Lightweight multi-working-condition container flatcar chassis

Abstract

The invention discloses a lightweight and multi-working-condition container flatcar underframe, which relates to the technical field of container flatcars and comprises a middle beam assembly, an end beam assembly, a sleeper beam assembly, a cross beam assembly and a central cross beam assembly. The central cross beam assembly is arranged in the middle of the middle beam assembly, the two end beam assemblies are symmetrically arranged at the two ends of the middle beam assembly, and the two sleeper beam assemblies are arranged on the middle beam assembly between the central cross beam assembly and the end beam assemblies. The number of the cross beam assemblies is two, and each cross beam assembly is arranged on the middle beam assembly between the central cross beam assembly and the sleeper beam assembly. Compared with an existing container flatcar underframe, the equal-strength design theory is fully utilized, the advantages of the variable cross-section box beams are reasonably utilized, the dead weight is reduced to the maximum extent on the basis that the rigidity and strength required by application are met, the weight of the underframe is controlled within 3.5 t, the vehicle load is improved under the condition of certain axle load, and the whole life cycle cost of the vehicle is reduced; and vehicle economic benefits are improved.

Description

Technical Field

[0001] The present invention relates to the technical field of container flat cars, and more particularly to the technical field of a lightweight, multi-working-mode container flat car underframe. Background Art

[0002] Container transportation has the advantages of less cargo damage, high efficiency and fast speed.

[0003] Most existing container flat cars use a hot-rolled profile welded structure. Due to the inherent properties of the profile, such as fixed size and limited strength, the car body is generally heavy and the loading conditions are relatively simple. Summary of the Invention

[0004] The purpose of the present invention is to solve the above technical problems and provide a lightweight, multi-working mode container flat car chassis, which can improve the flexibility and economy of container transportation and reduce transportation costs.

[0005] In order to achieve the above-mentioned purpose, the present invention specifically adopts the following technical solutions: The present invention provides a lightweight, multi-working mode container flat car chassis, comprising a center beam assembly, an end beam assembly, a bolster assembly, a cross beam assembly, and a central cross beam assembly; the central cross beam assembly is arranged in the middle of the center beam assembly, two end beam assemblies are symmetrically arranged at both ends of the center beam assembly, two bolster assemblies are provided, each bolster assembly is provided on the center beam assembly between the central cross beam assembly and the end beam assembly; two cross beam assemblies are provided, each cross beam assembly is provided on the center beam assembly between the central cross beam assembly and the bolster assembly; The center beam comprises a center beam upper cover plate, two center beam web plates, a center beam lower cover plate, two center beam partition plates, two rear follower plate seats and two impact seat seats; the center beam upper cover plate, two center beam web plates, the center beam lower cover plate and two center beam partition plates constitute a center beam box structure, and the two center beam partition plates are arranged inside the center beam box structure; The rear plate seat is formed by welding plates and is arranged inside the center beam box structure to load the removable wear plate; the two impact seats are an integral structure welded at both ends of the center beam box structure.

[0006] In one embodiment, the center beam upper cover plate comprises a middle upper cover plate and side cover plate assemblies symmetrically arranged on both sides of the middle upper cover plate, each side cover plate assembly comprises a first upper cover plate, a second upper cover plate, a third upper cover plate and a fourth upper cover plate arranged in sequence from the end to the middle, the first upper cover plate, the second upper cover plate, the third upper cover plate, the fourth upper cover plate and the middle upper cover plate are spliced ​​together with plates of different cross sections, and a large arc transition is adopted at the cross section change location; Specifically, the center beam upper cover is composed of 9 plates of different cross-sections. A large arc transition is used at the cross-section change point. The overall structure is arranged longitudinally symmetrically along the center beam, and its thickness can be adjusted according to the specific stress conditions.

[0007] The center beam web plate assembly is a variable cross-section structure arranged below the middle portion of the center beam upper cover plate assembly. The center beam web plate assembly includes a first web plate, a second web plate, and a third web plate arranged in sequence. The second web plate and the third web plate are symmetrically arranged on both sides of the second web plate. The thickness of the first web and the thickness of the third web are both greater than the thickness of the second web, and the cross-sectional height of the second web is greater than the heights of the second web and the third web; The cross-sectional heights of the second web and the third web gradually increase from the end portion to the middle portion of the vehicle body.

[0008] The center beam lower cover plate is a variable cross-section structure, and the center beam lower cover plate comprises a middle lower cover plate arranged below the center beam web plate and two end lower cover plates arranged below the two ends of the center beam upper cover plate; The thickness of the two end lower cover plates is greater than that of the middle lower cover plate, and the width of the end lower cover plates gradually increases from the end of the vehicle body to the middle section of the vehicle body.

[0009] The center beam bulkhead comprises two bulkhead assemblies symmetrically arranged along the longitudinal direction of the vehicle. Each bulkhead assembly is provided with a core plate bulkhead, a first bulkhead, a second bulkhead and a third bulkhead in sequence from the end of the center beam to the middle of the center beam. The center plate partition is placed directly above the center plate to increase the strength and rigidity of the traction beam; the first partition is placed at the variable cross-section position at the connection between the middle lower cover plate and the middle lower cover plate to increase the structural stability of the center beam at the variable cross-section position; the second partition is placed between the two third webs to increase the strength of the center beam; the third partition is placed at the joint of the third web and the second web to increase the structural strength and rigidity of the joint.

[0010] In one embodiment, the end beam assembly includes two end beam assembly units symmetrically arranged on both sides of the middle beam assembly, each end beam assembly unit includes an end beam upper cover plate, an end beam lower cover plate, an end beam first web plate, an end beam second web plate, an end beam lock seat bearing plate, an end beam partition plate, an end beam cover plate, a lifting eye, and an end beam reinforcement plate; The first web plate of the end beam and the second web plate of the end beam are arranged between the upper cover plate of the end beam and the lower cover plate of the end beam, and together form a box-type structure; The upper cover plate of the end beam has a variable cross-section along the transverse direction of the vehicle body, with a larger cross-section in the middle and a smaller cross-section at the ends. The welded portion with the center beam adopts a large arc transition. The lower cover plate of the end beam has a variable cross-section along the transverse and longitudinal directions of the vehicle body. The cross-section is larger near the middle of the vehicle body and smaller at the end. The connection with the center beam adopts a large arc transition. The first web of the end beam has a variable cross-section transition structure along the vertical direction of the vehicle body. The upper edge is aligned with the upper cover plate of the end beam, and the lower edge is aligned with the lower cover plate of the end beam. The connection with the center beam adopts a large arc transition. The second web of the end beam has a variable cross-section along the vertical and longitudinal directions of the vehicle body. Starting from the end, it is bent twice along the edges of the end beam upper cover plate and the end beam lower cover plate before being connected to the center beam. The end beam lock seat bearing plate is placed at the end of the end beam and is used to carry the container corner fittings. It has an uneven thickness structure along the transverse direction of the vehicle body. The thin end of the end beam lock seat bearing plate is spliced ​​with the end beam upper cover plate, and the thick end of the end beam lock seat bearing plate has a round hole for installing the container locking device. The end beam partition is placed inside the end beam box beam, at the cross-section variable position between the end beam lower cover plate and the end beam second web, to increase the end beam structural rigidity and longitudinal stability; The end beam sealing plate is located between the end beam lock seat bearing plate and the end beam lower cover plate. The end beam stiffener is welded to the outside of the end beam sealing plate. The upper and lower ends of the end beam stiffener are welded to the end beam upper cover plate and the end beam lower cover plate respectively. The lifting lug is placed at the end of the end beam assembly and is connected to the first web. The position of the lifting lug is aligned with the end beam cover plate along the longitudinal center of the vehicle body.

[0011] Specifically, the end beam assembly is an integral box-shaped structure connected to the middle beam assembly by welding.

[0012] In one embodiment, the bolster assembly includes two bolster assembly units symmetrically arranged on both sides of the center beam assembly, and each bolster assembly unit includes a bolster upper cover plate, a bolster web plate, a bolster lower cover plate, a bolster cover plate, and a bolster rib plate. The upper cover plate and the lower cover plate of the bolster are both welded to the middle beam. The bolster cover plate is arranged between the upper cover plate and the lower cover plate of the bolster on the side away from the middle beam. The bolster web is arranged between the upper cover plate and the lower cover plate of the bolster. The two ends of the bolster web are respectively welded to the middle beam and the bolster cover plate.

[0013] Specifically, the bolster is composed of a single web variable cross-section structure as a whole.

[0014] In one embodiment, the cross beam assembly includes two cross beam assembly units symmetrically arranged on both sides of the middle beam assembly, and each cross beam assembly unit includes a cross beam upper cover plate, a cross beam lower cover plate, two cross beam web plates and a cross beam end plate to form a variable cross-section box structure; The variable cross-section box structure has a large middle cross-section and a small end cross-section; The lower part of each crossbeam component unit is provided with a first crossbeam rib plate and a second crossbeam rib plate, and the first crossbeam rib plate and the second crossbeam rib plate are aligned with the two crossbeam webs respectively; A double-lock bearing plate is provided at the end of each beam unit. The double-lock bearing plate is 8mm-9mm higher than the upper cover plate of the beam to compensate for the deformation of the beam under vehicle loading conditions. The cross-sectional change of the bearing plate is the same as that of the end beam lock bearing plate.

[0015] In one embodiment, the central cross beam assembly includes two cross beam assembly units symmetrically arranged on both sides of the middle beam assembly, and each cross beam assembly unit includes a central upper cover plate, a central lower cover plate, two central web plates and a central end plate; The central upper cover plate, the central lower cover plate, the two central web plates and the central end plate form a variable cross-section box structure; the variable cross-section box structure has a large cross-section in the middle and a small cross-section at the end; The middle lower cover plate is provided with an arc transition from the end to the middle; Two central ribs are provided at the bottom of each crossbeam unit. Each central rib is aligned with the corresponding central web. The lower part of the central rib is connected to the lower cover of the center beam to transmit the vertical force of the central crossbeam. A central double lock seat bearing plate is provided at the end of each cross beam component unit, and its cross-sectional variation is the same as that of the end beam lock seat bearing plate.

[0016] The beneficial effects of the present invention are as follows: 1. Compared with the existing container flat car chassis, the present invention fully utilizes the equal strength design theory and rationally utilizes the advantages of variable-section box beams to maximize the reduction of deadweight on the basis of meeting the required stiffness and strength. The chassis weight is controlled within 3.5t, and the vehicle load capacity is increased under certain axle load conditions, thereby reducing the vehicle's full life cycle cost and improving the vehicle's economic benefits.

[0017] 2. Compared with the existing container flat car chassis, the central cross beam and cross beam of the chassis of the present invention all adopt double lock seats. According to actual application needs, 10ft containers, 20ft containers, and 40ft containers can be loaded, greatly improving the applicability of the vehicle.

[0018] 3. Compared to existing container flatcar underframes, this invention features an overall skeletal structure, without side beams or auxiliary beams. Each transverse beam utilizes a modular design, serving as a universal structure and design for similar vehicles. By adjusting cross-sectional parameters and assembly positioning dimensions, the invention can accommodate container transport needs of varying sizes.

[0019] 4. All beams of the present invention are welded together into a variable-section box-shaped structure using plate materials. The high strength of the box beam is utilized to ensure the strength and rigidity of the vehicle body while reducing the deadweight.

[0020] 5. The underframe of the present invention is composed of a center beam, end beams, and cross beams that run through the entire length of the vehicle. It has no edge structures such as side beams and auxiliary beams. It can be adapted to bogies of different types and gauges, and can be adapted to lever brakes or integrated brakes. By adjusting the position of each beam, it can accommodate the loading of containers of various sizes. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the following is a brief introduction to the drawings required for use in the embodiments. It should be understood that the following drawings only illustrate certain embodiments of the present invention and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other relevant drawings can be obtained based on these drawings without paying any creative work.

[0022] Figure 1 This is a structural schematic diagram of a lightweight, multi-working mode container flat car chassis of the present invention; Figure 2 yes Figure 1 Schematic diagram of the local structure; Figure 3 It is an axonometric view of the center beam composition; Figure 4 This is the axonometric view of the end beam. Figure 5 It is an axonometric view of the corbel composition; Figure 6 It is a side view of the beam-forming axis; Figure 7 It is an axonometric view of the central beam; Reference numerals: 1, middle beam composition; 2, end beam composition; 3, bolster beam composition; 4, cross beam composition; 5, central cross beam composition; 1.1. Center beam upper cover plate composition; 1.2. Center beam web plate composition; 1.3. Center beam lower cover plate composition; 1.4. Center beam partition plate composition; 1.5. Rear follower plate seat composition; 1.6. Impact seat composition; 1.1.1, first upper cover; 1.1.2, second upper cover; 1.1.3, third upper cover; 1.1.4, fourth upper cover; 1.1.5, middle upper cover; 1.2.1, first web; 1.2.2, second web; 1.2.3, third web; 1.3.1, end lower cover plate; 1.3.2, middle lower cover plate; 1.4.1, center plate partition; 1.4.2, first partition; 1.4.3, second partition; 1.4.4, third partition; 2.1. End beam upper cover plate; 2.2. End beam lower cover plate; 2.3. End beam first web plate; 2.4. End beam second web plate; 2.5. End beam lock seat bearing plate; 2.6. End beam partition plate; 2.7. End beam sealing plate; 2.8. Lifting lugs; 2.9. End beam reinforcement plate; 3.1. Upper cover plate of bolster; 3.2. Web plate of bolster; 3.3. Lower cover plate of bolster; 3.4. Closing plate of bolster; 3.5. Rib plate of bolster; 4.1. Upper cover plate of crossbeam; 4.2. Lower cover plate of crossbeam; 4.3. Web plate of crossbeam; 4.4. End plate of crossbeam; 4.5. First rib plate of crossbeam; 4.6. Second rib plate of crossbeam; 4.7. Double lock seat bearing plate of crossbeam; 5.1. Central upper cover plate; 5.2. Central lower cover plate; 5.3. Central web plate; 5.4. Central end plate; 5.5. Central rib plate; 5.6. Central double lock seat bearing plate. DETAILED DESCRIPTION

[0023] To make the technical problems, technical solutions, and technical effects of the present invention more clear, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Generally, the components of the embodiments of the present invention described and shown in the drawings herein can be arranged and designed in various different configurations.

[0024] Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the invention as claimed, but rather merely represents selected embodiments of the present invention. All other embodiments derived by persons of ordinary skill in the art based on the embodiments of the present invention without creative effort are intended to fall within the scope of protection of the present invention.

[0025] It should be noted that similar reference numerals and letters represent similar items in the following drawings. Therefore, once an item is defined in one drawing, it does not need to be further defined or explained in subsequent drawings. In addition, the terms "first," "second," etc. are used only to distinguish the descriptions and are not to be understood as indicating or implying relative importance.

[0026] In the description of the embodiments of the present invention, it should be noted that the terms "inside", "outside", "upper", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, or are the orientations or positional relationships in which the inventive product is usually placed when in use. They are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, they cannot be understood as limitations on the present invention.

[0027] Example 1 This embodiment provides a lightweight, multi-working mode container flat car chassis, including a center beam assembly 1, an end beam assembly 2, a bolster assembly 3, a cross beam assembly 4, and a central cross beam assembly 5; the central cross beam assembly 5 is arranged in the middle of the center beam assembly 1, the number of end beam assemblies 2 is two and symmetrically arranged at both ends of the center beam assembly 1, the number of bolster assemblies 3 is two, and each bolster assembly 3 is arranged on the center beam assembly 1 between the central cross beam assembly 5 and the end beam assembly 2; the number of cross beam assemblies 4 is two, and each cross beam assembly 4 is arranged on the center beam assembly 1 between the central cross beam assembly 5 and the bolster assembly 3; The center beam assembly 1 includes a center beam upper cover assembly 1.1, two center beam webs 1.2, a center beam lower cover assembly 1.3, two center beam partitions 1.4, two rear follower plate seats 1.5, and two impact seat seats 1.6; the center beam upper cover assembly 1.1, the two center beam webs 1.2, the center beam lower cover assembly 1.3, and the two center beam partitions 1.4 constitute a center beam box structure, and the two center beam partitions 1.4 are disposed within the center beam box structure; The rear plate seat component 1.5 is formed by welding plates and is arranged inside the center beam box structure for loading removable wear plates; the two impact seats component 1.6 is an integral structure and is welded at both ends of the center beam box structure.

[0028] Example 2 This embodiment is a further optimization based on the embodiment 1, specifically: The center beam upper cover assembly 1.1 comprises a central upper cover 1.1.5 and side cover assemblies symmetrically arranged on either side of the central upper cover 1.1.5. Each side cover assembly comprises, in order from end to center, a first upper cover 1.1.1, a second upper cover 1.1.2, a third upper cover 1.1.3, and a fourth upper cover 1.1.4. The first upper cover 1.1.1, the second upper cover 1.1.2, the third upper cover 1.1.3, the fourth upper cover 1.1.4, and the central upper cover 1.1.5 are constructed from sheet materials of varying cross-sections, with large arc transitions at varying cross-sections. Specifically, the center beam upper cover component 1.1 is made up of 9 plates with different cross-sections, with a large arc transition at the variable cross-section. It is arranged longitudinally symmetrically along the center beam component 1 as a whole, and its thickness can be adjusted according to specific stress conditions.

[0029] The center beam web assembly 1.2 is a variable cross-section structure disposed below the center portion of the center beam upper cover assembly 1.1. The center beam web assembly 1.2 comprises a first web 1.2.1, a second web 1.2.2, and a third web 1.2.3, which are sequentially disposed. The second web 1.2.2 and the third web 1.2.3 are symmetrically disposed on either side of the second web 1.2.2. The thickness of the first web 1.2.1 and the thickness of the third web 1.2.3 are both greater than the thickness of the second web 1.2.2, and the cross-sectional height of the second web 1.2.2 is greater than the heights of the second web 1.2.2 and the third web 1.2.3; The cross-sectional heights of the second web 1.2.2 and the third web 1.2.3 gradually increase from the end of the vehicle body to the middle of the vehicle body.

[0030] The center beam lower cover plate assembly 1.3 is a variable cross-section structure, comprising a middle lower cover plate 1.3.2 disposed below the center beam web assembly 1.2 and two end lower cover plates 1.3.1 disposed below both ends of the center beam upper cover plate assembly 1.1; The thickness of the two end lower cover plates 1.3.1 is greater than the thickness of the middle lower cover plate 1.3.2, and the width of the end lower cover plates 1.3.1 gradually increases from the end of the vehicle body to the middle section of the vehicle body.

[0031] The center beam bulkhead assembly 1.4 comprises two bulkhead assemblies arranged symmetrically along the longitudinal direction of the vehicle. Each bulkhead assembly comprises a core plate bulkhead 1.4.1, a first bulkhead 1.4.2, a second bulkhead 1.4.3, and a third bulkhead 1.4.4, arranged in sequence from the end of the center beam to the middle of the center beam. The center plate partition 1.4.1 is placed directly above the center plate to increase the strength and rigidity of the traction beam; the first partition 1.4.2 is placed at the variable-section position at the connection between the middle lower cover plate 1.3.2 and the middle lower cover plate 1.3.2 to increase the structural stability of the center beam at the variable-section position; the second partition 1.4.3 is placed between the two third webs 1.2.3 to increase the strength of the center beam; the third partition 1.4.4 is placed at the joint of the third web 1.2.3 and the second web 1.2.2 to increase the structural strength and rigidity of the joint.

[0032] Example 3 This embodiment is a further optimization based on the second embodiment, specifically: The end beam assembly 2 comprises two end beam assembly units symmetrically arranged on either side of the middle beam assembly 1. Each end beam assembly unit comprises an end beam upper cover plate 2.1, an end beam lower cover plate 2.2, an end beam first web plate 2.3, an end beam second web plate 2.4, an end beam lock seat bearing plate 2.5, an end beam partition plate 2.6, an end beam cover plate 2.7, a lifting eye 2.8, and an end beam stiffener plate 2.9. The first web plate 2.3 of the end beam and the second web plate 2.4 of the end beam are arranged between the upper cover plate 2.1 of the end beam and the lower cover plate 2.2 of the end beam, and together form a box-type structure; The end beam upper cover plate 2.1 has a variable cross-section along the transverse direction of the vehicle body, with a larger cross-section in the middle and a smaller cross-section at the ends. The welded portion with the center beam 1 adopts a large arc transition; The end beam lower cover plate 2.2 has a variable cross-section along the transverse and longitudinal directions of the vehicle body, with a larger cross-section near the middle of the vehicle body and a smaller cross-section at the end. The connection with the center beam 1 adopts a large arc transition; The first web 2.3 of the end beam has a variable cross-section transition structure along the vertical direction of the vehicle body. Its upper edge is aligned with the upper cover plate 2.1 of the end beam, and its lower edge is aligned with the lower cover plate 2.2 of the end beam. A large arc transition is used at the connection with the center beam 1. The second web 2.4 of the end beam has a variable cross-section along the vertical and longitudinal directions of the vehicle body. Starting from the end, it is bent twice along the edges of the end beam upper cover 2.1 and the end beam lower cover 2.2 before being connected to the center beam 1; The end beam lock seat bearing plate 2.5 is placed at the end of the end beam and is used to support the container corner fittings. It has a structure with uneven thickness along the transverse direction of the vehicle body. The thin end of the end beam lock seat bearing plate 2.5 is spliced ​​with the end beam upper cover plate 2.1, and the thick end of the end beam lock seat bearing plate 2.5 has a circular hole for installing the container locking device. The end beam bulkhead 2.6 is placed inside the end beam box beam, at the cross-section variable position between the end beam lower cover plate 2.2 and the end beam second web 2.4, to increase the end beam structural rigidity and longitudinal stability; The end beam cover plate 2.7 is located between the end beam lock seat bearing plate 2.5 and the end beam lower cover plate 2.2. The end beam reinforcement plate 2.9 is welded to the outside of the end beam cover plate 2.7. The upper and lower ends of the end beam reinforcement plate 2.9 are welded to the end beam upper cover plate 2.1 and the end beam lower cover plate 2.2 respectively. The lifting lug 2.8 is placed at the end of the end beam assembly 2 and connected to the first web 2.3. The position of the lifting lug 2.8 is aligned with the end beam cover 2.7 along the longitudinal center of the vehicle body.

[0033] Specifically, the end beam assembly is an integral box-shaped structure connected to the middle beam assembly by welding.

[0034] Example 4 This embodiment is a further optimization based on the embodiment 3, specifically: The bolster assembly 3 includes two bolster assembly units symmetrically arranged on both sides of the center beam assembly 1. Each bolster assembly unit includes a bolster upper cover plate 3.1, a bolster web plate 3.2, a bolster lower cover plate 3.3, a bolster cover plate 3.4 and a bolster rib plate 3.5. The bolster upper cover plate 3.1 and the bolster lower cover plate 3.3 are both welded to the center beam assembly 1. The bolster closing plate 3.4 is arranged between the bolster upper cover plate 3.1 and the bolster lower cover plate 3.3 on a side away from the center beam assembly 1. The bolster web plate 3.2 is arranged between the bolster upper cover plate 3.1 and the bolster lower cover plate 3.3. Both ends of the bolster web plate 3.2 are respectively welded to the center beam assembly 1 and the bolster closing plate 3.4.

[0035] Specifically, the bolster is composed of a single web variable cross-section structure as a whole.

[0036] Example 5 This embodiment is a further optimization based on the embodiment 4, specifically: The crossbeam assembly 4 comprises two crossbeam assembly units symmetrically arranged on both sides of the center beam assembly 1. Each crossbeam assembly unit comprises a crossbeam upper cover plate 4.1, a crossbeam lower cover plate 4.2, two crossbeam web plates 4.3 and a crossbeam end plate 4.4 to form a variable cross-section box structure. The variable cross-section box structure has a large middle cross-section and a small end cross-section; A first crossbeam rib 4.5 and a second crossbeam rib 4.6 are provided at the bottom of each crossbeam component unit. The first crossbeam rib 4.5 and the second crossbeam rib 4.6 are aligned with the two crossbeam webs 4.3 respectively. A crossbeam double lock seat bearing plate 4.7 is provided at the end of each crossbeam component unit. The crossbeam double lock seat bearing plate 4.7 is 4.18mm-9mm higher than the crossbeam upper cover plate to compensate for the deformation of the crossbeam under vehicle loading conditions. The cross-sectional change of the bearing plate is the same as that of the end beam lock seat bearing plate 2.5.

[0037] Example 6 This embodiment is a further optimization based on the embodiment 5, specifically: The central crossbeam assembly 5 comprises two crossbeam assembly units symmetrically arranged on either side of the middle beam assembly 1. Each crossbeam assembly unit comprises a central upper cover plate 5.1, a central lower cover plate 5.2, two central web plates 5.3 and a central end plate 5.4. The central upper cover plate 5.1, the central lower cover plate 5.2, the two central web plates 5.3 and the central end plate 5.4 form a variable cross-section box structure; the middle section of the variable cross-section box structure is large, and the end section is small; The middle lower cover plate 5.2 is provided with an arc transition from the end to the middle; Two central ribs 5.5 are provided at the bottom of each crossbeam unit. Each central rib 5.5 is aligned with the corresponding central web 5.3. The lower part of the central rib 5.5 is connected to the center beam lower cover 1.3 to transmit the vertical force of the central crossbeam. A central double lock seat bearing plate 5.6 is provided at the end of each cross beam component unit, and its cross-sectional variation is the same as that of the end beam lock seat bearing plate 2.5.

Claims

1. A lightweight, multi-working mode container flat car chassis, characterized by: It comprises a middle beam component (1), an end beam component (2), a pillow beam component (3), a cross beam component (4) and a central cross beam component (5); the central cross beam component (5) is arranged in the middle of the middle beam component (1); the number of the end beam components (2) is two and they are symmetrically arranged at both ends of the middle beam component (1); the number of the pillow beam components (3) is two, and each of the pillow beam components (3) is arranged on the middle beam component (1) between the central cross beam component (5) and the end beam component (2); the number of the cross beam components (4) is two, and each of the cross beam components (4) is arranged on the middle beam component (1) between the central cross beam component (5) and the pillow beam component (3); The center beam component (1) includes a center beam upper cover component (1.1), two center beam web components (1.2), a center beam lower cover component (1.3), two center beam partition components (1.4), two rear follower plate components (1.5) and two impact seat components (1.6); the center beam upper cover component (1.1), the two center beam web components (1.2), the center beam lower cover component (1.3) and the two center beam partition components (1.4) constitute a center beam box structure, and the two center beam partition components (1.4) are arranged inside the center beam box structure; The rear follower plate seat component (1.5) is formed by welding plates and is arranged inside the center beam box structure for loading detachable wear plates; the two impact seat components (1.6) are integral structures and are welded at both ends of the center beam box structure.

2. The lightweight, multi-mode container flat car chassis according to claim 1 is characterized in that: The center beam upper cover plate assembly (1.1) includes a middle upper cover plate (1.1.5) and side cover plate assemblies symmetrically arranged on both sides of the middle upper cover plate (1.1.5), and each of the side cover plate assemblies includes a first upper cover plate ( 1.1.1), the second upper cover plate (1.1.2), the third upper cover plate (1.1.3) and the fourth upper cover plate (1.1.4), the first upper cover plate (1.1.1), the second upper cover plate (1.1.2), the third upper cover plate (1.1.3), the fourth upper cover plate (1.1.4) and the middle upper cover plate (1.1.5) are spliced ​​together with plates of different cross-sections, and a large arc transition is adopted at the cross-section change point.

3. The lightweight, multi-mode container flat car chassis according to claim 2 is characterized in that: The center beam web plate component (1.2) is a variable cross-section structure arranged below the middle portion of the center beam upper cover plate component (1.1), and the center beam web plate component (1.2) comprises a first web plate (1.2.1), a second web plate (1.2.2), and a third web plate (1.2.3) arranged in sequence, and the second web plate (1.2.2) and the third web plate (1.2.3) are symmetrically arranged on both sides of the second web plate (1.2.2); The thickness of the first web (1.2.1) and the thickness of the third web (1.2.3) are both greater than the thickness of the second web (1.2.2), and the cross-sectional height of the second web (1.2.2) is greater than the heights of the second web (1.2.2) and the third web (1.2.3); The cross-sectional heights of the second web (1.2.2) and the third web (1.2.3) gradually increase from the end of the vehicle body to the middle of the vehicle body.

4. The lightweight, multi-mode container flat car chassis according to claim 3 is characterized in that: The center beam lower cover plate component (1.3) is a variable cross-section structure, and the center beam lower cover plate component (1.3) includes a middle lower cover plate (1.3.2) arranged below the center beam web component (1.2) and two end lower cover plates (1.3.1) arranged below both ends of the center beam upper cover plate component (1.1); The thickness of the two end lower cover plates (1.3.1) is greater than the thickness of the middle lower cover plate (1.3.2), and the width of the end lower cover plates (1.3.1) gradually increases from the end of the vehicle body to the middle section of the vehicle body.

5. The lightweight, multi-mode container flat car chassis according to claim 4 is characterized in that: The center beam partition assembly (1.4) comprises two partition assemblies symmetrically arranged along the longitudinal direction of the vehicle, each of the partition assemblies being provided with a core plate partition (1.4.1), a first partition (1.4.2), a second partition (1.4.3), and a third partition (1.4.4) in sequence from the end of the center beam to the middle of the center beam; The core plate partition (1.4.1) is placed directly above the core plate; the first partition (1.4.2) is placed at the cross-section variable position at the connection between the middle lower cover plate (1.3.2) and the middle lower cover plate (1.3.2); the second partition (1.4.3) is placed between the two third webs (1.2.3); and the third partition (1.4.4) is placed at the connection between the third web (1.2.3) and the second web (1.2.2).

6. The lightweight, multi-mode container flat car chassis according to claim 1 is characterized in that: The end beam assembly (2) includes two end beam assembly units symmetrically arranged on both sides of the middle beam assembly (1), each end beam assembly unit including an end beam upper cover plate (2.1), an end beam lower cover plate (2.2), an end beam first web plate (2.3), an end beam second web plate (2.4), an end beam lock seat bearing plate (2.5), an end beam partition plate (2.6), an end beam sealing plate (2.7), a lifting lug (2.8), and an end beam stiffener plate (2.9); The first web plate (2.3) of the end beam and the second web plate (2.4) of the end beam are arranged between the upper cover plate (2.1) of the end beam and the lower cover plate (2.2) of the end beam, and together form a box-type structure; The end beam upper cover plate (2.1) has a variable cross-section shape along the transverse direction of the vehicle body, with a large cross-section in the middle and a small cross-section at the end, and a large arc transition is used at the welding position with the center beam (1); The end beam lower cover plate (2.2) has a variable cross-section shape along the transverse and longitudinal directions of the vehicle body, with a larger cross-section near the middle of the vehicle body and a smaller cross-section at the end, and a large arc transition is used at the connection portion with the center beam (1); The first web (2.3) of the end beam presents a variable cross-section transition structure along the vertical direction of the vehicle body, with its upper edge aligned with the upper cover plate (2.1) of the end beam, its lower edge aligned with the lower cover plate (2.2) of the end beam, and a large arc transition is adopted at the connection with the center beam component (1); The second web (2.4) of the end beam has a variable cross-section shape along the vertical and longitudinal directions of the vehicle body, and is bent twice from the end along the edges of the end beam upper cover plate (2.1) and the end beam lower cover plate (2.2) before being connected to the center beam (1); The end beam lock seat bearing plate (2.5) is placed at the end of the end beam and is used to bear the container corner piece. It has an uneven thickness structure along the transverse direction of the vehicle body. The thin end of the end beam lock seat bearing plate (2.5) is spliced ​​with the end beam upper cover plate (2.1), and the thick end of the end beam lock seat bearing plate (2.5) is provided with a circular hole for mounting a container locking device. The end beam partition (2.6) is placed inside the end beam box beam, located at the cross-section variable position between the end beam lower cover plate (2.2) and the end beam second web plate (2.4), to increase the end beam structural rigidity and longitudinal stability; The end beam sealing plate (2.7) is located between the end beam lock seat bearing plate (2.5) and the end beam lower cover plate (2.2); the end beam stiffener plate (2.9) is welded to the outside of the end beam sealing plate (2.7); and the upper and lower ends of the end beam stiffener plate (2.9) are respectively welded to the end beam upper cover plate (2.1) and the end beam lower cover plate (2.2); The lifting lug (2.8) is placed at the end of the end beam component (2) and is connected to the first web (2.3). The position of the lifting lug (2.8) is aligned with the end beam cover plate (2.7) along the longitudinal center of the vehicle body.

7. The lightweight, multi-mode container flat car chassis according to claim 1 is characterized in that: The bolster component (3) comprises two bolster component units symmetrically arranged on both sides of the center beam component (1), each of the bolster component units comprising a bolster upper cover plate (3.1), a bolster web plate (3.2), a bolster lower cover plate (3.3), a bolster cover plate (3.4) and a bolster rib plate (3.5); The bolster upper cover plate (3.1) and the bolster lower cover plate (3.3) are both welded to the center beam component (1); the bolster cover plate (3.4) is arranged between the bolster upper cover plate (3.1) and the bolster lower cover plate (3.3) on a side away from the center beam component (1); the bolster web plate (3.2) is arranged between the bolster upper cover plate (3.1) and the bolster lower cover plate (3.3); and both ends of the bolster web plate (3.2) are respectively welded to the center beam component (1) and the bolster cover plate (3.4).

8. The lightweight, multi-working mode container flat car chassis according to claim 4 is characterized in that: The crossbeam component (4) includes two crossbeam component units symmetrically arranged on both sides of the middle beam component (1), and each crossbeam component unit includes a crossbeam upper cover plate (4.1), a crossbeam lower cover plate (4.2), two crossbeam web plates (4.3) and a crossbeam end plate (4.4) to form a variable-section box-shaped structure; The variable cross-section box-shaped structure has a large middle cross-section and a small end cross-section; A first crossbeam rib (4.5) and a second crossbeam rib (4.6) are provided at the bottom of each crossbeam component unit, and the first crossbeam rib (4.5) and the second crossbeam rib (4.6) are aligned with the two crossbeam webs (4.3) respectively. Each crossbeam component unit end is provided with a crossbeam double lock seat bearing plate (4.7), and the crossbeam double lock seat bearing plate (4.7) is 8mm-9mm higher than the crossbeam upper cover plate (4.1).

9. The lightweight, multi-mode container flat car chassis according to claim 1, characterized in that: The central crossbeam component (5) comprises two crossbeam component units symmetrically arranged on both sides of the middle beam component (1), each crossbeam component unit comprising a central upper cover plate (5.1), a central lower cover plate (5.2), two central web plates (5.3) and a central end plate (5.4); The central upper cover plate (5.1), the central lower cover plate (5.2), the two central web plates (5.3) and the central end plate (5.4) form a variable-section box-shaped structure; the variable-section box-shaped structure has a large middle section and a small end section.

10. The lightweight, multi-mode container flat car chassis according to claim 9, characterized in that: The middle lower cover plate (5.2) is provided with an arc transition from the end portion to the middle portion; Two central ribs (5.5) are provided at the lower portion of each crossbeam component unit, each central rib (5.5) is aligned with the corresponding central web (5.3), and the lower portion of the central rib (5.5) is connected to the center beam lower cover component (1.3); a central double-lock seat bearing plate (5.6) is provided at the end of each crossbeam component unit.

Images