Open wagon chassis suitable for unloading of car dumper

Abstract

The open wagon chassis comprises a middle beam assembly and a wagon pushing mechanism, and the wagon pushing mechanism is of a box-shaped structure, is arranged on the upper plane of the end of the middle beam assembly, is connected with an end wall and is used for bearing the acting force of a wagon pulling arm of the wagon dumper and transmitting the wagon pulling force to the middle beam assembly and the end wall. Through the innovative design of key components such as the car pushing mechanism and the middle beam assembly, efficient transfer of car pulling force and improvement of structural strength are achieved, and meanwhile the adaptability of the open wagon to different types of car tipplers is improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of railway freight car technology, in particular to a gondola car underframe suitable for unloading by a car dumper. BACKGROUND

[0002] The existing gondola car underframes at home and abroad are usually designed for the car dumper shunting arm to act on the front end face of the impact seat, but with the diversification of car dumpers, the lowest swing position of some car dumper shunting arms is higher than the vehicle impact seat, which causes the car dumper shunting arm to be unable to effectively act on the impact seat, thereby affecting the unloading efficiency. In the prior art, the gondola car underframe can only adapt to the shunting arm acting on the front end face of the impact seat, and cannot adapt to the high-position shunting arm, which limits the universality and applicability of the gondola car. Therefore, a new type of gondola car underframe is needed, which can not only adapt to the traditional shunting arm, but also adapt to the high-position shunting arm, while ensuring the effective transmission of the shunting force and the structural strength. SUMMARY

[0003] Therefore, the purpose of the present application is to provide a gondola car underframe suitable for unloading by a car dumper, which aims to overcome at least one of the problems in the background art.

[0004] In order to achieve the above-mentioned purpose, the present application adopts the following technical solutions: A gondola car underframe suitable for unloading by a car dumper is provided, which can adapt to both traditional shunting arms and high-position shunting arms through innovative structural design, and can realize multi-path transmission of shunting force, thereby improving structural stability and service life.

[0005] The core of the present application lies in the innovative design of the car pushing mechanism. The car pushing mechanism adopts a box-type structure, is arranged on the end surface formed by the middle beam, is connected with the end wall, and forms a double transmission path of the shunting force. On this basis, the present application optimizes each component of the underframe, forming a complete technical solution.

[0006] Specifically, the car pushing mechanism includes a car pushing plate, an upper cover plate, a lower cover plate, a longitudinal connecting plate, an embedded plate and a support rib plate, which form a stable box-type structure through assembly welding.

[0007] In order to optimize the force transmission effect, the embedded plate is arranged flush with the inner side of the end wall, and the thickness thereof smoothly transitions from thick to thin from the position close to the integral impact seat to the position away from the integral impact seat, until the thickness is equal to that of the end wall. This design enables the shunting force to be diffused from the car pushing mechanism to the end wall smoothly, effectively avoiding stress concentration.

[0008] The longitudinal connecting plate, as a key component for force transmission, can be flexibly adjusted in number and thickness according to the size of the shunting force to be borne.

[0009] In order to further enhance the structural strength, the arc-shaped thick sealing plate is connected to the lower front end of the longitudinal connecting plate to form a smooth force transition area.

[0010] The middle beam assembly, as the main load-bearing component of the underframe, comprises two cold-bent channel steels, an integral impact seat, a rear floor seat and an integral upper center disc. The lower cover plate and the longitudinal connecting plate are connected with the cold-bent channel steel.

[0011] In order to optimize the connection with the cross beam, a double connection partition plate or a single connection partition plate is arranged at the position aligned with the cross beam assembly of the middle beam assembly, which is selected according to the stress requirement.

[0012] The bolster assembly adopts a variable cross-section box structure, which is composed of a bolster upper cover plate, a bolster lower cover plate and a double web plate. The lower cover plate is made by a two-time bending process, which leaves enough installation space for the braking system.

[0013] The end beam assembly adopts a closed box structure composed of U-shaped channel steel and cover plates, which enhances the rigidity and torsional resistance of the end part of the underframe.

[0014] The floor is made of high-strength weather-resistant steel, and the edges are bent and overlapped on the inside of the side wall plate, which not only ensures the structural strength, but also improves the sealing performance. The components are connected in a reasonable way to form a unified force whole, which can jointly bear various loads during operation.

[0015] The open wagon underframe disclosed in the present application may have the following beneficial effects, but is not limited to: 1. Universality and adaptability: by setting the trolley mechanism on the upper plane of the end part of the middle beam assembly, the present application successfully solves the technical problem that the existing open wagon cannot adapt to the "high-position shunting arm". It can not only be compatible with the traditional shunting arm acting on the front end face of the impact seat, but also can adapt to the shunting arm with the lowest swing position higher than the impact seat of the vehicle, greatly improving the universality and application range of the open wagon in different dumper systems.

[0016] 2. Optimized force transmission path and structural strength: the innovative box-type trolley mechanism and the double force transmission path (mainly the middle beam assembly and the auxiliary end wall) design changes the traditional single force transmission mode, effectively avoids stress concentration, and significantly reduces the risk of fatigue damage or plastic deformation at the key positions. The design of the closed box-type end beam and the reinforced connection cross beam forms a high-stiffness underframe structure that can withstand a shunting force of up to 120t, with high structural reliability and long service life.

[0017] 3. Smooth force transition and durability: The trolley mechanism embedded plate adopts a smooth thickness transition design, so that the trolley force can be evenly and gently spread to the end wall, like a "energy dissipating slope", which maximizes the stress concentration caused by structural mutation, further ensuring the long-term use safety of the end wall and the connecting area.

[0018] 4. Flexible design and good economy: The number and thickness of the longitudinal connecting plates in the trolley mechanism can be flexibly adjusted according to the actual working condition requirements, realizing the customization and lightweight design of the structure, avoiding material waste while ensuring strength, and having good economy.

[0019] 5. Reasonable space layout and maintenance convenience: The pillow beam group adopts a secondary bending lower cover plate, which provides sufficient installation and maintenance space for the braking system, avoids interference between components, ensures the safety of the vehicle and facilitates maintenance.

[0020] 6. Excellent material performance and service life: The floor is made of high-strength weather-resistant steel and adopts a bending and lapping structure, which not only has strong carrying capacity, but also has good corrosion resistance, effectively prolonging the maintenance cycle and service life of the open wagon.

[0021] The present application successfully solves the specific technical bottleneck in the industry through systematic structural innovation, providing an open wagon chassis solution that is highly versatile, structurally reliable and has a long service life, which is suitable for car dumper unloading and has high market application value. BRIEF DESCRIPTION OF DRAWINGS

[0022] Figure 1 is a front view of the open wagon chassis of the present application; Figure 2 is a top view of the open wagon chassis of the present application; Figure 3 is a left view of the open wagon chassis of the present application; Figure 4 is a three-dimensional structure diagram of the open wagon chassis of the present application; Figure 5 is a three-dimensional structure diagram of the trolley mechanism.

[0023] Explanation of figure numbers: 1 - middle beam group, 2 - trolley mechanism, 3 - pillow beam group, 4 - end beam group, 5 - cross beam group, 6 - floor, 7 - integral impact seat, 8 - upper cover plate, 9 - trolley plate, 10 - lower cover plate, 11 - longitudinal connecting plate, 12 - support rib plate, 13 - embedded plate, 14 - rear from plate seat, 15 - integral upper center disc. DETAILED DESCRIPTION

[0024] Various exemplary embodiments, features, and aspects of the present application will be described in detail below with reference to the accompanying drawings. The same reference numbers in different drawings represent the same or similar elements. Although various aspects of the embodiments are illustrated in the drawings, the drawings are not necessarily drawn to scale unless specifically indicated.

[0025] In the description of the present application, it should be noted that unless specifically defined and limited, the terms "mounting", "connection", "connecting" should be interpreted broadly, for example, it can be fixed connection, or indirect connection through intermediate medium, or internal communication of two elements, or interaction relationship between two elements. For those skilled in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

[0026] The gondola car chassis provided by the embodiment of the present application is suitable for unloading of a tipping machine. Through optimization of the structure design, the problem that the gondola car chassis in the prior art cannot adapt to high-position car pushing arms and uneven transmission of pushing force is solved. The present application realizes efficient transmission of pushing force and improvement of structural strength through innovative design of key components such as the car pushing mechanism and the center sill assembly, and improves the adaptability of the gondola car to different types of tipping machines.

[0027] Referring to Figures 1-5 A gondola car chassis suitable for unloading of a tipping machine comprises a center sill assembly 1 and a car pushing mechanism 2. The car pushing mechanism 2 is of a box type structure and is arranged on the upper surface of the end of the center sill assembly 1 and connected with the end wall, and is used for bearing the action force of the car pushing arm of the tipping machine and transmitting the pushing force to the center sill assembly 1 and the end wall.

[0028] The car pushing mechanism 2 is arranged on the upper surface of the end of the center sill assembly 1 and is usually fixed by welding. Meanwhile, the rear part of the car pushing mechanism 2 is connected with the end wall through an embedded plate 13 or similar structure to form an integral force bearing frame.

[0029] When the car pushing arm of the tipping machine acts on the car pushing mechanism 2, the pushing force is dispersed and transmitted through the box type structure of the car pushing mechanism 2: a large part of the force is transmitted to the center sill assembly 1 through the connecting point of the car pushing mechanism 2 and the center sill assembly 1, and a small part of the force is diffused to the end wall through the connecting point of the car pushing mechanism 2 and the end wall, so as to realize multi-path transmission of the force and ensure that the chassis is not damaged when bearing large pushing force.

[0030] The above structure solves the problem that the existing gondola car chassis cannot adapt to high-position car pushing arms and the pushing force transmission path is single. The car pushing mechanism 2 is arranged in a box type structure and connected with the center sill assembly 1 and the end wall, so that the action force of the car pushing arm can be transmitted to the center sill assembly 1 and the end wall through the car pushing mechanism 2 at the same time, thereby avoiding stress concentration and improving the structural adaptability and stability.

[0031] It should be noted that the connection method between the trolley mechanism 2 and the middle beam component 1 and the end wall is not limited to welding, but can also be bolted, riveted or other fastening methods; the specific shape of the box structure can be rectangular, trapezoidal or other closed geometric shape, as long as it can achieve the distribution and transmission of force.

[0032] To ensure the trolley mechanism 2 has sufficient strength and stability to withstand the trolley-pushing force and prevent local deformation, in some optional embodiments, the trolley mechanism 2 includes a trolley plate 9, an upper cover plate 8, a lower cover plate 10, a longitudinal connecting plate 11, an embedded plate 13, and a supporting rib plate 12. The trolley plate 9, upper cover plate 8, lower cover plate 10, longitudinal connecting plate 11, embedded plate 13, and supporting rib plate 12 are welded together to form the box-shaped structure. The plates are connected by welding, with the trolley plate 9 located on the outermost side. The upper cover plate 8 and lower cover plate 10 are welded to the upper and lower parts of the longitudinal connecting plate 11, respectively. The embedded plate 13 is welded to the rear of the trolley mechanism 2 in contact with the end wall, and the supporting rib plate 12 is welded to key stress points.

[0033] The lower part of the trolley mechanism 2 is welded to the middle beam 1, and the rear embedded plate 13 is welded to the vehicle end wall. A supporting rib 12 is installed behind the embedded plate 13. The lower front end of the longitudinal connecting plate 11 is connected to the arc-shaped thick sealing plate, forming a stable box-shaped structure that facilitates the overall transmission of trolley-pushing force. The embedded plate 13 is flush with the inner side of the end wall plate, and its thickness smoothly transitions from thick to thin until it is the same thickness as the end wall plate, facilitating the even diffusion and absorption of some of the trolley-pushing force to the end wall. A detailed description follows: The trolley mechanism 2 is designed as a box-shaped structure welded together from multiple plates. The plates work together to enhance the overall rigidity and force transmission efficiency.

[0034] Specifically, the trolley plate 9 directly bears the force of the trolley arm, the upper cover plate 8 and the lower cover plate 10 provide lateral support, the longitudinal connecting plate 11 transmits the force longitudinally to the middle beam component 1, the embedded plate 13 is connected to the end wall to diffuse the force, and the supporting stiffener 12 prevents the structure from buckling, together forming a stable box-shaped load-bearing body.

[0035] To address the potential stress concentration issue that may occur when the trolley force is transmitted from the trolley mechanism 2 to the end wall, in some optional embodiments, the embedded plate 13 is flush with the inner side of the end wall, and its thickness smoothly transitions from thick to thin from near the integral impact seat 7 towards the direction away from the integral impact seat 7, until it is equal to the thickness of the end wall. The embedded plate 13 is welded flush with the inner side of the end wall, and the thickness transition area is smoothly connected through grinding or rolling processes.

[0036] The thickness of the embedded plate 13 is set to a smooth transition form. As a transition component for force transmission, the thickness of the embedded plate 13 is gradually varied so that the trolley force is gradually distributed from the trolley mechanism 2 to the end wall, reducing stress abrupt changes and improving the stress uniformity and lifespan of the end wall.

[0037] It should be noted that the thickness transition is not limited to linear gradient, but can also adopt curved gradient or multi-segment transition; the material of the embedded plate 13 can be the same high-strength steel as the end wall to maintain consistency.

[0038] To accommodate different trolley-pushing forces and improve the versatility and economy of the chassis, in some optional embodiments, the longitudinal connecting plates 11 are multiple, with their number and / or thickness set according to the magnitude of the trolley-pushing force. The longitudinal connecting plates 11 are vertically welded between the lower cover plate 10 and the middle beam assembly 1 of the trolley mechanism 2. The number and thickness of the longitudinal connecting plates 11 are designed to be adjustable, allowing the trolley mechanism 2 to be optimized according to actual force requirements, avoiding over-design or insufficient strength.

[0039] The longitudinal connecting plate 11 is a key component for transmitting the trolley force to the middle beam assembly 1. Increasing its quantity or thickness can improve its bending and shear resistance, ensuring that the trolley mechanism 2 does not deform when subjected to large trolley forces.

[0040] It should be noted that the arrangement of the longitudinal connecting plates 11 is not limited to parallel arrangement, but can also be cross or diagonal arrangement; the material can be replaced with higher strength alloy steel to reduce the thickness.

[0041] To enhance the strength of the connection between the trolley mechanism 2 and the center beam assembly 1, and to prevent cracks or deformation under the action of trolley force, in some optional embodiments, an arc-shaped thick sealing plate is connected to the lower front end of the longitudinal connecting plate 11. The arc-shaped thick sealing plate is welded between the lower front end of the longitudinal connecting plate 11 and the center beam assembly 1, forming an arc transition. This serves to strengthen and distribute stress.

[0042] The arc-shaped thick sealing plate serves as a reinforcing component. Its arc design reduces stress concentration, allowing the pulling force to be smoothly transferred from the longitudinal connecting plate 11 to the middle beam assembly 1, thereby improving the durability of the connection area.

[0043] The curved thick sealing plate can be replaced with other shapes of reinforcing plates, such as trapezoidal or rectangular; the connection method can also be riveting or bolt fixing.

[0044] To provide a stable base and ensure effective transmission of longitudinal forces, in some optional embodiments, the central beam assembly 1 includes two cold-formed channel steels, an integral impact seat 7, a rear follower plate seat 14, and an integral upper center plate 15; the components are connected by welding. The lower cover plate 10 and the longitudinal connecting plates 11 are connected to the cold-formed channel steels, realizing the welding of the trolley mechanism 2 to the central beam assembly 1. Specifically, the upper cover plate of the central beam assembly is welded to the two cold-formed channel steels, the lower cover plate 10 of the trolley mechanism 2 is welded to the upper cover plate of the central beam assembly, and the longitudinal connecting plates 11 on both sides of the trolley mechanism 2 are also welded to the cold-formed channel steels, further strengthening the overall structural strength.

[0045] The design of the center beam assembly 1 as a welded structure comprising cold-formed channel steel and key functional components improves its strength and integration. As the main load-bearing component of the underframe, the cold-formed channel steel provides longitudinal stiffness, while the integral impact seat 7 and rear axle plate seat 14 are used to connect the coupler and buffer device, and the integral upper center plate 15 is used to connect with the bogie, together achieving force transmission and distribution.

[0046] In order to enhance the connection strength between the middle beam component 1 and the crossbeam and adapt to different stress requirements, in some optional embodiments, the middle beam component 1 is provided with a double connecting partition or a single connecting partition at the part aligned with the crossbeam component 5.

[0047] Setting the connecting partitions to be in double or single form improves the overall rigidity and local stability of the base frame.

[0048] Specifically, the connecting partition serves as a reinforcement between the central beam component 1 and the crossbeam. Double partitions are used in high-stress areas to provide a larger support area, while single partitions are used in ordinary areas to achieve economy and lightweighting.

[0049] Regarding the shape of the partition, it can be designed as a triangle or a rectangle; the material can be the same steel as that used in component 1 of the central beam to ensure welding compatibility.

[0050] To address the issues of insufficient space for the brake lever and the strength of the bolster beam, some optional embodiments include a bolster beam assembly 3. The bolster beam assembly 3 is welded between the middle beam assembly 1 and the end beams. The bolster beam assembly 3 bears the vertical load and part of the longitudinal force. The bolster beam assembly 3 is a variable cross-section box-shaped structure, welded together from a bolster beam upper cover plate, a bolster beam lower cover plate, and double web plates. The bolster beam lower cover plate is manufactured using a double bending process. The bolster beam upper cover plate is connected to the floor 6, and the bolster beam lower cover plate is welded to the web plates via a bending section.

[0051] The sleeper beam assembly 3 is designed as a variable cross-section box structure. The variable cross-section design makes the stress distribution more uniform. The double-bent sleeper beam cover plate avoids interference with the brake rod, ensuring the safe operation of the underframe.

[0052] To enhance the rigidity and torsional resistance of the underframe ends and help distribute the load on the vehicle, some optional embodiments include an end beam assembly 4, which is a closed box-shaped structure welded from U-shaped channel steel and a cover plate. Designing the end beam assembly 4 as a closed box-shaped structure enhances the overall robustness and force transmission capacity of the underframe.

[0053] End beam assembly 4 serves as a transverse support for the base frame. Its closed box-shaped structure effectively resists bending and torsion, allowing part of the shifting force to be transferred to the end beam, thus reducing the burden on the middle beam assembly 1.

[0054] Specifically, end beam assembly 4 is welded to the end of the base frame, and U-shaped channel steel is welded to cover plate to form a closed section, which is connected to middle beam assembly 1 and trolley mechanism 2.

[0055] To improve the wear resistance, corrosion resistance, and sealing performance of the floor 6, some optional embodiments further include a floor 6 made of high-strength weathering steel, with its edges bent and overlapping the inside of the side wall panel. Using high-strength weathering steel and a bent-over overlap structure for the floor 6 ensures a tight connection between the floor 6 and the side wall, preventing cargo leakage and corrosion.

[0056] Floor 6 bears the weight of goods. Its bent, overlapping design creates a continuous surface between floor 6 and the side wall panels, reducing gaps. The weathering steel material also extends its service life. Floor 6 overlaps with the inside of the side wall panels via bent edges, typically secured by welding or fasteners.

[0057] The open wagon chassis described in this invention has the core working principle of achieving multi-path transmission and uniform distribution of the traction force through innovative structural design, while also taking into account adaptability to traction arms of different heights.

[0058] The specific working process is as follows: When the open wagon enters the tippler station, the tippler's lever arm acts on the end of the vehicle. For a traditional lever arm, it can act on the front face of the impact seat; while for a new type of tippler with a higher lowest swing position, its lever arm can act directly on the pusher mechanism 2 specially set up in this invention.

[0059] The force applied to the trolley plate 9 of the trolley mechanism 2 is first applied. Since the trolley mechanism 2 is a box-shaped structure welded to the upper plane of the end of the central beam 1, and its rear embedded plate 13 is welded to the end wall, the force is transmitted and dispersed through two paths: 1. Main transmission path: The trolley force is transmitted directly and efficiently downwards to the central beam component 1, which serves as the main load-bearing component of the base frame, through the longitudinal connecting plate 11 within the trolley mechanism 2. The number and thickness of the longitudinal connecting plates 11 can be designed and adjusted according to the expected trolley force to ensure structural strength.

[0060] 2. Auxiliary diffusion path: Part of the trolley force diffuses to the end wall through the embedded plate 13 at the rear of the trolley mechanism 2. The thickness of the embedded plate 13 adopts a smooth transition design from thick to thin, ensuring that the force flow can enter the end wall smoothly, avoiding stress concentration, and effectively utilizing the load-bearing capacity of the end wall.

[0061] The lower front end of the trolley mechanism 2 is connected to the middle beam assembly 1 via an arc-shaped thick sealing plate, further optimizing the smoothness of force transmission. At the same time, the closed box-shaped structure adopted by the end beam assembly 4 enhances the overall rigidity of the base frame end, which can assist the middle beam assembly 1 in sharing some of the trolley-pushing force.

[0062] The central beam assembly 1 itself provides a longitudinal load-bearing foundation through cold-formed channel steel and integral components (such as the integral impact seat 7 and integral upper center plate 15). It is reinforced with the crossbeam assembly 5 through double or single connecting diaphragms, ensuring the lateral stability of the underframe. The variable cross-section box-shaped structure of the bolster beam assembly 3 and its secondary bent bolster beam under-cover plate ensure vertical load-bearing strength while reserving space for the braking system. The bent lap connection between the floor 6 and the side walls ensures the continuity and sealing of the load-bearing surface.

[0063] In summary, through the coordinated action of its various components, the entire underframe decomposes, transmits, and diffuses the concentrated unloading force, which is ultimately borne by the entire underframe, thus achieving safe and reliable unloading operations.

[0064] The various embodiments of this application have been described above. These descriptions are exemplary and not exhaustive, nor are they limited to the disclosed embodiments. Many modifications and variations will be apparent to those skilled in the art without departing from the scope and spirit of the described embodiments.

Claims

1. An open wagon underframe adapted for unloading by a tipper, comprising a central beam (1), characterized in that, It also includes a trolley mechanism (2), which is a box-shaped structure, located on the upper surface of the end of the middle beam assembly (1), and connected to the end wall. It is used to bear the force of the tipper arm and transmit the tipping force to the middle beam assembly (1) and the end wall.

2. The open wagon chassis according to claim 1, characterized in that, The trolley mechanism (2) includes a trolley plate (9), an upper cover plate (8), a lower cover plate (10), a longitudinal connecting plate (11), an embedded plate (13), and a supporting rib plate (12). The trolley plate (9), the upper cover plate (8), the lower cover plate (10), the longitudinal connecting plate (11), the embedded plate (13), and the supporting rib plate (12) are welded together to form the box-shaped structure.

3. The open wagon chassis according to claim 2, characterized in that, The middle beam (1) consists of two cold-formed channel steels, an integral impact seat (7), a rear follower plate seat (14), and an integral upper center plate (15); the lower cover plate (10) and the longitudinal connecting plate (11) are connected to the cold-formed channel steels.

4. The open wagon chassis according to claim 3, characterized in that, The embedded plate (13) is flush with the inner side of the end wall, and its thickness smoothly transitions from thick to thin from near the integral impact seat (7) to away from the integral impact seat (7) until it is equal to the thickness of the end wall.

5. The open wagon chassis according to claim 2, characterized in that, The longitudinal connecting plate (11) consists of multiple pieces, the number and / or thickness of which are set according to the magnitude of the trolley force.

6. The open wagon chassis according to claim 2, characterized in that, The lower front end of the longitudinal connecting plate (11) is connected to an arc-shaped thick sealing plate.

7. The open wagon chassis according to claim 3, characterized in that, It also includes a crossbeam assembly (5), wherein the middle beam assembly (1) is provided with a double connecting partition or a single connecting partition at the part aligned with the crossbeam assembly (5).

8. The open wagon chassis according to claim 1, characterized in that, It also includes a pillow beam assembly (3), which is a variable cross-section box structure, and is welded together from a pillow beam upper cover plate, a pillow beam lower cover plate and double web plates. The pillow beam lower cover plate is made by a double bending process.

9. The open wagon chassis according to claim 1, characterized in that, It also includes an end beam assembly (4), which is a closed box-shaped structure welded from U-shaped channel steel and cover plate.

10. The open wagon chassis according to claim 1, characterized in that, It also includes a floor (6) made of weathering steel, with its edges bent and overlapping the inside of the side wall panel.

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