beam body of equal height. (Combined with...) Figure 9 The main beam 111 can be shaped like a "Z" and includes a U-shaped section and an eaves plate 111c. The U-shaped section can include a bottom plate 111a and two side plates 111b, which can be arranged opposite each other in the transverse direction. The eaves plate 111c can be located at the end of the side plate 111b away from the bottom plate 111a. The second sub-beam 12 can be installed on the eaves plate 111c. In practical applications, the main beam 111 can be made of profiles prepared by cold bending process to ensure structural strength.

[0058] It should be understood that the specific structural form of the main beam 111 is not limited to the aforementioned cold-formed Z-shaped beam; other structural forms can also be adopted, as long as they meet the usage requirements. For example, the main beam 111 can also include two separate beams arranged horizontally, and then these two separate beams are connected by structural members such as connecting beams to form a split main beam 111, which is also feasible.

[0059] The types of auxiliary components can vary, depending on the specific usage requirements of the central beam 1. Figures 4-6 In some embodiments, the auxiliary components may include a front follower plate seat 112, a rear follower plate seat 113, a center plate seat 114, a first reinforcing seat 115, an impact seat connecting plate 116, an impact seat 117, a transition cover beam 118, and an upper center plate 119.

[0060] Taking the aforementioned cold-formed Z-shaped beam as an example, the front follower plate seat 112, the rear follower plate seat 113, the center plate seat 114, and the first reinforcing seat 115 can all be set inside the U-shaped part of the main beam part 111.

[0061] The front axle plate seat 112 and the rear axle plate seat 113 can be installed on the main beam 111 via the connector 13. The front axle plate seat 112 and the rear axle plate seat 113 are used to install traction components such as couplers.

[0062] The center plate holder 114 can also be installed on the main beam 111 via the connector 13. The center plate holder 114 is used to install the upper center plate 119. The specific structural form of the center plate holder 114 is not limited here; in practical applications, those skilled in the art can determine it in conjunction with relevant technologies. In the embodiments shown in the drawings, as... Figure 8 As shown, the center plate base 114 may include a connecting side plate 114a, a connecting bottom plate 114b, and a connecting stiffener 114c. There may be two connecting side plates 114a, which may be arranged opposite to each other. The connecting bottom plate 114b may be connected to the two connecting side plates 114a. The connecting stiffener 114c may be connected to the connecting side plates 114a and the connecting bottom plate 114b to improve the structural strength of the center plate base 114. Both connecting side plates 114a may be connected to the two side plates 111b through connectors 13. After assembly, the center plate base 114 itself may also improve the structural strength of the first sub-beam 11.

[0063] The first reinforcing seat 115 can be installed on the main beam 111 by welding. The first reinforcing seat 115 is used to improve the structural strength of the main beam 111. There can be multiple first reinforcing seats 115, and each first reinforcing seat 115 can be arranged longitudinally at intervals inside the U-shaped part. The specific structural form of the first reinforcing seat 115 is not limited here. In practical applications, those skilled in the art can determine it according to the installation position of the first reinforcing seat 115, the reinforcement requirements of the main beam 111, etc.

[0064] The impact seat connecting plate 116 can be disposed at one longitudinal end of the main beam 111. Figure 7 The impact seat 117 can be installed on the impact seat connecting plate 116 to indirectly connect with the main beam 111. The impact seat 117 and the impact seat connecting plate 116 can also be connected by a connector 13.

[0065] The transition cover beam 118 can be installed on the main beam 111. Taking the main beam 111 as an example of the aforementioned cold-formed Z-beam, the transition cover beam 118 can be connected to two eaves plates 111c via connector 13 to enhance the structural strength of the first sub-beam 11.

[0066] The upper center plate 119 can be located below the transition cover beam 118. (Combined) Figure 8The connecting piece 13 can connect the upper center plate 119, the transition cover beam 118, and the center plate seat 114. The transition cover beam 118 can improve the connection strength between the upper center plate 119 and the center plate seat 114. The upper center plate 119 is used to connect with the lower center plate of the bogie to realize the connection between the car body and the bogie.

[0067] like Figure 10 and Figure 11 As shown, the second sub-beam 12 is a variable-height beam used to form the variable cross-section portion of the middle beam 1. The second sub-beam 12 may include a bottom cover beam 121 and two side beams 122. The two side beams 122 may be arranged opposite each other in the transverse direction. Both side beams 122 can be connected to the bottom cover beam 121. The bottom cover beam 121 and the two side beams 122 can be connected to the first sub-beam 11 through connectors 13.

[0068] The side beam 122 and the bottom cover beam 121 can be connected by welding because the longitudinal dimension of the second sub-beam 12 is much smaller than that of the vehicle body, making the collection of welding fumes relatively easy during manufacturing. Alternatively, the side beam 122 and the bottom cover beam 121 can also be connected using the aforementioned connector 13. This further reduces welding and welding fumes, thus improving the environmental friendliness of production.

[0069] Here, the specific structural form of the side beam 122 is not limited in this embodiment of the invention. In practical applications, those skilled in the art can make the configuration according to specific needs, as long as it can meet the requirements of use.

[0070] In the embodiments shown in the accompanying drawings, as Figure 12 As shown, the side beam 122 can be roughly L-shaped, including a horizontal plate 122a and a vertical plate 122b. The vertical plate 122b can be connected to the bottom cover beam 121, and the specific connection process can be welding, connection with connector 13, etc. The horizontal plate 122a can be connected to the first sub-beam 11, specifically, it can be connected to the aforementioned eaves 111c.

[0071] The bottom cover beam 121 can be a one-piece bent plate, allowing the second sub-beam 12 to form a single module. The bottom cover beam 121 may include two upper plates 121a and one lower plate 121b. The upper plates 121a and 121b are staggered vertically. The lower plate 121b and upper plate 121a can be connected by a transition plate 121c. The transition plate 121c and upper plate 121a can be at an angle, and the transition plate 121c and lower plate 121b can also be at an angle, thus achieving a variable height design for the entire second sub-beam 12. The side beam 122 can be connected to the lower plate 121b and the transition plate 121c. The upper plate 121a can be connected to the first sub-beam 11 via a connector 13.

[0072] The upper plate 121a can be connected to the transition cover beam 118 and the main beam 111 via the connector 13, specifically to the eaves 111c of the main beam 111. The transition cover beam 118 can also improve the connection strength between the upper plate 121a and the main beam 111. The side beam 122 can be connected to the main beam 111 via the connector 13, specifically to the eaves 111c of the main beam 111.

[0073] like Figure 13 and Figure 14 As shown, the second sub-beam 12 may also include a connecting plate 123. The connecting plate 123 can be connected to the transition cover beam 118 and the main beam portion 111 via a connector 13, and the connecting plate 123 can also be connected to the side beam 122 and the main beam portion 111 via the connector 13. In other words, the connecting plate 123 can establish the connection between the side beam 122 and the transition cover beam 118, which can better guarantee the connection strength between the second sub-beam 12 and the first sub-beam 11.

[0074] In some implementations, such as Figure 14 As shown, the thickness of the transverse plate portion 122a of the side beam 122 can be less than that of the transition cover beam 118. In this case, in order to facilitate the connection between the connecting plate 123, the transverse plate portion 122a, and the transition cover beam 118, the second sub-beam 12 can also be equipped with an adjusting pad 124. The adjusting pad 124 can be located between the connecting plate 123 and the side beam 122 to compensate for the thickness difference between the transverse plate portion 122a and the transition cover beam 118.

[0075] During actual assembly, the connector 13 can also pass through the adjusting pad 124 to connect the eaves 111c, the cross plate 122a, the adjusting pad 124, and the connecting plate 123.

[0076] Furthermore, the second sub-beam 12 may also include a second reinforcing seat 125, which can connect to the two side beams 122 and the bottom cover beam 121. The specific connection method may be welding or connection by connector 13, etc.

[0077] Here, the embodiments of the present invention do not limit the specific structural form of the connector 13. In practical applications, those skilled in the art can choose according to specific needs, as long as the requirements of use are met. In the embodiments shown in the drawings, each second reinforcing seat 125 can be plate-shaped; in addition, in some other embodiments of the present invention, the second reinforcing seat 125 can also adopt some relatively complex structures, such as profiles formed by combining multiple plates, as long as the requirements of use are met.

[0078] In the aforementioned beam 1, weight reduction holes and process holes can be configured as needed to achieve the technical purpose of convenient operation and weight reduction. The weight reduction holes and process holes are shown in the attached drawings and will not be described in detail here.

[0079] The above are merely preferred embodiments of the present invention. It should be noted that those skilled in the art can make various improvements and modifications without departing from the principle of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A longitudinal beam for a railway flatcar, characterized in that, It includes a first sub-beam (11) and a second sub-beam (12), the second sub-beam (12) being located below the first sub-beam (11) and in the middle region of the first sub-beam (11) in the longitudinal direction, and the second sub-beam (12) being connected to the first sub-beam (11) by a connector (13); The second sub-beam (12) is a variable-height beam, including a bottom cover beam (121) and two side beams (122). The two side beams (122) are arranged opposite each other in the transverse direction. Both side beams (122) are connected to the bottom cover beam (121). The bottom cover beam (121) and the two side beams (122) are connected to the first sub-beam (11) through connectors (13). The bottom cover beam (121) includes two upper plates (121a) and one lower plate (121b). The upper plates (121a) and the lower plates (121b) are connected to each other. The lower plate (121b) is staggered in the vertical direction. The lower plate (121b) and the upper plate (121a) are connected by a transition plate (121c). The transition plate (121c) and the upper plate (121a) are set at an angle, and the transition plate (121c) and the lower plate (121b) are set at an angle. The side beam (122) is connected to the lower plate (121b) and the transition plate (121c). The upper plate (121a) is connected to the first sub-beam (11) through a connector (13). The first sub-beam (11) includes a main beam (111) and a transition cover beam (118). The main beam (111) extends longitudinally, and the transition cover beam (118) is installed on the main beam (111). The upper plate (121a) is connected to the transition cover beam (118) and the main beam (111) through a connector (13). The side beam (122) is connected to the main beam (111) through a connector (13). The second sub-beam (12) also includes a connecting plate (123). The connecting plate (123) is connected to the transition cover beam (118) and the main beam (111) via the connector (13). The connecting plate (123) is also connected to the side beam (122) and the main beam (111) via the connector (13). The second sub-beam (12) further includes an adjusting pad (124), which is located between the connecting plate (123) and the side beam (122). The connector (13) can also pass through the adjusting pad (124).

2. The longitudinal beam of the railway flatcar according to claim 1, characterized in that, The side beam (122) includes a horizontal plate (122a) and a vertical plate (122b). The vertical plate (122b) is connected to the bottom cover beam (121), and the horizontal plate (122a) is connected to the first sub-beam (11).

3. The longitudinal beam of the railway flatcar according to claim 1, characterized in that, The second sub-beam (12) also includes a second reinforcing seat (125), which connects the two side beams (122) and the bottom cover beam (121).

4. The longitudinal beam of the railway flatcar according to any one of claims 1-3, characterized in that, The first sub-beam (11) includes a main beam (111) and a plurality of auxiliary components. The main beam (111) extends longitudinally, and at least a portion of each of the auxiliary components is mounted to the main beam (111) via a connector (13).

5. The longitudinal beam of the railway flatcar according to claim 4, characterized in that, The main beam (111) is a beam of equal height. The main beam (111) is shaped like a zigzag and includes a U-shaped part and an eaves board (111c). The U-shaped part includes a bottom plate (111a) and two side plates (111b). The eaves board (111c) is located at the end of the side plate (111b) away from the bottom plate (111a). The second sub-beam (12) is installed on the eaves board (111c).

6. The longitudinal beam of the railway flatcar according to any one of claims 1-3, characterized in that, The connector (13) is a bolt or a rivet.

7. A railway flatcar body, comprising longitudinal beams, characterized in that, The longitudinal beam is the longitudinal beam of the railway flatcar as described in any one of claims 1-6.

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