Torpedo tank car braking system and torpedo tank car

Abstract

The invention provides a torpedo tank car braking system and a torpedo tank car. The torpedo tank car braking system comprises an air compressor, a pressure storage tank, a parking air path and a braking air path. The parking air path comprises a parking manual valve and a parking electromagnetic valve; the braking air path comprises an emergency electromagnetic valve, a proportional valve, a reversing valve and an operating valve. The torpedo tank car comprises a driven walking mechanism, a driven end shaft seat, a tank body, a driving end shaft seat, a driving walking mechanism and a machine room. The two ends of the tank body are connected with the driven end shaft seat and the driving end shaft seat respectively and arranged on the driven walking mechanism and the driving walking mechanism through center plates respectively, and the mechanical room is arranged on the driving walking mechanism. According to the torpedo tank car braking system and the torpedo tank car, autonomous control and autonomous air supply are completely achieved, the problems that a locomotive head traction type torpedo tank car is high in cost and low in efficiency are solved, and the problem that an underframe and a braking system of an autonomous advancing type torpedo tank car are not suitable is solved.

Description

Technical Field

[0001] This invention relates to the field of torpedo tank cars, and more specifically to a torpedo tank car braking system and a torpedo tank car. Background Technology

[0002] Torpedo ladle cars are used in steel enterprises as large-scale molten iron transport equipment between ironmaking and steelmaking plants. They have advantages such as low heat loss, long heat preservation time, and energy saving. Existing torpedo ladle cars lack self-propelled capability and operate using a locomotive-hauled system, pulled and braked by a dedicated locomotive. Due to cost constraints, the ratio of locomotives to torpedo ladle cars is generally one-to-many, meaning one locomotive serves multiple torpedo ladle cars. Therefore, in actual use, torpedo ladle cars inevitably wait for locomotives, resulting in low daily transport turnover efficiency per car, limited value creation, and severely restricting transport capacity during peak production periods. Furthermore, the need for dedicated drivers for locomotives and manual dispatching further exacerbates the cost and efficiency disadvantages of the existing solution. To address the high cost, low efficiency, and environmentally unfriendly nature of diesel locomotives in traditional locomotive-hauled systems, various electrification and unmanned modification solutions, including the invention with publication number 112808989, have effectively solved these problems. The modified torpedo tank car possesses autonomous movement capability, requiring corresponding reinforcement of its underframe, bogies, and other mechanisms. However, current modification schemes do not incorporate these reinforcement measures. Furthermore, since the chassis of the torpedo tank car is mostly derived from heavy-duty railway freight cars, the braking system is also reused. In traditional locomotive traction systems, braking control and air pressure originate from the locomotive. While the modified scheme possesses autonomous air supply capability, it only modifies the power system, neglecting the braking system, thus making it unsuitable for the typical torpedo tank car operation. There are also deficiencies in areas such as service and parking brake control, manual and automatic braking control, braking system response speed, and braking pressure accuracy. Summary of the Invention

[0003] To address the issues of high cost and low efficiency of traditional locomotive-tracted torpedo tank cars, as well as the inapplicability of the chassis and braking systems in currently modified autonomous torpedo tank cars, this invention provides a torpedo tank car braking system and torpedo tank car that achieves fully autonomous control and autonomous air supply, thereby solving the aforementioned problems.

[0004] A torpedo tanker braking system for controlling the brakes of a torpedo tanker includes an air compressor and a pressure tank, as well as a parking air circuit and a braking air circuit. The parking air circuit includes a parking manual valve and a parking solenoid valve, one end of which is connected to the pressure tank, and the other end is connected to all the brakes via a switching valve. The switching valve switches between the parking manual valve and the parking solenoid valve connected to the brakes. The braking air circuit includes an emergency solenoid valve, a proportional valve, a directional valve, and an actuating valve. One end of the emergency solenoid valve, the proportional valve, and the actuating valve is connected to the pressure tank, the other end of the actuating valve is connected to all the brakes, and the other ends of the emergency solenoid valve and the proportional valve are respectively connected to the two ends of the directional valve.

[0005] In a preferred embodiment of the torpedo tanker braking system provided by the present invention, the parking air circuit is connected to the pressure tank through a pressure regulating valve, the braking air circuit is connected to the pressure tank through a pressure regulating valve, and a main air switch is provided upstream of the two pressure regulating valves; the parking air circuit is connected to the brake through a ball valve, the braking air circuit is connected to the brake through a ball valve, and a parking pressure detection device and a brake pressure detection device are respectively provided upstream of the two ball valves.

[0006] A torpedo tank car including the aforementioned torpedo tank car braking system further includes a driven traveling mechanism, a driven end bearing, a tank body, an active end bearing, an active traveling mechanism, and a mechanical compartment; the two ends of the tank body are respectively connected to the driven end bearing and the active end bearing, and are respectively mounted on the driven traveling mechanism and the active traveling mechanism via a central disc, and the mechanical compartment is located on the active traveling mechanism.

[0007] In a preferred embodiment of the torpedo tank car provided by the present invention, the driven walking mechanism includes a driven central underframe, a driven secondary underframe, and a driven bogie. The driven central underframe is recessed at one end near the tank body. The top of the driven central underframe is connected to the driven end axle seat via a central plate, and the bottom of each end is connected to a driven secondary underframe via a central plate. The bottom of each end of the driven secondary underframe is connected to a driven bogie via a central plate.

[0008] In a preferred embodiment of the torpedo tank car provided by the present invention, the active walking mechanism includes an active center underframe, a non-powered subframe, a non-powered bogie, a powered subframe, and a powered bogie. The active center underframe is lowered at the end near the tank body and raised at the end away from the tank body. The top of the active center underframe is connected to the active end axle seat via a center plate, and the bottom of the end near the tank body is connected to the non-powered subframe via a center plate. A support platform is provided at the top of the end away from the tank body, and the bottom is connected to the powered subframe via a center plate. Each end of the non-powered subframe is connected to a non-powered bogie via a center plate, and each end of the powered subframe is connected to a powered bogie via a center plate. The end of the active center underframe away from the tank body is lowered and has a coupler buffer device on its end face. Side bearing beams are provided on both sides of the middle position of the power subframe, which buffer against the active center subframe; side bearing beams are provided on both sides of both ends, which buffer against the power bogie; side bearing beams are provided on both sides of the middle position of the active center subframe, which buffer against the active end axle seat; side bearing beams are provided on both sides near the end of the tank body, which buffer against the non-power bogie.

[0009] In a preferred embodiment of the torpedo tanker provided by the present invention, the powered bogie includes a frame, an axle box spring device, a non-powered wheelset, a powered wheelset, a drive assembly, and a brake. The bottom ends of the frame are connected to the non-powered wheelset and the powered wheelset respectively via the axle box spring device. The frame is connected to the drive assembly next to the powered wheelset via rubber cantilever arms. The drive assembly is drively connected to the powered wheelset. The frame has mounting seats next to some or all of the wheels and includes the brake. The drive assembly includes a motor and a reducer located at the output end of the motor. The output end of the reducer is connected to the axle of the powered wheelset.

[0010] In a preferred embodiment of the torpedo tanker provided by the present invention, the top of the carrying platform is provided with the machine compartment, the bottom is provided with a cooling system, and the machine compartment is provided with a battery pack, the braking system, the control system and the motor controller; The control system is electrically connected to the cooling system, the battery pack, the braking system, and the motor controller. The motor controller is electrically connected to the motor. The cooling system is water-connected to the motor controller and the motor.

[0011] Compared with the prior art, the torpedo tanker braking system and torpedo tanker provided by the present invention have the following beneficial effects: 1. The torpedo tank car braking system provided by this invention can switch between manual valve and solenoid valve control for parking, ensuring vehicle operation safety while facilitating remote control or automatic operation. By controlling the opening of the actuating valve through a proportional valve, the braking force is controlled, separating the control end from the actuating end, greatly improving the safety of molten iron transportation.

[0012] 2. The torpedo tank car provided by this invention optimizes the structure of the central underframe and the secondary underframe. The central underframe features newly added transverse reinforcing ribs and crossbeam supports, improving stress distribution. The secondary underframe is locally thickened in key stress areas to effectively disperse impact loads. Optimized side bearing beams increase the rotational damping between the bogie and the underframe, suppressing swaying between the bogie and the car body. This prevents excessive tilting angles during curve running, improving operational stability. The number of welds is reduced. Rounded corner transitions are used in stress concentration areas, significantly extending fatigue life. This achieves a dual improvement in load-bearing efficiency and operational stability, as well as a balance between weight reduction and increased toughness.

[0013] 3. The torpedo-shaped bogie provided by this invention features an optimized bogie structure. The frame meets lightweight design requirements. The wheelsets reduce wheel-rail contact stress, minimizing wear. The axle box springs possess suitable longitudinal and lateral positioning stiffness, ensuring vehicle straight-line stability and improving the vehicle's performance on tight curves. The axle box springs increase the vertical static deflection of the primary suspension, improving the vehicle's smoothness and stability while reducing wheel-rail forces, effectively protecting the rails and track bed, and extending track service life.

[0014] 4. The torpedo tank car provided by this invention adopts a double wedge friction damping device, which easily maintains the parallelism of the two axles, increases positioning stiffness, suppresses the serpentine movement of the bogie, and ensures the stability of the vehicle's straight-line operation. At the same time, it can attenuate vibration and improve vertical dynamic performance. Attached Figure Description

[0015] Figure 1 This is a structural diagram of a torpedo tanker; Figure 2 This is a structural diagram of the driven end of a torpedo tank car; Figure 3 This is a structural diagram of the active end of a torpedo tanker; Figure 4 This is a structural diagram of the driven traveling mechanism in a torpedo tanker; Figure 5 This is an exploded view of the driven traveling mechanism in a torpedo tanker; Figure 6 This is a structural diagram of the active walking mechanism in a torpedo tanker; Figure 7 This is an exploded view of the active walking mechanism in a torpedo tanker; Figure 8This is a structural diagram of the powered bogie in a torpedo tanker; Figure 9 This is a structural diagram of the powered bogie in a torpedo tanker from another perspective; Figure 10 This is a structural diagram of the brake cabinet in a torpedo tanker; Figure 11 This is a schematic diagram of the braking system of a torpedo tanker.

[0016] The diagram labels are as follows: 1. Driven traveling mechanism; 11. Driven intermediate base frame; 12. Driven minor base frame; 13. Driven bogie; 2. Driven end axle seat; 3. Tank body; 4. Driving end axle seat; 5. Driving traveling mechanism; 51. Driving intermediate base frame; 51. Bearing platform; 511. Coupler buffer device; 512. Non-powered minor base frame; 52. Non-powered bogie; 53. Powered minor base frame; 54. Powered bogie; 55. Wheelset; 551. Axle box spring device; 552. Frame; 553. Drive assembly; 554. Brake; 555. Machine room; 6. Cooling system; 7. Brake cabinet; 8. Air compressor; 81. Pressure tank; 82. Parking manual valve; 831. Parking solenoid valve; 832. First pressure regulating valve; 833. Switching valve; 834. Emergency solenoid valve; 841. Proportional valve; 842. Directional control valve 843, actuating valve 844, second pressure regulating valve 845, total air pressure detection device 851, parking pressure detection device 852, brake pressure detection device 853. Detailed Implementation

[0017] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments.

[0018] Please also refer to Figures 1 to 3 These are structural diagrams of the torpedo tank car provided by the present invention, and its driven end and driving end.

[0019] The torpedo tank car includes a driven running mechanism 1, a driven end axle seat 2, a tank body 3, a driving end axle seat 4, a driving running mechanism 5, and a machine room 6.

[0020] The tank body 3 is rotatably mounted at both ends in the driven end bearing 2 and the driving end bearing 4, respectively. The driven end bearing 2 and the driving end bearing 4 are respectively mounted at the top center of the driven walking mechanism 1 and the driving walking mechanism 5 via a central plate. Since there is a lot of space at the top of the driven walking mechanism 1, the tilting mechanism that drives the tank body 3 is arranged in the driven end bearing 2. The mechanical compartment 6 is arranged at the top of the driving walking mechanism 5, at the end away from the tank body 3.

[0021] Please also refer to Figure 4 and Figure 5 These are, respectively, a structural diagram and an exploded view of the driven walking mechanism 1 in the torpedo tanker provided by the present invention.

[0022] The driven traveling mechanism 1 includes a driven middle base frame 11, a driven small base frame 12, and a driven bogie 13.

[0023] The driven central base frame 11 sinks at one end near the tank body 3, and its bottom is connected to a driven small base frame 12 via a central plate. The top of the driven central base frame 11 at its middle position is connected to the driven end bearing 2 via a central plate, which bears the weight of the left end of the tank body 3. The top of the driven central base frame 11 at the end away from the tank body 3 is a manual platform, and its bottom is connected to another driven small base frame 12 via a central plate.

[0024] Both driven subframes 12 are located at the top of the middle position and are connected to the driven middle subframe 11 via a center plate. At the bottom of each end of the driven subframe 12, a driven bogie 13 is connected via a center plate. The driven bogie 13 is consistent with the prior art and will not be described in detail.

[0025] Please also refer to Figure 6 and Figure 7 These are, respectively, a structural diagram and an exploded view of the active walking mechanism 5 in the torpedo tanker provided by the present invention.

[0026] The active walking mechanism 5 includes an active underframe 51, a non-powered subframe 52, a non-powered bogie 53, a powered subframe 54, and a powered bogie 55.

[0027] The active center base frame 51 is lowered at one end near the tank body 3, and its bottom is connected to a non-powered small base frame 52 via a center plate. The top of the active center base frame 51, at its middle position, is connected to the active end bearing 4 via a center plate, bearing the weight of the right end of the tank body 3. The active center base frame 51 is raised at the end away from the tank body 3, with its top serving as a bearing platform 511, and its bottom connected to a powered small base frame 54 via a center plate.

[0028] Both the unpowered underframe 52 and the powered underframe 54 are located at the top of the middle position and are connected to the active underframe 51 via a center plate. At the bottom of each end of the unpowered underframe 52, an unpowered bogie 53 is connected via a center plate.

[0029] The power subframe 54 is designed with an upwardly convex structure to accommodate the installation of the drive assembly 554, which is compatible with the upward-raised structure of the active center subframe 51 at the end away from the tank body 3. At the bottom of each end of the power subframe 54, a power bogie 55 is connected via a center plate.

[0030] The underframe is mainly composed of an upper cover plate, a lower cover plate, a web plate, and partitions, welded into a box-shaped structure. Two cast steel upper center plates are mounted below, and a cast steel lower center plate is mounted above. Upper and lower side bearings are provided at corresponding positions. Specifically, the upper side bearings on both sides of the middle position of the power underframe 54 connect to the bottom of the active underframe 51 via a buffer mechanism; the two lower side bearings on both sides of the two ends of the power underframe 54 connect to the tops of the two power bogies 55 via buffer mechanisms; the upper side bearings on both sides of the middle position of the active underframe 51 connect to the bottom of the active end axle seat 4 via a buffer mechanism; and the two lower side bearings on both sides of the active underframe 51 near the tank body 3 connect to the tops of the two non-power bogies 53 via buffer mechanisms.

[0031] The active underframe 51 extends downwards from the end away from the tank body 3 after passing the power underframe 54, and is located near the wheelset 551. A coupler buffer device 512 is provided on the end face.

[0032] Please also refer to Figure 8 and Figure 9 These are structural diagrams of the power bogie 55 in the torpedo tanker provided by this invention from two different perspectives.

[0033] The basic structure of the non-powered bogie 53 and the powered bogie 55 is the same, both adopting a heavy-duty two-axle welded bogie specifically for torpedo tank cars. The bogie 553 uses an integral welded frame, consisting of a box-section center beam and side beams welded into an H-shaped structure. It uses torpedo tank car-specific wheelsets 551, employing integral rolled steel wheels with diameters of 760mm and 840mm. These wheels have an LM-type wear tread shape, and are assembled with double self-aligning bearings in parallel, with a spacer in the middle. Each wheelset 551 is equipped with an axle box spring device 552, and is connected to the frame 553 via a double wedge friction damping device.

[0034] The difference between the non-powered bogie 53 and the powered bogie 55 is that the powered bogie 55 also includes a drive assembly 554 and a brake 555.

[0035] Specifically, the two adjacent wheelsets in the two power bogies 55 are referred to as power wheelsets, and each is equipped with a drive assembly 554. The drive assembly 554 is an integrated motor and reducer, the reducer being a shaft-mounted reducer, through which the axle of the power wheelset passes.

[0036] On the frame 553 of the power bogie 55, an additional crossbeam is welded near the drive assembly 554 and a rubber cantilever is installed to connect the drive assembly 554.

[0037] Brake 555 is a wind-driven brake shoe brake. There is only space between the four wheelsets of the two power bogies 55 to install three pairs of brakes 555. Mounting brackets are welded to the corresponding positions at the bottom of the frame 553 of the power bogie 55 for mounting the brakes 555.

[0038] Please also refer to Figure 6 , Figure 7 , Figure 10 and Figure 11 These are, respectively, a structural diagram and an exploded view of the active walking mechanism 5 in the torpedo tanker provided by the present invention, a structural diagram of the brake cabinet in the torpedo tanker provided by the present invention, and a schematic diagram of the braking system.

[0039] The top of the support platform 511 is equipped with a machine room 6, which contains a battery pack, a braking system, a control system and a motor controller.

[0040] A cooling system 7 is provided on both sides of the bottom of the support platform 511, which is used to cool the motors of the two drive components 554 and the corresponding two motor controllers.

[0041] The braking system includes an air compressor 81, a pressure tank 82, a parking air circuit, and a braking air circuit.

[0042] The parking air circuit is used for parking braking and includes a parking manual valve 831, a parking solenoid valve 832, a first pressure regulating valve 833, and a switching valve 834. One end of the parking manual valve 831 and the parking solenoid valve 832 are connected to the first pressure regulating valve 833, and the other end is connected to the switching valve 834. The first pressure regulating valve 833 is connected to the pressure tank 82, and the switching valve 834 is connected to all brakes 555. The switching valve 834 switches the connection between the parking manual valve 831 or the parking solenoid valve 832 and the brake 555.

[0043] When switching to the parking manual valve 831, the parking manual valve 831 is manually controlled to open or close, thus connecting or disconnecting the air passage from the pressure tank 82 to the brake 555. When connected, the air pressure pushes all the brake 555 springs to compress, causing the brake shoes to disengage from the wheels, thus releasing the parking brake; when disconnected, the spring force of the brake 555 pushes the brake shoes to contact the wheels, thus achieving parking braking.

[0044] When switching to the parking solenoid valve 832, the parking solenoid valve 832 is electrically controlled to open and close, achieving parking braking or parking release based on the same principle.

[0045] The braking air circuit is used for braking during travel and includes an emergency solenoid valve 841, a proportional valve 842, a directional valve 843, an actuation valve 844, and a second pressure regulating valve 845. One end of the emergency solenoid valve 841, proportional valve 842, and actuation valve 844 are connected together to the second pressure regulating valve 845. The other ends of the emergency solenoid valve 841 and proportional valve 842 are respectively connected to the two ends of the directional valve 843. The other end of the actuation valve 844 is connected to all brakes 555. The second pressure regulating valve 845 is connected to a pressure tank 82.

[0046] An air path leads directly to the brake 555 via the actuating valve 844, meaning that the actuating valve 844 directly controls the braking force of the brake 555. The larger the opening of the actuating valve 844, the greater the air pressure applied to the brake 555, and the stronger the braking force generated.

[0047] An airflow path leads from emergency solenoid valve 841 to directional valve 843. Emergency solenoid valve 841 is off by default. If emergency solenoid valve 841 is on, the maximum air pressure pushes directional valve 843 as the flow path, which in turn pushes actuating valve 844 to its maximum opening, generating maximum braking force.

[0048] An airflow path leads from proportional valve 842 to directional valve 843. The larger the opening of proportional valve 842, the greater the air pressure applied to directional valve 843. When emergency solenoid valve 841 is open, any proportional air pressure applied by proportional valve 842 can push directional valve 843 into a flow path, thereby pushing actuating valve 844 to a corresponding proportional opening, generating a corresponding proportional braking force. When emergency solenoid valve 841 is closed, the one applying greater pressure between emergency solenoid valve 841 and proportional valve 842 pushes actuating valve 844 to its maximum opening, generating maximum braking force.

[0049] Furthermore, for ease of maintenance, the first pressure regulating valve 833 and the second pressure regulating valve 845 are combined and connected to the pressure tank 82 via a ball valve. The switching valve 834 connects to the brake 555 via a ball valve, and ball valves are also provided on the branch lines to each group of brakes 55. The actuation valve 844 connects to the brake 555 via a ball valve, and ball valves are also provided on the branch lines to each group of brakes 55.

[0050] To enable the control system to identify the operating status of the braking system, a total air pressure detection device 851 is provided between the first pressure regulating valve 833 and the second pressure regulating valve 845 and a nearby ball valve; a parking pressure detection device 852 is provided between the switching valve 834 and a nearby ball valve; and a brake pressure detection device 853 is provided between the actuating valve 844 and a nearby ball valve.

[0051] Furthermore, the braking system is integrated into the brake cabinet 8 and installed within the machine room 6. The brake cabinet 8 houses an air compressor 81, a pressure tank 82, valve components, and electrical components. The valve components include all the aforementioned valves, and the electrical components are the control devices for each valve.

[0052] The control system is electrically connected to the cooling system 7, battery pack, electrical components, and motor controllers. The two motor controllers are electrically connected to the motors of the two drive components 554, respectively. The two cooling systems 7 are water-connected to the motors of the two drive components 554 and the corresponding two motor controllers, respectively.

[0053] Specifically, the battery pack supplies power to all electrical components; the control system controls the electrical components and controls each valve in the valve assembly to achieve parking brake and braking force control during driving; the control system controls the motor controller to adjust the output power of the motor in the drive assembly 554; after the drive assembly 554 is started, the control system controls the cooling system 7 to start to cool the motor and motor controller of the drive assembly 554.

[0054] The above description is merely an embodiment of the present invention and does not limit the patent scope of the present invention. Any equivalent structural or procedural transformations made based on the content of the present invention specification, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of the present invention.

Claims

1. A torpedo tank car braking system for controlling the brakes of a torpedo tank car, comprising an air compressor and a pressure tank, characterized in that: It also includes a parking air circuit and a brake air circuit; the parking air circuit includes a parking manual valve and a parking solenoid valve, one end of which is connected to the pressure tank, and the other end is connected to all the brakes through a switching valve, the switching valve switching between the parking manual valve and the parking solenoid valve connected to the brakes; the brake air circuit includes an emergency solenoid valve, a proportional valve, a directional valve and an actuating valve, one end of the emergency solenoid valve, the proportional valve and the actuating valve are connected to the pressure tank, the other end of the actuating valve is connected to all the brakes, and the other ends of the emergency solenoid valve and the proportional valve are respectively connected to the two ends of the directional valve.

2. The torpedo tanker braking system according to claim 1, characterized in that: The parking air circuit is connected to the pressure tank via a pressure regulating valve, and the brake air circuit is connected to the pressure tank via a pressure regulating valve. A main air switch is provided upstream of the two pressure regulating valves. The parking air circuit is connected to the brake via a ball valve, and the brake air circuit is connected to the brake via a ball valve. A parking pressure detection device and a brake pressure detection device are respectively provided upstream of the two ball valves.

3. A torpedo tank car including the torpedo tank car braking system as described in claim 1 or 2, characterized in that: It also includes a driven walking mechanism, a driven end bearing, a tank body, an active end bearing, an active walking mechanism, and a machine room; the two ends of the tank body are respectively connected to the driven end bearing and the active end bearing, and are respectively mounted on the driven walking mechanism and the active walking mechanism via a central plate, and the machine room is located on the active walking mechanism.

4. The torpedo tanker car according to claim 3, characterized in that: The driven walking mechanism includes a driven central base frame, a driven secondary base frame, and a driven bogie. The driven central base frame is lowered at one end near the tank body. The top of the middle of the driven central base frame is connected to the driven end shaft seat through a central plate. The bottom of each end is connected to a driven secondary base frame through a central plate. The bottom of each end of the driven secondary base frame is connected to a driven bogie through a central plate.

5. The torpedo tanker car according to claim 3 or 4, characterized in that: The active walking mechanism includes an active center frame, a non-powered subframe, a non-powered bogie, a powered subframe, and a powered bogie. The active center frame is lowered at the end closest to the tank and raised at the end furthest from the tank. The top of the active center frame is connected to the active end axle seat via a center plate, and the bottom of the end closest to the tank is connected to the non-powered subframe via a center plate. The top of the end furthest from the tank is provided with a support platform, and the bottom is connected to the powered subframe via a center plate. The bottom of each end of the non-powered subframe is connected to a non-powered bogie via a center plate, and the bottom of each end of the powered subframe is connected to a powered bogie via a center plate.

6. The torpedo tanker car according to claim 5, characterized in that: The active underframe sinks away from the end of the tank and is equipped with a coupler buffer device on the end face.

7. The torpedo tanker car according to claim 5, characterized in that: Side bearing beams are provided on both sides of the middle position of the power subframe, which buffer against the active center subframe; side bearing beams are provided on both sides of both ends, which buffer against the power bogie; side bearing beams are provided on both sides of the middle position of the active center subframe, which buffer against the active end axle seat; side bearing beams are provided on both sides near the end of the tank body, which buffer against the non-power bogie.

8. The torpedo tanker car according to any one of claims 5 to 7, characterized in that: The power bogie includes a frame, axle box spring assembly, non-powered wheelset, powered wheelset, drive assembly, and brake. The non-powered wheelset and the powered wheelset are connected at both ends of the bottom of the frame via the axle box spring assembly. The drive assembly is connected to the powered wheelset via a rubber cantilever. The drive assembly is connected to the powered wheelset in a transmission manner. The frame has mounting seats next to some or all of the wheels and is equipped with the brake.

9. The torpedo tanker car according to claim 8, characterized in that: The drive assembly includes a motor and a speed reducer located at the output end of the motor, the output end of which is connected to the axle of the drive wheelset.

10. The torpedo tanker car according to claim 9, characterized in that: The top of the support platform is equipped with the machine compartment, and the bottom is equipped with a cooling system. The machine compartment is equipped with a battery pack, the braking system, the control system, and the motor controller. The control system is electrically connected to the cooling system, the battery pack, the braking system, and the motor controller. The motor controller is electrically connected to the motor. The cooling system is water-connected to the motor controller and the motor.

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