Railway wagon body and railway wagon

Abstract

The invention relates to a railway wagon body and a railway wagon, and relates to the technical field of railway wagons. Comprising multiple sets of side wall structures, multiple sets of end wall structures and a bottom frame, and the side wall structures and the end wall structures are installed on the bottom frame to jointly define a containing cavity; the multiple sets of side wall structures are oppositely arranged on the two sides of the bottom frame, each set of side wall structure comprises an upper side beam and a side wall plate, the upper side beam is arranged on the top of the side wall plate, and the upper side beam and the side wall plate are of an integrated structure; the end wall structures are oppositely arranged at the two ends of the bottom frame and incline towards one side of the interior of the containing cavity, each end wall structure comprises an end wall plate and a supporting assembly, the two sides of each end wall plate are connected with the corresponding side wall plate, the end wall plates are arranged on the bottom frame through the supporting assemblies, and the end wall plates are integrally cured and formed. The side wall structure is integrally manufactured, the number of parts is reduced, and rapid installation of the side wall structure can be achieved. According to the end wall structure, a supporting beam of a traditional plate-column type structure is omitted, the number of parts is reduced, and the manufacturing construction period is shortened.

Description

Technical Field

[0001] The present invention relates to the technical field of railway freight cars, and in particular to a railway freight car body and a railway freight car. Background Art

[0002] Coal hopper cars are a type of railway freight car with the advantages of high unloading efficiency, low comprehensive investment, and low daily operating costs. They are the most economical and efficient way to transport bulk cargo such as coal, especially on routes close to mining areas, with large transportation volumes and fixed coal transportation sections, where their operating effects are more obvious.

[0003] Currently, most coal hopper cars use steel bodies, resulting in a relatively heavy vehicle body and a relatively small vehicle volume and load capacity. Prior art coal hopper cars often use aluminum alloy bodies, which have a lower deadweight coefficient. However, aluminum alloy bodies require the connection of various components during production, resulting in a large number of parts and a high deadweight. Therefore, a railway freight car body and a railway freight car are proposed. Summary of the Invention

[0004] The present invention provides a railway freight car body and a railway freight car, which are used to reduce the number of parts of the railway freight car in the prior art, simplify the manufacturing process and reduce the manufacturing difficulty.

[0005] The present invention provides a railway freight car body, comprising a plurality of side wall structures, a plurality of end wall structures, and a chassis, wherein the plurality of side wall structures and the plurality of end wall structures are mounted on the chassis, so that the plurality of side wall surfaces, the plurality of end wall structures, and the chassis together form a receiving cavity.

[0006] Wherein, multiple groups of the side wall structures are relatively arranged on both sides of the base frame, and the side wall structures are kept perpendicular to the base frame, and each group of the side wall structures includes an upper side beam and a side wall plate, the upper side beam is arranged on the top of the side wall plate, and the upper side beam and the side wall plate are an integrated structure;

[0007] Multiple groups of end wall structures are relatively arranged at the two ends of the base frame, and the multiple groups of end wall structures are inclined toward the inner side of the accommodating cavity. Each group of end wall structures includes an end wall panel and a support assembly. The two sides of the end wall panel are respectively connected to the side wall panel. The end wall panel is arranged on the base frame through the support assembly, and the end wall panel is solidified as a whole.

[0008] In one embodiment, each group of the side wall structures further includes a plurality of side columns, which are evenly arranged on one side of the side wall panel located at the accommodating cavity, and the upper ends of the side columns are connected to the upper side beams.

[0009] In one embodiment, the side columns include hat-shaped side columns and flat side columns. The flat side columns are arranged at both ends of the side wall panels close to the end wall panels, and the hat-shaped side columns are arranged between the flat side columns at both ends.

[0010] In one embodiment, the end wall panel is corrugated, with crests and troughs evenly spaced in the transverse direction of the end wall panel, and the longitudinal lower end of the end wall panel is connected to the base frame.

[0011] In one embodiment, the end wall structure further includes an upper end beam and a connecting plate, and the upper end beam is connected to the longitudinal upper end of the end wall plate through the connecting plate.

[0012] In one embodiment, the support assembly includes an end plate and multiple end columns, the upper end of the end plate is connected to the end wall plate, the lower end of the end plate is connected to the base frame, and multiple end columns are provided on the end plate along the supporting direction of the end plate.

[0013] In one embodiment, the support assembly further includes a plurality of pads, each of which is respectively arranged in the trough on the back of the end wall panel and maintained on the same horizontal line, and the end stand is connected to the trough on the back of the end wall panel through the pads.

[0014] In one embodiment, a plurality of support rods are provided between the two side wall panels.

[0015] In one embodiment, a partition is provided in the middle of the accommodating cavity, and the partition is used to connect the side wall panels and the bottom frame on both sides.

[0016] A railway freight car comprises a bogie, a braking device, a coupler buffer device and a railway freight car body;

[0017] Wherein, the bogie, the braking device and the coupler buffer device are all arranged on the railway freight car body.

[0018] Compared with the existing technology, the advantage of the present invention is that the side wall structure is made in an integrated manner, which greatly reduces the number of parts and components and enables rapid installation of the side wall structure. The reduction in parts and components also reduces the dead weight of the side wall structure. Similarly, the end wall structure eliminates the support beams of the traditional plate-column structure, reducing the number of parts. The end wall panel adopts an integral solidification molding method to shorten the manufacturing period of the entire vehicle body. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Hereinafter, the present invention will be described in more detail based on embodiments with reference to the accompanying drawings.

[0020] Figure 1 It is a schematic diagram of the vehicle body structure of the present invention;

[0021] Figure 2 is a schematic diagram of the side wall structure of the present invention;

[0022] Figure 3 yes Figure 2 A side view of the hat-shaped jamb of the present invention;

[0023] Figure 4 yes Figure 2 A side view of the flat side column of the present invention;

[0024] Figure 5 A schematic diagram of the upper side beam and side wall panels of the present invention;

[0025] Figure 6 is a schematic cross-sectional view of a hat-shaped jamb of the present invention;

[0026] Figure 7 is a schematic cross-sectional view of a flat side column of the present invention;

[0027] Figure 8 is a schematic diagram of the end wall structure of the present invention;

[0028] Figure 9 yes Figure 8 Front view of

[0029] Figure 10 yes Figure 8 Left view of;

[0030] Figure 11 is a schematic diagram of the corrugation of the end wall panel of the present invention;

[0031] Figure 12 Schematic diagram of the connection between the end wall plate and the end vertical plate of the present invention;

[0032] Figure 13 It is a structural schematic diagram of the chassis of the present invention;

[0033] Figure 14 Schematic diagram of the plywork of the side wall panel of the present invention;

[0034] Figure 15 Schematic diagram of the ply layup of the cap-shaped jamb of the present invention;

[0035] Figure 16 Schematic diagram of the ply arrangement of the end wall panel of the present invention;

[0036] Reference numerals:

[0037] 1. Side wall structure; 101. Upper side beam; 1011. First flange; 102. Side wall panel; 103. Side column; 1031. Hat-shaped side column; 10311. Second flange; 1032. Flat side column; 2. End wall structure; 201. Upper end beam; 202. Connecting plate; 203. End wall panel; 2031. Third flange; 204. Support assembly; 2041. End upright plate; 2042. End column; 2043. Spacer; 3. Base frame; 301. End beam; 302. Pillar beam; 303. Side funnel plate; 304. Small crossbeam; 305. Middle beam; 306. Large crossbeam; 307. End funnel plate; 4. Strut; 5. Partition. DETAILED DESCRIPTION

[0038] The present invention will be further described below with reference to the accompanying drawings.

[0039] A railway freight car body includes multiple sets of side wall structures 1, multiple sets of end wall structures 2, and a chassis 3. The multiple sets of side wall structures 1 and the multiple sets of end wall structures 2 are mounted on the chassis 3, so that the multiple sets of side wall surfaces, the multiple sets of end wall structures 2, and the chassis 3 collectively form a receiving cavity. In this embodiment, a railway freight car body includes two sets of side wall structures 1 and two sets of end wall structures 2.

[0040] Railway freight cars carrying bulk cargo generally use plate-and-column combined side walls, which are mainly composed of side wall panels, side columns, upper side beams, etc. Depending on the position of the side columns relative to the side wall panels, the side walls can be divided into two structures: external side column and internal side column. Each structure can be divided into a riveted structure and a welded structure according to the connection method between the side columns and the side wall panels. The car body wall of the side wall structure with external side columns is smooth, which helps to reduce coal accumulation. It has the characteristics of simple structure, reliable use, and easy operation and maintenance. However, the space occupied by the side columns between the side wall panels and the vehicle limit cannot be utilized by the vehicle body volume, resulting in a low vehicle limit utilization rate and a small vehicle volume. Compared with the external side column structure, the internal side column structure fully utilizes the vehicle limit and can increase the vehicle volume. However, this structure has a complex manufacturing process, is prone to coal accumulation, and has a low cargo unloading rate.

[0041] The side columns and side wall panels of railway freight cars are connected by welding or riveting, which requires a large number of parts. The side walls of bulk cargo railway freight cars are currently typically made of metal materials such as steel and aluminum, resulting in a heavy weight of the railway freight cars. Therefore, a side wall structure, a preparation method, and a railway freight car are proposed.

[0042] Among them, multiple sets of side wall structures 1 are relatively arranged on both sides of the base frame 3, and the side wall structures 1 are kept perpendicular to the base frame 3. Each set of side wall structures 1 includes an upper side beam 101 and a side wall plate 102. The upper side beam 101 is arranged on the top of the side wall plate 102, and the upper side beam 101 and the side wall plate 102 are an integrated structure. Figure 2As shown, the integrated structure of the upper side beam 101 and the side wall panel 102 is made of fiber-reinforced resin-based composite materials through a molding process such as autoclave or vacuum bag. The side wall panel 102 is a flat fiber-reinforced resin-based composite laminate structure. A cavity is formed inside the upper side beam 101 to reduce the deadweight of the side wall structure 1 and to form a box-shaped section with high bending stiffness to bear the lateral and vertical loads of the side wall panel 102 and the vertical bending of the vehicle body. Reinforcement ribs (not shown in the figure) are arranged in the cavity to enhance the torsional stiffness of the upper side beam and prevent the upper side beam from bending and deformation. Among them, the connection between the upper side beam 101 and the side wall panel 102 forms a first flange 1011, which is bonded to the side wall panel 102 to form the upper side beam 101 and form a reliable closed structure inside it. The connection between the upper side beam 101 and the side column 103 forms an inclined surface.

[0043] In order to better implement the invention, refer to Figure 2 In one embodiment, each group of side wall structures 1 further includes a plurality of side columns 103, which are evenly arranged on one side of the side wall panel 102 located in the accommodating cavity. The upper end of the side column 103 is connected to the upper side beam 101, and the lower end of the side column 103 is connected to the bottom frame 3 or the end wall panel 203. The side column 103 is also made of fiber-reinforced resin-based composite material, and specifically, carbon fiber composite material can be preferably used. The side column 103 is the main load-bearing component of the side wall structure 1, which can withstand the pressure of the cargo on the side wall panel 102, ensure the temperature resistance and safety of the vehicle body structure, and prevent the side wall panel 103 from deformation. The side column 103 can effectively improve the anti-external expansion ability of the side wall panel 102. The side column 103 cooperates with the upper side beam 101 and the side wall panel 102 to form an integral structure, which enhances the lateral stiffness and longitudinal stiffness of the side wall panel 102. A plurality of side columns 103 are vertically and evenly arranged on one side of the side wall panel 102 close to the railway freight car accommodating chamber. The side columns 103 are used to ensure the anti-external expansion capability of the side wall structure 1 and prevent the side wall panel 102 from deforming.

[0044] By integrally forming the upper side beam and the side wall panel, the number of parts required to install the two is reduced. The upper side beam is designed as a cavity structure and combined with the side column, which not only reduces the overall deadweight of the side wall structure but also ensures the rigidity of the side wall structure.

[0045] Specifically, the side column 103 includes a hat-shaped side column 1031 and a flat side column 1032. Figure 3 、 4As shown in Figures 6 and 7, the flat side columns 1032 are provided at both ends of the side wall panel 102 close to the end wall panel 203, and the hat-shaped side columns 1031 are provided between the flat side columns 1032 at both ends. Among them, since the free area of ​​the side wall panel 102 is relatively large, in order to improve the external expansion stiffness under the pressure of bulk cargo, a plurality of hat-shaped side columns 1031 are provided at intervals along the longitudinal direction of the side wall panel 102. The cross section of the hat-shaped side column 1031 is trapezoidal, and the hat-shaped side column 1031 is provided with an opening on one side of the side wall panel 102. Second flanges 10311 are provided on both sides of the opening. The second flanges 10311 are installation contact surfaces, which facilitate the installation between the hat-shaped side column 1031 and the side wall panel 102. The interior of the hat-shaped side column 1031 is hollow, and the width of the opening of the hat-shaped side column 1031 is greater than the width of the side close to the accommodating cavity, as shown in Figures 6 and 7. Figure 6 As shown, the thickness of the hat-shaped side column 1031 is 90-110mm, and 100mm is preferred in this embodiment. When relying on the gravity of the cargo to unload, in order to fully reduce the obstruction of the built-in side column 103 structure to the bulk cargo sliding down the slope of the end wall, while also maintaining a certain degree of anti-external expansion rigidity of the side wall panel 102, a flat side column 1032 is provided on the inner side of the side wall panel 102 near the end wall panel 203 at both ends. The cross-section of the flat side column 1032 is trapezoidal, but the interior of the flat side column 1032 is a solid structure, and its width-to-thickness ratio (W / T) is greater than or equal to 2, and the thickness (T) is less than or equal to 30mm. The bottom side of the trapezoidal cross-section of the flat side column with a larger length is connected to the side wall panel. Among them, the thickness of the hat-shaped side column 1031 is greater than the thickness of the flat side column 1032, as shown in FIG. Figure 3 and 4 One end of the flat side column 1032 and the hat-shaped side column 1031 connected to the upper side beam 101 is closely fitted with the inclined surface of the upper side beam 101, and the connection at this point is preferably made with adhesive or film.

[0046] A unloading hopper is provided at the bottom of the vehicle between the two bogies of a railway freight car. After the unloading bottom door is opened, the bulk cargo loaded in the car falls by gravity and converges through the hopper to be unloaded. Since an unloading hopper cannot be provided above the bogie, the vehicle end wall above it must be provided with a structure with a certain inclination to the horizontal plane. The inclination should be greater than the resting angle of the bulk cargo on the vehicle, so that the cargo above it can be unloaded by gravity. The end wall of a railway freight car not only bears the pressure load of the bulk cargo in the car, but also bears the inertial impact load generated by the train starting, braking, curves, slopes, acceleration, deceleration and other working conditions during the operation of the vehicle. Existing railway freight cars mostly use hopper cars, and their end walls are generally a plate-column combination structure. This type of structure has a heavy weight, a complex structure, and a difficult manufacturing process. Therefore, an end wall structure, a preparation method, and a railway freight car of a railway freight car are proposed.

[0047] In this embodiment, multiple sets of end wall structures 2 are relatively arranged at both ends of the base frame 3, and each set of end wall structures 2 is inclined toward the interior of the accommodating cavity. Each set of end wall structures 2 includes an end wall panel 203 and a support assembly 204. Both sides of the end wall panel 203 are respectively connected to the side wall panels 102. The end wall panel 203 is arranged on the base frame 3 through the support assembly 204. That is, one end of the support assembly 204 is connected to the back of the end wall panel 203. The end wall panel 203 is integrally solidified. The support assembly 204 is used to support the end wall panel 203 to ensure that the end wall panel 203 is inclined.

[0048] In order to better implement the invention, refer to Figure 11 In one embodiment, the end wall panel 203 is corrugated, and the end wall panel 203 has evenly spaced crests and troughs in the transverse direction. The lower end of the end wall panel 203 in the longitudinal direction is connected to the base frame 3. The upper end of the end wall panel 203 is connected to the upper end beam 201 through the connecting plate 202. A third flange 2031 is provided on both sides of the end wall panel 203 in the transverse direction, and both sides of the end wall panel 203 are connected to the side wall panel 102 of the side wall structure 1 through the third flange 2031. Each crest and trough of the end wall panel 203 can play the role of an independent supporting beam in a traditional plate-column structure. From the perspective of structural mechanics, multiple troughs and crests can effectively improve the bearing capacity of the end wall panel 203, especially its strong bending stiffness in the longitudinal direction. The troughs and crests are continuous and symmetrical structures, which facilitates the simplification of the molding mold and reduces the specifications of the matching parts. The number of crests and troughs in the end wall panel 203 can be increased or decreased based on the actual vehicle body requirements. The height of the crests and troughs is generally 30-60 mm, with a wall thickness of 4-8 mm. The angles between the bottom plate of the trough and the top plate of the crest and web are all obtuse to reduce the accumulation of bulk cargo. The end wall panel 203 has a bend perpendicular to the surface of the end wall panel 203, namely the third flange 2031, on both sides, which connects the end wall panel 203 to the side wall panel 102.

[0049] In order to better implement the invention, refer to Figure 8 and 9 In one embodiment, the end wall structure 2 further includes an upper end beam 201 and a connecting plate 202. The upper end beam 201 and the connecting plate 202 constitute a baffle assembly, which is connected to one longitudinal end of the end wall panel 203. The upper end beam 201 is connected to the longitudinal upper end of the end wall panel 203 via the connecting plate 202. Specifically, the surface of the end wall panel 203 located within the accommodating cavity is used as the front face to determine its peaks and troughs. The peak surface of the upper end of the end wall panel 203 can also be connected to the upper end beam 201, and the trough surface of the upper end is connected to the connecting plate 202. The lower end of the end wall panel 203 is connected to the funnel plate of the base frame 3.

[0050] In order to better implement the invention, refer to Figure 8 and 9In one embodiment, the support assembly 204 includes an end upright plate 2041 and a plurality of end columns 2042. The end upright plate 2041 is a steel plate profiled structure, and the end columns 2042 are channel-shaped cold-bent steel. The upper end of the end upright plate 2041 is connected to the end wall plate 203, and the lower end of the end upright plate 2041 is connected to the base frame 3. A plurality of end columns 2042 are provided on the end upright plate 2041 along the support direction of the end upright plate 2041. Specifically, the middle portion of the back of the end wall plate 203 is connected to the end upright plate 2041, and the lower ends of the end upright plate 2041 and the end columns 2042 are connected to the steel structure of the base frame 3, preferably by welding. Since the end wall plate 203 is a corrugated plate with peaks and troughs, in order to facilitate the connection with the end upright plate 2041, a more reliable connection between the two is ensured. The surface where the end wall panel 203 and the end vertical plate 2041 are connected (the back of the end wall panel 203) is used as the front to distinguish the peaks and troughs. A plurality of pads 2043 are set at the troughs on the back of the end wall panel 203, and the pads 2043 are made of hard resin blocks. Each support assembly 204 includes a plurality of pads 2043, and the plurality of pads 2043 are respectively arranged in the troughs on the back of the end wall plate 203 and maintained at the same horizontal line. The end vertical plate 2041 is connected to the troughs on the back of the end wall plate 203 through the pads 2043, so that the outer surface of the pads 2043 is flush with the peaks on the back of the end wall plate 203. At this time, the end vertical plate 2041 is connected to the troughs of the end wall plate 203 through the pads 2043, which facilitates the connection of the end vertical plate 2041 to the end wall plate 203 as a whole. This connection method can be connected by rivets, and the troughs of the end wall plate 203, the pads 2043 and the end vertical plate 2041 are connected by rivets. Figure 12 As shown. The installation status of the end wall plate 203 after the connection is completed is as shown. Figure 10 shown.

[0051] By changing the end wall structure of the plate-column combination structure in the prior art into an end wall structure composed of corrugated end wall panels, baffle assemblies and support assemblies, the number of parts is reduced, the assembly difficulty of the entire end wall structure is reduced, and its own weight is also reduced, simplifying the manufacturing difficulty.

[0052] In order to better implement the invention, refer to Figure 1 In one embodiment, multiple support rods 4 are provided between the two sidewall panels 102 to enhance the sidewall panels' 102 resistance to external expansion. A partition 5 is provided in the center of the accommodating cavity. This partition 5 connects the sidewall panels 102 on either side to the center beam 305 and large crossbeam 306 of the base frame 3, enhancing the connection rigidity between the two sidewall panels 102. The support rods 4 and partition 5 are made of stainless steel or aluminum alloy.

[0053] In order to better implement the invention, refer to Figure 13In one embodiment, the chassis 3 includes multiple end beams 301, multiple pillow blocks 302, multiple side funnel plates 303, small cross beams 304, a middle beam 305, multiple lower side beams and a large cross beam 306, wherein the multiple lower side beams and the multiple end beams 301 constitute a rectangular chassis 3 frame, and pillow blocks 302 are provided at the front and rear ends of the chassis 3 frame, and a middle beam 305 parallel to the lower side beams is provided between the front and rear pillow blocks 302, and multiple small cross beams 304 and a large cross beam 306 perpendicular to and measuring the middle beam 305 are provided between the middle beam 305 and the lower side beams. The middle beam 305 is a variable-section box-type welded structure, the bolster 302 adopts a variable-section double-web box-type welded structure, the large crossbeam 306 is welded by a cover plate and L-shaped angle steel, and the end funnel plate 307, the side funnel plate 303, the large crossbeam 306 and the small crossbeam 304 divide the chassis 3 into multiple unloading ports.

[0054] The underframe 3 is the primary load-bearing structure of the vehicle body, constructed primarily of welded steel. Parts within the vehicle body that come into contact with particulate matter like coal are constructed of lightweight, corrosion-resistant materials such as aluminum alloy or stainless steel. Except for riveting between aluminum alloy and steel components, all other steel components are connected by welding.

[0055] In this embodiment, the side wall structure 1 is an integrated structure formed by integrally curing a fiber-reinforced resin-based composite material, wherein the side column 103 is displaced inside the accommodating cavity of the vehicle body, the hat-shaped side column 1031 and the flat side column 1032 are arranged on the inner wall of the side wall, and rivets are used to connect the two ends of the side wall panel 102 to the end wall panel 203, the bottom end of the side wall panel 102 to the lower side beam of the chassis 3, and the middle part of the side wall panel 102 to the partition 5, and bolts are used to connect the side wall panel 102 to the support rod 4.

[0056] In this embodiment, in order to reduce the deadweight of a railway freight car, a side wall structure 1 is prepared. The preparation method of the side wall structure 1 includes:

[0057] Step 1: One-time curing: the upper side beam 101, the side wall panel 102 and the side column 103 are respectively cured and formed by a molding process using fiber reinforced resin-based composite materials.

[0058] Step 2: Assemble the side wall panel 102 and the side column 103 using adhesive or adhesive film.

[0059] Step 3: Place the assembled and positioned side wall structure 1 in an autoclave or oven. Pressurize and heat the structure for a certain period of time so that the components that have been cured and formed once are bonded and cured for a second time under the action of the adhesive or film.

[0060] The upper side beam 101, side wall panel 102, and side column 103 in step 1 can be made of different fiber-reinforced resin-based composite materials. In this embodiment, the hat-shaped side column 1031 and the flat side column 1032 are preferably made of 0.15mm thick carbon fiber prepreg, formed by molding or pultrusion. The monolithic structure of the upper side beam 101 and side wall panel 102 is preferably made of 0.15mm thick carbon fiber prepreg, formed by autoclaving or vacuum bagging. Thus, the entire side wall structure 1, after bonding and curing, forms a monolithic structure without welding or riveting.

[0061] In step 3, when the side wall structure 1 is cured once or twice in an autoclave or oven, the temperature is raised to 80-90°C at a heating rate of 1-3°C / min, kept at this temperature for 1-2 hours, then raised to 120°C, kept at this temperature for 3 hours, and then cooled to below 40°C at a cooling rate of 0.5-1.5°C / min before being taken out.

[0062] Specifically, in step 1, the side wall panel 102 is made of multi-layer unidirectional fiber reinforced resin-based composite material, preferably carbon fiber prepreg in this embodiment, which is laid in a certain order and direction angle, such as Figure 14 As shown, the inner and outer surfaces are made of bidirectional fabric, the inner layer is made of unidirectional carbon fiber prepreg and laid alternately in the order of 0° / ±45° / 90°, the thickness of each layer of carbon fiber prepreg is 0.1-0.5mm, the total thickness of the side wall panel 102 is 6-10mm, preferably 8mm in this embodiment, and the outer layer is laid in 0° / 90°. The hat-shaped side column 1031 is made of multiple layers of unidirectional fiber reinforced resin-based composite materials, preferably carbon fiber prepreg in this embodiment, laid in a certain order and direction angle, as shown in FIG. Figure 15 As shown, the inner and outer layers are made of bidirectional fabrics, the inner layer is entirely made of unidirectional carbon fiber prepreg laid at 0°, and the outermost layer is laid at 0° / 90°. The thickness of each layer of prepreg can be 0.1mm to 0.5mm.

[0063] The side wall structure 1, which is the main load-bearing structure of the railway freight car body, is made of non-metallic composite materials, which can minimize the deadweight of the car body and achieve deep lightweighting of the heavy-load railway freight car body, thereby increasing the vehicle load and improving the transportation economic efficiency of the railway freight car. In this embodiment, a structure in which the side column 103 is built in is adopted, and the side wall panel 102 can be repeatedly attached to the vehicle boundary of the railway freight car, avoiding the multiple invalid structural spaces of the traditional structure of the external side column 103, thereby effectively increasing the volume of the accommodating cavity and further improving the technical and economic efficiency of the railway freight car. Fiber-reinforced resin-based composite materials represented by carbon fiber composite materials have a tensile strength of more than 1000 MPa and an elastic modulus not lower than that of aluminum alloy materials. They can maintain or increase the strength and stiffness reserve of the car body while lightweighting the car body. In this embodiment, the fiber-reinforced resin-based composite material is used to form an integrally formed side wall structure 1, which greatly reduces the number of parts and eliminates the process manufacturing process of welding or riveting connection in the existing technology. Therefore, the side wall manufacturing process can be effectively simplified and the production cycle can be shortened.

[0064] In one embodiment, a railway freight car may only include a side wall structure 1 prepared by the side wall structure preparation method, both ends of the side wall structure 1 are connected to the end wall structure of the railway freight car, and the lower end is connected to the underframe 3 of the railway freight car.

[0065] In this embodiment, in order to reduce the deadweight of the railway freight car, an end wall structure 2 is prepared. The preparation method of the end wall structure 2 includes:

[0066] Step 1: The end wall panel 203 is laid out in a mold with each layer of prepreg.

[0067] Step 2: Place the end wall panel 203 together with the mold in a heated and pressurized autoclave or oven, so that the fiber-reinforced resin-based composite material on the prepreg undergoes physical or chemical changes under temperature and pressure for a certain period of time, and finally solidifies as a whole to form the end wall panel 203.

[0068] In step 1, the end wall panel 203 is made of unidirectional fiber reinforced resin-based composite material. In this embodiment, carbon fiber prepreg is preferably laid in multiple layers in a certain order and direction angle. The inner and outer layers are made of bidirectional fabric, and the inner layers are made of unidirectional prepreg, which are laid alternately in the order of 0° / ±45° / 90°. The thickness of each layer of prepreg can be 0.1mm~0.5mm. Figure 16 shown.

[0069] In step 2, the temperature in the autoclave or oven is increased to 80-90°C at a heating rate of 1-3°C / min, kept at this temperature for 1-2 hours, then increased to 120°C, kept at this temperature for 3 hours, and then cooled to below 40°C at a cooling rate of 0.5-1.5°C / min before being taken out of the can.

[0070] In one embodiment, a railway freight car may only include an end wall structure 2 manufactured by the method for manufacturing an end wall structure, and both ends of the end wall structure 2 are connected to the side wall structure of the railway freight car.

[0071] The fibers in the material mainly play a role in the strength and stiffness of the material, while the resin protects and supports the fibers and also plays a certain role in bearing the load. In this embodiment, the end wall panel 203, the upper end beam 201 and the connecting plate 202 all adopt a carbon fiber composite laminate structure, which is glued or mechanically connected to each other. The end wall panel 203 and the end vertical plate 2041 are made of different materials and are mechanically connected. Specifically, the upper end crest surface of the end wall panel 203 is connected to the upper end beam 201, the upper end trough surface is connected to the connecting plate 202, the lower end is connected to the end funnel plate 307 of the base frame 3, the two sides are connected to the side wall panels 102, the middle part is riveted to the end vertical plate 2041 and the end column 2042, and the lower part of the end vertical plate 2041 and the end column 2042 is welded to the steel structure of the base frame 3. Since the end wall panel 203 is a corrugated plate with peaks and troughs, in order to facilitate reliable connection with the end vertical plate 2041, when the peak and trough state is determined by the surface of the end wall panel 203 located inside the accommodating cavity, the trough of the end wall panel 203 is directly contacted and connected with the surface of the end vertical plate 2041, and a pad 2043 is set between the peak of the end wall panel 203 and the end vertical plate 2041, and the end wall panel 203, the pad 2043 and the end vertical plate 2041 are riveted together by rivets.

[0072] A railway freight car comprises a bogie, a braking device, a coupler buffer device and a railway freight car body; wherein the bogie, the braking device and the coupler buffer device are all arranged on the railway freight car body.

[0073] While the present invention has been described with reference to preferred embodiments, various modifications may be made and equivalent components may be substituted without departing from the scope of the present invention. In particular, the various technical features described in the various embodiments may be combined in any manner, provided no structural conflicts exist. The present invention is not limited to the specific embodiments disclosed herein, but encompasses all technical solutions within the scope of the claims.

Claims

1. A railway freight car body, characterized in that: It includes multiple sets of side wall structures, multiple sets of end wall structures and a bottom frame, wherein the multiple sets of side wall structures and the multiple sets of end wall structures are installed on the bottom frame, so that the multiple sets of side wall surfaces, the multiple sets of end wall structures and the bottom frame together form a receiving cavity; Wherein, multiple groups of the side wall structures are relatively arranged on both sides of the base frame, and the side wall structures are kept perpendicular to the base frame, and each group of the side wall structures includes an upper side beam and a side wall plate, the upper side beam is arranged on the top of the side wall plate, and the upper side beam and the side wall plate are an integrated structure; Multiple groups of end wall structures are relatively arranged at the two ends of the base frame, and the multiple groups of end wall structures are inclined toward the inner side of the accommodating cavity. Each group of end wall structures includes an end wall panel and a support assembly. The two sides of the end wall panel are respectively connected to the side wall panel. The end wall panel is arranged on the base frame through the support assembly, and the end wall panel is solidified as a whole.

2. The railway freight car body according to claim 1, characterized in that: Each group of the side wall structures further includes a plurality of side columns, which are evenly arranged on one side of the side wall panel located at the accommodating cavity, and the upper ends of the side columns are connected to the upper side beams.

3. The railway freight car body according to claim 2, characterized in that: The side columns include hat-shaped side columns and flat side columns. The flat side columns are arranged at both ends of the side wall plate close to the end wall plate, and the hat-shaped side columns are arranged between the flat side columns at both ends.

4. The railway freight car body according to claim 1, characterized in that: The end wall panel is corrugated, with wave crests and wave troughs evenly spaced in the transverse direction of the end wall panel, and the longitudinal lower end of the end wall panel is connected to the base frame.

5. The railway freight car body according to claim 4, characterized in that: The end wall structure further includes an upper end beam and a connecting plate, and the upper end beam is connected to the longitudinal upper end of the end wall plate through the connecting plate.

6. The railway freight car body according to claim 1, characterized in that: The support assembly includes an end plate and multiple end columns. The upper end of the end plate is connected to the end wall plate, and the lower end of the end plate is connected to the base frame. Along the supporting direction of the end plate, multiple end columns are provided on the end plate.

7. The railway freight car body according to claim 6, characterized in that: The support assembly also includes a plurality of pads, which are respectively arranged in the troughs on the back of the end wall panel and maintained on the same horizontal line. The end stand is connected to the troughs on the back of the end wall panel through the pads.

8. The railway freight car body according to claim 1, characterized in that: A plurality of support rods are provided between the two side wall panels.

9. The railway freight car body according to claim 1 or 8, characterized in that: A partition is provided in the middle of the accommodating cavity, and the partition is used to connect the side wall panels and the bottom frame on both sides.

10. A railway freight car, characterized in that: A railway freight car body comprising a bogie, a braking device, a coupler buffer device and the railway freight car body according to any one of claims 1 to 9; Wherein, the bogie, the braking device and the coupler buffer device are all arranged on the railway freight car body.

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