Railway automatic dumping car
By linking the control of the side door opening and closing with the linkage mechanism and telescopic cylinder, and combining the heating system to prevent freezing and sticking, the safety hazards and efficiency problems in the unloading process of railway self-tipping wagons have been solved, and the safety and efficiency have been improved.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- CRRC HARBIN VEHICLES CO LTD
- Filing Date
- 2026-03-11
- Publication Date
- 2026-05-05
AI Technical Summary
Existing railway tippler cars pose a safety hazard during unloading if the side doors are not opened in the set sequence, leading to instability of the car's center of gravity. Furthermore, in low-temperature environments, bulk materials are prone to freezing and sticking to the car floor, reducing unloading efficiency.
The opening and closing of the side door is controlled by a linkage mechanism and a telescopic cylinder, achieving mechanical linkage. Combined with a heating system, heat is provided to the bottom of the carriage to prevent freezing and sticking.
It improves unloading safety and efficiency, avoids safety hazards caused by improper timing, reduces downtime for maintenance, and reduces the need for manual cleaning.
Smart Images
Figure CN121973818A_ABST
Abstract
Description
Technical Field
[0001] This invention relates to the field of railway equipment technology, and more specifically, to a railway self-tipping car. Background Technology
[0002] Currently, in the operation scenarios of transporting bulk cargo by rail in domestic mining enterprises, self-tipping railway cars with side-tipping unloading are widely used. These cars achieve unloading by tilting the entire car body around its longitudinal axis. The tilting power is mainly hydraulic and pneumatic. Structurally, they are generally equipped with a side door suppression tilting mechanism to coordinate the opening and closing of the car body's side doors during the tilting process.
[0003] However, in actual operation, the aforementioned side door suppression tipping mechanism usually relies on the timing coordination of mechanical linkages, limit blocks, and power actuators (such as hydraulic cylinders or pneumatic cylinders). This can easily lead to situations where the unloading side door does not open according to the set timing, causing the carriage to continue tipping over. This not only causes instability of the carriage's center of gravity and overall tipping, creating safety hazards, but also requires maintenance, thus reducing unloading efficiency. In addition, when this type of self-tipping vehicle operates in low-temperature environments, bulk materials (such as ore powder, wet coal, etc.) are prone to freezing or wet adhesion to the carriage floor, requiring manual cleaning, which further reduces unloading efficiency. Summary of the Invention
[0004] The problem addressed by this invention is how to improve the operational safety and efficiency of railway tippler cars.
[0005] To address the aforementioned problems, this invention provides a railway self-tipping car, comprising a car body bottom beam, a car body, a linkage mechanism, a telescopic cylinder, and a heating system. The car body includes a car body and a side door. The side door is rotatably disposed at the end of the car body along its width direction, used to open or close the car body. The fixed end and telescopic end of the telescopic cylinder are rotatably connected to the car body bottom beam and the car body, respectively. The linkage mechanism is rotatably connected to the side door, the car body, and the car body bottom beam. When the telescopic end extends to drive the car body to tip over towards one side along its length, the linkage mechanism deforms to open the corresponding side door. When the telescopic end retracts to drive the car body to reset relative to the car body bottom beam, the linkage mechanism deforms to close the corresponding side door. The heating system provides heat energy to the bottom of the car body to heat the inner bottom surface of the car body.
[0006] Optionally, the carriage further includes an anti-sticking structure; the side door and the end face of the carriage body facing the interior of the carriage are respectively provided with the anti-sticking structure.
[0007] Optionally, the compartment body includes an end wall, a base frame, and a floor; the end of the base frame along the length direction is connected to the end wall; the end wall is rotatably connected to the linkage mechanism; the end of the base frame along the width direction is rotatably connected to the side door; the floor is disposed on the end face of the base frame facing the interior of the compartment body; the heating system is used to provide heat energy to the floor.
[0008] Optionally, the linkage mechanism includes a first connecting rod, a transmission component, and a second connecting rod; the transmission component has a first rotational position, a second rotational position, and a third rotational position forming the three vertices of a triangle; the end wall, one end of the first connecting rod, and one end of the second connecting rod are respectively rotatably connected to the first rotational position, the second rotational position, and the third rotational position; the other end of the first connecting rod is rotatably connected to the side door; and the other end of the second connecting rod is rotatably connected to the vehicle body bottom beam.
[0009] Optionally, the end wall has an installation cavity inside, and the end of the end wall along the width direction of the body has a first opening; the bottom end of the end wall has a second opening; the base frame has a third opening communicating with the second opening; the transmission component is rotatably installed in the installation cavity; one end of the first connecting rod is rotatably connected to the side door through the first opening; one end of the second connecting rod is rotatably connected to the vehicle body bottom beam through the second opening and the third opening.
[0010] Optionally, the railway tipper also includes an air supply system; the floor has a heating chamber inside; the heating system includes a hot and cold gas separation device; the outlet of the hot and cold gas separation device is connected to the heating chamber; the outlet of the heating chamber is used to connect to the atmosphere; the air supply system is used to supply compressed air to the hot and cold gas separation device; the hot and cold gas separation device is used to supply hot gas separated from the compressed air into the heating chamber.
[0011] Optionally, the two ends of the body are rotatably connected to the side doors; each side door is correspondingly provided with at least one linkage mechanism; the bottom beam of the vehicle body is provided with two rows of telescopic cylinders along the width direction, and the air supply system is used to drive the two rows of telescopic cylinders to work in a time-sharing manner to control the tilting direction of the body.
[0012] Optionally, the gas supply system includes a compressed air source, an air storage cylinder, a one-way valve, a first switching valve, and a second switching valve; the outlet of the compressed air source is connected to the inlet of the hot and cold gas separation device and the inlet of the air storage cylinder, respectively; the outlet of the air storage cylinder is connected to two gas supply lines, and the two gas supply lines are respectively connected to the air inlet ends of the two rows of telescopic cylinders; the one-way valve is located in the upstream pipeline of the air storage cylinder and is used to restrict the backflow of gas in the air storage cylinder; the first switching valve is located in the pipeline between the hot and cold gas separation device and the compressed air source and is used to open or close the air inlet path of the hot and cold gas separation device; each gas supply line is provided with a second switching valve to control the air intake and exhaust of the corresponding telescopic cylinder.
[0013] Optionally, the second switching valve has a first working port, a second working port, and a third working port. The first working port is used to connect with the outlet of the air storage cylinder; the second working port is used to connect with the air inlet of the corresponding telescopic cylinder; the third working port is used to communicate with the atmosphere; and the valve core inside the second switching valve is used to move so that the second working port connects with the first working port or the third working port.
[0014] Optionally, the telescopic cylinder includes an outer sleeve, a stop, a piston rod, an outer piston, an inner piston, and an elastic reset member; the circumferential sidewall of the outer sleeve is rotatably connected to the vehicle body floor beam, and an air inlet is provided at the lower end of the outer sleeve; the stop is provided at the upper opening of the outer sleeve; the upper end of the outer piston is located outside the outer sleeve, and the lower end of the outer piston slides through the stop and is disposed inside the outer sleeve; a first limiting portion protrudes from the circumferential sidewall at the lower end of the outer piston, and the stop is located on the moving path of the first limiting portion; a sliding cavity with an opening at the lower end is provided inside the outer piston, and the inner wall of the sliding cavity is provided with a first step structure; the inner piston is slidably disposed inside the sliding cavity; the first step structure is located on the sliding path of the inner piston; one end of the piston rod is connected to the inner piston, and the other end passes through the outer piston and is rotatably connected to the base frame; the elastic reset member is sleeved on the portion of the piston rod located in the sliding cavity.
[0015] Compared with related technologies, the beneficial effects of the present invention are as follows: By rotatably connecting the two ends of the telescopic cylinder to the car body's bottom beam and the car body respectively, and employing a linkage mechanism rotatably connected to the side door, the car body, and the car body's bottom beam respectively, when the telescopic cylinder extends and retracts to drive the car body to tilt or reset, the linkage mechanism can deform accordingly to automatically open or close the side door. This achieves mechanical linkage between the side door opening / closing and the car body tilting action, avoiding the safety hazard of the car body continuing to tilt due to improper timing coordination, thus improving unloading safety. Simultaneously, the linkage mechanism ensures the synchronization of the side door and tilting action, reducing downtime for maintenance due to mechanism failure, thereby improving unloading efficiency. Furthermore, by providing heat energy to the bottom of the car body through a heating system to heat the inner bottom surface, it effectively prevents bulk materials from freezing or sticking to the car body floor, reducing the need for manual cleaning and further improving unloading efficiency. In summary, the railway self-tipping car of this invention effectively improves the operational safety and efficiency of railway self-tipping cars. Attached Figure Description
[0016] Figure 1 The usage state of the railway tipper car in this embodiment of the invention. Figure 1 ; Figure 2 The usage state of the railway tipper car in this embodiment of the invention. Figure 2 ; Figure 3 This is a schematic diagram of the internal structure of a portion of the carriage according to an embodiment of the present invention; Figure 4 The linkage mechanism of this invention is in use according to an embodiment of the invention. Figure 1 ; Figure 5 The linkage mechanism of this invention is in use according to an embodiment of the invention. Figure 2 ; Figure 6 This is a schematic diagram of the structure of a railway self-tipping car according to an embodiment of the present invention; Figure 7 This is a schematic diagram of the air circuit of a railway self-tipping car according to an embodiment of the present invention; Figure 8 This is a half-sectional view of the telescopic cylinder body according to an embodiment of the present invention.
[0017] Explanation of reference numerals in the attached figures: 10. Body bottom beam; 20. Carriage box; 21. Carriage body; 211. End wall; 2111. Mounting cavity; 212. Base frame; 213. Floor; 2131. Heating cavity; 22. Side door; 23. Anti-stick structure; 30. Linkage mechanism; 31. First connecting rod; 32. Second connecting rod; 33. Transmission component; 40. Telescopic cylinder; 41. Outer sleeve; 411. Air inlet; 42. Stop; 43. Piston rod; 44. Outer piston; 441 442. First limiting part; 443. First step structure; 4444. Sliding cavity; 45. Inner piston; 46. Elastic reset part; 50. Heating system; 51. Hot and cold gas separation device; 60. Air storage tank; 70. Bogie; 80. Air brake device; 90. Coupler buffer device; 100. Compressed air source; 200. One-way valve; 300. First switching valve; 400. Second switching valve; 500. Third switching valve; 600. Fourth switching valve. Detailed Implementation
[0018] To make the above-mentioned objects, features, and advantages of the present invention more apparent and understandable, specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings. Although some embodiments of the present invention are shown in the drawings, it should be understood that the present invention can be implemented in various forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided to provide a more thorough and complete understanding of the present invention. It should be understood that the accompanying drawings and embodiments of the present invention are for illustrative purposes only and are not intended to limit the scope of protection of the present invention.
[0019] The term "comprising" and its variations as used herein are open-ended, meaning "including but not limited to"; the term "optionally" means "optional embodiments". Definitions of other terms will be given in the following description. It should be noted that the concepts of "first," "second," etc., mentioned in this invention are used only to distinguish different devices, modules, or units, and are not intended to limit the order of functions performed by these devices, modules, or units or their interdependencies.
[0020] It should be noted that the terms "a" and "a plurality of" used in this invention are illustrative rather than restrictive. Those skilled in the art should understand that, unless otherwise expressly indicated in the context, they should be understood as "one or more".
[0021] In related technologies, the side door suppression type tipping mechanism of railway self-tipping cars relies on the timing coordination between mechanical linkages, limit blocks and power actuators. It is prone to side door opening lags behind the tipping action of the car due to assembly errors, wear or low temperature environment, which can lead to instability of the car's center of gravity or even the entire car tipping over. This not only poses safety hazards, but also reduces unloading efficiency due to downtime for maintenance. At the same time, in low temperature environment, bulk materials freeze and stick to the car floor or become wet, requiring manual cleaning, which further reduces unloading efficiency.
[0022] In response to the above problems, such as Figure 1 , 2 As shown, the railway self-tipping car of this embodiment includes a car body bottom beam 10, a car body 20, a linkage mechanism 30, a telescopic cylinder 40, and a heating system 50. The car body 20 includes a car body 21 and a side door 22. The side door 22 is rotatably disposed at the end of the car body 21 along the width direction and is used to open or close the car body 21. The fixed end and the telescopic end of the telescopic cylinder 40 are rotatably connected to the car body bottom beam 10 and the car body 21, respectively. The linkage mechanism 30 is rotatably connected to the side door 22, the car body 21, and the car body bottom beam 10, respectively. When the telescopic end extends to drive the car body 21 to tip over toward one side of the length direction of the car body 21, the linkage mechanism 30 is used to deform to drive the corresponding side door 22 to open the car body 21. When the telescopic end retracts to drive the car body 21 to reset relative to the car body bottom beam 10, the linkage mechanism 30 is used to deform to drive the corresponding side door 22 to close the car body 21. The heating system 50 is used to provide heat energy to the bottom of the car body 21 to heat the inner bottom surface of the car body 21.
[0023] Specifically, in the structure of the carriage 20, the side door 22 is hinged and rotatably mounted at the end of the carriage body 21 along its width direction, used to open or close the carriage body 21. A sealing gasket or other sealing structure is provided at the connection between the side door 22 and the carriage body 21 to ensure sealing performance in the closed state. The fixed end of the telescopic cylinder 40 is rotatably connected to the vehicle body bottom beam 10 via a hinge support, and the telescopic end is rotatably connected to the bottom end of the carriage body 21 via a hinge support. The linkage mechanism 30 adopts a three-bar structure, forming rotatable connections with the side door 22, the carriage body 21, and the vehicle body bottom beam 10 respectively. When the telescopic end extends and drives the carriage body 21 to tilt towards one side along its length, the linkage mechanism 30 undergoes mechanical deformation, causing the corresponding side door 22 to open the carriage body 21 through a change in geometric position; when the telescopic end retracts and drives the carriage body 21 to reset relative to the vehicle body bottom beam 10, the linkage mechanism 30 deforms in the opposite direction, causing the corresponding side door 22 to close the carriage body 21. The heating system 50 can provide heat energy to the inner bottom surface of the compartment body 21 to heat the inner bottom surface of the compartment body 21.
[0024] In this optional embodiment, by rotatably connecting the two ends of the telescopic cylinder 40 to the vehicle body bottom beam 10 and the cargo box 21 respectively, and by employing a linkage mechanism 30 rotatably connected to the side door 22, the cargo box 21 and the vehicle body bottom beam 10 respectively, when the telescopic cylinder 40 extends and retracts to drive the cargo box 21 to tilt or reset, the linkage mechanism 30 can deform accordingly to drive the side door 22 to automatically open or close the cargo box 21. This achieves mechanical linkage between the opening and closing of the side door 22 and the tilting action of the cargo box 20, avoiding the safety hazard of the cargo box 20 continuing to tilt due to improper timing coordination, thus improving unloading safety. At the same time, the linkage effect of the linkage mechanism 30 ensures the synchronization of the side door 22 and the tilting action, reducing downtime for maintenance due to mechanism failure, thereby improving unloading efficiency. In addition, by providing heat energy to the bottom of the cargo box 21 through the heating system 50 to heat the inner bottom surface, it is possible to effectively prevent bulk materials from freezing or sticking to the bottom plate of the cargo box 20, reducing the need for manual cleaning and further improving unloading efficiency. In summary, the railway self-tipping car of the present invention effectively improves the operational safety and efficiency of railway self-tipping cars.
[0025] Optionally, such as Figure 3 As shown, the carriage 20 also includes an anti-sticking structure 23; the side door 22 and the end face of the carriage body 21 facing the interior of the carriage 20 are respectively provided with an anti-sticking structure 23.
[0026] It should be understood that when railway self-tipping wagons are used to transport damp, powdery goods, the goods are prone to sticking to the steel surfaces inside the wagon 20. This results in significant residue during unloading, requiring manual intervention for cleaning and affecting operational efficiency.
[0027] To address the aforementioned issues, the carriage 20 in this embodiment further includes an anti-adhesion structure 23. This anti-adhesion structure 23 can be a nanoplastic board or an anti-adhesion coating, and it is disposed on the entire end face of the side door 22 facing the interior of the carriage 20 and all end faces of the carriage body 21 facing the interior of the carriage 20. When the anti-adhesion structure 23 is a nanoplastic board, the nanoplastic board can be connected to the side door 22 or the carriage body 21 by adhesive bonding or mechanical fixing.
[0028] In this optional embodiment, during the tipping and unloading process of the carriage 20, since the side door 22 and the end face of the carriage body 21 facing the interior of the carriage 20 are respectively provided with anti-sticking structures 23, the wet powdery material can slide off more easily under the action of gravity without sticking, which significantly reduces the adhesion of the wet powdery material on it, effectively improves the problem of wet powdery goods sticking to the inner wall of the carriage 20, improves the flowability of goods, reduces the amount of manual cleaning work, and further improves the unloading efficiency and operational reliability of the vehicle.
[0029] Optionally, such as Figure 1 , 3As shown, the body 21 includes an end wall 211, a base frame 212, and a floor 213; the end of the base frame 212 along the length direction is connected to the end wall 211; the end wall 211 is rotatably connected to the linkage mechanism 30; the end of the base frame 212 along the width direction is rotatably connected to the side door 22; the floor 213 is disposed on the end face of the base frame 212 facing the interior of the body 21; the heating system 50 is used to provide heat energy to the floor 213.
[0030] Specifically, in the structure of the body 21, the base frame 212 has end walls 211 connected to both ends along its length. The connection methods include, but are not limited to, welding or bolting, to form the main frame structure of the body 21. The upper part of the end walls 211 is rotatably connected to the linkage mechanism 30 to restrict the degree of freedom of the linkage mechanism 30 during deformation. The end of the base frame 212 along its width is rotatably connected to the side door 22 via hinges, with the hinge axis parallel to the length direction of the base frame 212. A floor 213 is laid on the end face of the base frame 212 facing the interior of the body 21. The floor 213 can have a sandwich structure, and the heating system 50 can input heat into the floor 213 to heat it up.
[0031] In this optional embodiment, the end wall 211 serves as the mounting carrier for the linkage mechanism 30, providing a stable mechanical transmission path for the linkage control of the side door 22; the base frame 212 serves as the load-bearing body, achieving structural connection with the end wall 211 and rotational connection with the side door 22, forming a complete load transmission system; the floor 213 is directly laid on the inner side of the base frame 212 and serves as the heat application object of the heating system 50, allowing heat energy to directly act on the surface of the load-bearing goods. This structural design makes the motion transmission of the linkage mechanism 30, the opening and closing action of the side door 22, and the heat transfer of the heating system 50 independent yet coordinated and unified. It not only ensures the reliability of mechanical transmission during the tipping and unloading process but also achieves direct heating of the inner bottom surface of the carriage 20, effectively solving the problems of heat loss and reduced transmission efficiency caused by improper structural layout. Thus, while ensuring unloading safety, it significantly improves heating efficiency and achieves a synergistic improvement in operational safety and anti-sticking and anti-freezing effects.
[0032] Optionally, such as Figure 4 , 5 As shown, the linkage mechanism 30 includes a first connecting rod 31, a transmission member 33, and a second connecting rod 32; the transmission member 33 has a first rotation position, a second rotation position, and a third rotation position that form the three vertices of a triangle; the end wall 211, one end of the first connecting rod 31, and one end of the second connecting rod 32 are respectively rotatably connected to the first rotation position, the second rotation position, and the third rotation position; the other end of the first connecting rod 31 is rotatably connected to the side door 22; and the other end of the second connecting rod 32 is rotatably connected to the vehicle body bottom beam 10.
[0033] Specifically, in the structure of the connecting mechanism, the transmission component 33 is a triangular lever structure, having a first rotation position, a second rotation position, and a third rotation position forming the three vertices of a triangle, each with a pin hole. The end wall 211 is rotatably connected to the first rotation position via the first pin, one end of the first connecting rod 31 is rotatably connected to the second rotation position via the second pin, and one end of the second connecting rod 32 is rotatably connected to the third rotation position via the third pin. The other end of the first connecting rod 31 is rotatably connected to the pull rod seat on the side door 22 via the fourth pin, and the other end of the second connecting rod 32 is rotatably connected to the pull rod seat on the vehicle body bottom beam 10 via the fifth pin. The first connecting rod 31 and the second connecting rod 32 are made of round or square tubular profiles, with joints with pin holes welded to both ends.
[0034] In this optional embodiment, when the body 21 tilts relative to the chassis bottom beam 10, the relative position between the end wall 211 and the chassis bottom beam 10 changes. The transmission component 33 rotates around the first rotation position, and simultaneously drives the first connecting rod 31 and the second connecting rod 32 to move through the second and third rotation positions respectively. The first connecting rod 31 transmits the motion to the side door 22, realizing the opening or closing of the side door 22. The connection between the second connecting rod 32 and the chassis bottom beam 10 provides a stable support reference for the entire linkage mechanism 30. In this way, through the rigid geometric constraint of the triangular transmission component 33, a deterministic functional relationship between the opening / closing angle of the side door 22 and the tilting angle of the body 21 is established, ensuring that the side door 22 moves smoothly, responds accurately, and without impact throughout the entire tilting stroke, greatly improving the reliability and service life of the mechanism.
[0035] Optionally, the end wall 211 is provided with an installation cavity 2111 inside, and the end of the end wall 211 along the width direction of the body 21 is provided with a first opening; the bottom end of the end wall 211 is provided with a second opening; the base frame 212 is provided with a third opening communicating with the second opening; the transmission component 33 is rotatably installed in the installation cavity 2111; one end of the first connecting rod 31 is rotatably connected to the side door 22 through the first opening; one end of the second connecting rod 32 is rotatably connected to the vehicle body bottom beam 10 through the second opening and the third opening.
[0036] Specifically, the mounting cavity 2111 inside the end wall 211 is enclosed by inner and outer columns, inner and outer side plates, and upper and lower cover plates. A first opening is provided at the end of the end wall 211 along the width direction of the body 21, penetrating the side wall of the end wall 211 for the passage of the first connecting rod 31. A second opening is provided at the bottom end of the end wall 211, located in the connection area between the end wall 211 and the base frame 212. A third opening is provided at a corresponding position on the base frame 212, connecting with the second opening to form a continuous channel. The transmission component 33 is rotatably mounted in the mounting cavity 2111 via bearings or bushings, with the rotation axis of the transmission component 33 arranged along the length direction of the body 21. One end of the first connecting rod 31 passes through the first opening and is rotatably connected to the side door 22. One end of the second connecting rod 32 passes through the second and third openings in sequence and is rotatably connected to the vehicle body bottom beam 10, with an appropriate gap between the rod and the opening to accommodate the movement trajectory.
[0037] In this optional embodiment, the transmission component 33 is built into the mounting cavity 2111 inside the end wall 211, and the first opening at the width end of the end wall 211 is used to realize the rotational connection between the first connecting rod 31 and the side door 22. At the same time, the second connecting rod 32 is realized to the car body bottom beam 10 through the continuous channel formed by the second opening at the bottom end of the end wall 211 and the third opening of the underframe 212. This integrates the core transmission component of the entire linkage mechanism 30 into the internal space of the end wall 211, eliminating the need for additional transmission box or protective cover structure outside the car body 20. The first connecting rod 31 and the second connecting rod 32 are connected internally and externally through preset openings, which not only meets the functional requirements of motion transmission, but also makes full use of the structural cavities of the end wall 211 and the underframe 212 as the housing space for the transmission component 33 and the motion channel for the connecting rod. Thus, without increasing the external dimensions and structural complexity of the car body 20, the complete functional layout of the linkage mechanism 30 is realized, effectively saving space within the vehicle clearance and avoiding the risk of interference from external protruding components to railway equipment.
[0038] Optionally, such as Figure 3 As shown, the railway self-tipping car also includes an air supply system; a heating chamber 2131 is provided inside the floor 213; the heating system 50 includes a hot and cold gas separation device 51; the outlet of the hot and cold gas separation device 51 is connected to the heating chamber 2131; the outlet of the heating chamber 2131 is used to connect with the atmosphere; the air supply system is used to supply compressed air to the hot and cold gas separation device 51; the hot and cold gas separation device 51 is used to supply hot gas separated from the compressed air into the heating chamber 2131.
[0039] Specifically, a heating chamber 2131 is provided inside the floor 213. This heating chamber 2131 is formed by the upper and lower panels and the central rib of the floor 213, and has a communicating gas flow channel inside. The heating system 50 includes a hot and cold gas separation device 51, which adopts a vortex tube or membrane separation structure and has one inlet and two outlets. The outlet of the hot and cold gas separation device 51 is connected to the inlet of the heating chamber 2131 through a pipeline, and the outlet of the heating chamber 2131 is used to connect with the atmosphere to form an exhaust channel. The air supply system is used to supply compressed air to the hot and cold gas separation device 51. The hot and cold gas separation device 51 uses the expansion and separation principle of compressed air to separate the input compressed air into two parts: high-temperature gas and low-temperature gas. The high-temperature gas is transported into the heating chamber 2131 through a pipeline, and the low-temperature gas is transported to the atmosphere through a pipeline.
[0040] In this optional embodiment, an air supply system is set up to provide air power for the heating function. The hot and cold gas separation device 51 is directly connected to the heating chamber 2131 inside the floor 213 to form a complete airflow channel. The high-temperature gas generated by the separation of compressed air by the hot and cold gas separation device 51 can flow directly into the heating chamber 2131 to heat the floor 213. The heated gas is then discharged into the atmosphere through the outlet of the heating chamber 2131 to form a continuous cycle. This design makes full use of the existing compressed air source of railway vehicles, without the need for additional electric heating elements or fuel combustion devices. It enables the heating system 50 to be deeply integrated with the vehicle's pneumatic system, which simplifies the system structure, reduces equipment costs, and avoids the safety hazards of electrical equipment in humid and dusty environments and the exhaust emission problems of combustion devices. At the same time, the hot and cold gas separation device 51 has no moving parts and high reliability. The integrated design of the heating chamber 2131 and the floor 213 makes the heat transfer path short and the thermal efficiency high. Thus, the heating function is simplified, safe, and efficient, effectively solving the problem of frozen and stuck goods in cold regions and significantly improving the vehicle's adaptability to operation in low-temperature environments.
[0041] In other embodiments, the heating system 50 can be a battery and a heating tube, with the heating tube disposed in the heating cavity 2131 of the floor 213. The battery is electrically connected to the heating tube to enable the heating tube to generate heat.
[0042] Optionally, such as Figure 1 , 2 As shown, the two ends of the body 21 along the width direction are respectively rotatably connected to side doors 22; each side door 22 is respectively set with at least one linkage mechanism 30; the bottom beam 10 of the vehicle body is provided with two rows of telescopic cylinders 40 along the width direction, and the air supply system is used to drive the two rows of telescopic cylinders 40 to work in a time-sharing manner to control the tilting direction of the body 21.
[0043] Specifically, the body 21 has side doors 22 rotatably connected to both ends along its width, allowing for independent unloading from both sides. Each side door 22 is rotatably connected to two linkage mechanisms 30 at both ends along its length, and the linkage mechanisms 30 corresponding to the two side doors 22 are not shared. The chassis beam 10 has two rows of telescopic cylinders 40 along its width, arranged on both sides of the longitudinal centerline of the chassis beam. Each row contains multiple telescopic cylinders 40, and the telescopic cylinders 40 in the same row are connected in parallel via pipelines. The air supply system uses a time-sharing control method to drive the two rows of telescopic cylinders 40, selectively supplying air to one row or the other, thereby controlling the tilting direction of the body 21.
[0044] In this optional embodiment, side doors 22 are respectively provided at both ends of the body 21 in the width direction and corresponding linkage mechanisms 30 are configured. At the same time, two rows of telescopic cylinders 40 are arranged in the width direction of the vehicle body bottom beam 10. The left or right telescopic cylinder 40 is selectively controlled to work by the time-sharing drive mode of the air supply system. When one side telescopic cylinder 40 extends, it pushes the body 21 to tilt to that side and drives the side door 22 on that side to open through the corresponding linkage mechanism 30. Meanwhile, the other side telescopic cylinder 40 remains retracted and the corresponding side door 22 remains closed. This double-sided arrangement and single-sided drive structure The structural design allows the vehicle to flexibly choose to tilt to the left or right for unloading based on the conditions of the unloading site, the location of the goods, or the route environment, expanding the vehicle's operational adaptability. At the same time, the time-sharing drive mechanism ensures the interlocking relationship between the two rows of telescopic cylinders 40 from the air source control level, fundamentally avoiding the dangerous situation where the two telescopic cylinders 40 on both sides operate simultaneously, causing both side doors 22 to open at the same time. This prevents the risk of loss of center of gravity and vehicle overturning caused by goods flowing out to both sides at the same time. Thus, while improving unloading flexibility, the dual protection of mechanical and pneumatic control significantly improves operational safety.
[0045] Optionally, such as Figure 6 , 7 As shown, the air supply system includes a compressed air source 100, an air storage cylinder 60, a one-way valve 200, a first switching valve 300, and a second switching valve 400. The outlet of the compressed air source 100 is connected to the inlet of the hot and cold gas separation device 51 and the inlet of the air storage cylinder 60, respectively. The outlet of the air storage cylinder 60 is connected to two air supply paths, which are respectively connected to the air inlet of two rows of telescopic cylinders 40. The one-way valve 200 is located in the upstream pipeline of the air storage cylinder 60 and is used to restrict the backflow of gas in the air storage cylinder 60. The first switching valve 300 is located in the pipeline between the hot and cold gas separation device 51 and the compressed air source 100 and is used to open or close the air inlet path of the hot and cold gas separation device 51. Each air supply path is equipped with a second switching valve 400 to control the air intake and exhaust of the corresponding telescopic cylinder 40.
[0046] Specifically, in the structure of the air supply system, the compressed air source 100 is either the vehicle's main air cylinder or an external air source. Its outlet is connected to the inlet of the hot and cold gas separation device 51 and the inlet of the air storage cylinder 60 via pipelines, forming two parallel branches. The air storage cylinder 60 is a pressure vessel with a certain volume, and its outlet is connected to two air supply lines. The two air supply lines are respectively connected to the air inlet ends of the two rows of telescopic cylinders 40. A one-way valve 200 is installed on the upstream pipeline of the air storage cylinder 60, that is, on the pipeline between the compressed air source 100 and the air storage cylinder 60, allowing gas to flow from the compressed air source 100 to the air storage cylinder 60 and preventing reverse flow. The first switching valve 300 is a two-position, two-way valve that is manually or electromagnetically controlled and is installed on the pipeline between the hot and cold gas separation device 51 and the compressed air source 100. It is used to open or close the air intake path of the hot and cold gas separation device 51. Each air supply line is equipped with a second switching valve 400, which is a directional control valve with multiple working ports, used to control the intake or exhaust of the telescopic cylinder 40 on the corresponding side.
[0047] During operation, a portion of the compressed air output from the compressed air source 100 enters the air storage tank 60 via the one-way valve 200 for storage, providing a stable air source for the tilting operation; the other portion enters the hot and cold gas separation device 51 when the first switch valve 300 is opened, providing an air source for the heating system 50. The compressed air in the air storage tank 60 is supplied to the two rows of telescopic cylinders 40 through two air supply lines. By operating the second switch valve 400 on the corresponding air supply line, the drive control of the corresponding telescopic cylinder 40 is realized.
[0048] In this optional embodiment, the air storage duct 60 buffers the fluctuations in air source pressure, providing a stable and reliable power source for the tilting operation; the one-way valve 200 prevents the backflow of gas in the air storage duct 60, ensuring the stability of the system pressure; the first switching valve 300 realizes independent control of the heating function and the tilting function, and the heating function can be activated separately as needed; the second switching valve 400 realizes independent control of the telescopic cylinders 40 on both sides, which is simple and reliable to operate.
[0049] Furthermore, such as Figure 7 As shown, the gas supply system also includes a third switching valve 500 and a fourth switching valve 600. The third switching valve 500 is installed in the upstream pipeline shared by the hot and cold gas separation device 51 and the air storage tank 60, and is used to directly cut off the air intake path of both. In both gas supply paths, the upstream pipeline of the second switching valve 400 is equipped with a fourth switching valve 600, which is used to open or cut off the air intake path of each row of telescopic cylinders 40.
[0050] Optionally, the second switching valve 400 has a first working port, a second working port, and a third working port. The first working port is used to connect with the outlet of the air storage cylinder 60; the second working port is used to connect with the air inlet of the corresponding telescopic cylinder 40; and the third working port is used to connect with the atmosphere. The valve core inside the second switching valve 400 is used to move so that the second working port connects with the first working port or the third working port.
[0051] Specifically, the second switching valve 400 adopts a three-position three-way reversing valve structure, which can be manual or electrically controlled, and has three external interfaces: a first working port, a second working port, and a third working port. The first working port is connected to the outlet of the air storage tank 60 through a pipeline, serving as a pressurized gas input port. The second working port is connected to the air inlet of the corresponding telescopic cylinder 40 through a pipeline, serving as an actuator control port. The third working port is directly connected to the atmosphere, serving as an exhaust port. The second switching valve 400 has a movable valve core with two working positions: in the first position, the second working port is connected to the first working port, and compressed air in the air storage tank 60 enters the telescopic cylinder 40, pushing it to extend; in the second position, the second working port is connected to the third working port, and the gas in the telescopic cylinder 40 is discharged into the atmosphere, and the telescopic cylinder 40 retracts under load.
[0052] During operation, when the carriage 20 needs to be tilted, the second switch valve 400 is operated to put the valve core in the first position. Compressed air enters the telescopic cylinder 40 on the corresponding side from the air storage duct 60 through the first working port and the second working port, pushing the carriage body 21 to tilt. When the carriage 20 needs to be reset, the second switch valve 400 is operated to switch the valve core to the second position. The compressed air in the telescopic cylinder 40 is discharged into the atmosphere through the second working port and the third working port. The carriage 20 resets under its own weight.
[0053] Optionally, such as Figure 8As shown, the telescopic cylinder 40 includes an outer sleeve 41, a stop member 42, a piston rod 43, an outer piston 44, an inner piston 45, and an elastic reset member 46; the circumferential sidewall of the outer sleeve 41 is rotatably connected to the vehicle body bottom beam 10, and an air inlet 411 is opened at the lower end of the outer sleeve 41; the stop member 42 is disposed at the upper opening of the outer sleeve 41; the upper end of the outer piston 44 is located outside the outer sleeve 41, and the lower end of the outer piston 44 is slidably disposed inside the outer sleeve 41 through the stop member 42; a first limiting part 44 protrudes from the circumferential sidewall at the lower end of the outer piston 44. 1. The stop member 42 is located on the moving path of the first limiting part 441; the outer piston 44 is provided with a sliding cavity 443 with an opening at the lower end, and the inner wall of the sliding cavity 443 is provided with a first step structure 442; the inner piston 45 is slidably disposed inside the sliding cavity 443; the first step structure 442 is located on the sliding path of the inner piston 45; one end of the piston rod 43 is connected to the inner piston 45, and the other end passes through the outer piston 44 and is rotatably connected to the base frame 212; the elastic reset member 46 is sleeved on the part of the piston rod 43 located in the sliding cavity 443.
[0054] Specifically, the telescopic cylinder 40 adopts a two-stage single-acting structure. In the structure of the telescopic cylinder 40, the outer sleeve 41 is a cylindrical structure, and its circumferential sidewall is rotatably connected to the vehicle body bottom beam 10 through a hinge support. An air inlet 411 is opened at the lower end and connected to the air supply pipeline. The stop member 42 is an annular structure, which is set at the upper opening of the outer sleeve 41 by means of threads or snap-fit, and has a through hole in the center. The outer piston 44 is a stepped shaft structure, with its upper end located outside the outer sleeve 41 and its lower end slidingly set inside the outer sleeve 41 through the through hole of the stop member 42. A first limiting part 441 is protruding on the lower circumferential sidewall of the outer piston 44. The first limiting part 441 is a stop ring or boss structure, and the stop member 42 is located on the upward movement path of the first limiting part 441 to limit the maximum extension position of the outer piston 44. The outer piston 44 has a sliding cavity 443 with an open lower end. The sliding cavity 443 is a cylindrical hole, and its inner wall has a first step structure 442, which is an annular shoulder used to limit the maximum extension position of the inner piston 45. The inner piston 45 is slidably disposed inside the sliding cavity 443 and located below the first step structure 442. One end of the piston rod 43 is fixedly connected to the inner piston 45 by threads or welding, and the other end passes through the upper central hole of the outer piston 44 and is rotatably connected to the base frame 212. The elastic reset member 46 is a cylindrical helical compression spring, which is sleeved on the part of the piston rod 43 located in the sliding cavity 443, and its diameter is larger than the diameter of the through hole of the outer piston 44 through which the piston rod 43 passes.
[0055] In this optional embodiment, during operation, when compressed air enters the inner cavity of the outer casing 41 from the air inlet 411, the gas pressure acts simultaneously on the lower end face of the outer piston 44 and the lower end face of the inner piston 45, pushing the outer piston 44 and the inner piston 45 to move upward synchronously. When the outer piston 44 moves to the maximum extension position, the inner piston 45 continues to drive the piston rod 43 to move until the inner piston 45 moves to the maximum extension position. At this time, the elastic reset member 46 is compressed and stores energy, and the piston rod 43 extends to push the body 21 to tilt. When the air inlet 411 exhausts and releases pressure, the elastic reset member 46 releases the stored elastic potential energy, pushing the inner piston 45 to move downward. At the same time, the weight of the carriage 20 acts on the piston rod 43, jointly causing the outer piston 44 and the inner piston 45 to reset. The piston rod 43 retracts and pulls the body 21 to reset.
[0056] In this optional embodiment, the telescopic cylinder 40 is designed as a double-stage nested structure consisting of an outer sleeve 41, an outer piston 44, and an inner piston 45. Compressed air enters from the lower air inlet 411 of the outer sleeve 41 and acts simultaneously on the lower end face of the outer piston 44 and the lower end face of the inner piston 45, forming an effective pressure-bearing area superposition of the two stages of pistons, generating a greater output thrust under the same air source pressure. The first limiting part 441 provided at the lower end of the outer piston 44 cooperates with the stop part 42 at the upper end of the outer sleeve 41 to form a mechanical limit, preventing the outer piston 44 from excessively extending and detaching from the outer sleeve 41. The first step structure 442 of the sliding cavity 443 inside the outer piston 44 restricts the relative stroke of the inner piston 45, giving the movement of the two stages of pistons a clear mechanical boundary. The elastic reset part 46 is sleeved on the part of the piston rod 43 located in the sliding cavity 443. During the tilting process, it is compressed and stored as the piston rod 43 extends. When the air inlet 411 is depressurized, it releases elastic potential energy to assist in pushing the inner piston 45 to reset, and at the same time, it forms a compound reset force with the weight of the carriage 20. This dual-stage single-acting structure, combined with the built-in elastic reset component 46, not only increases the tilting driving force by increasing the effective working area, but also reduces the reset dependence on the air source pressure through the elastic energy storage element, and ensures motion safety through multi-stage mechanical limits. Thus, while meeting the high-thrust tilting requirements, it also ensures reliable reset capability in the case of insufficient air source pressure or no air.
[0057] Optionally, such as Figure 6 As shown, the railway self-tipping car also includes a bogie 70 and an air brake device 80. The bogie 70 is connected to the front and rear ends of the bottom of the car body beam 10. The bogie 70 is the running device of the railway self-tipping car, which sits on the rail through running wheels. The air brake device 80 is installed on the bottom beam 10 of the car body and can restrict the rotation of the running wheels so as to brake and stop the bogie 70.
[0058] Specifically, the bogie 70 adopts the standard three-piece bogie 70 for railway freight cars or the welded frame bogie 70, with the running wheels of its wheelset sitting on the rail; the air brake device 80 adopts an air caliper brake structure, which can press the brake shoes against the running wheel tread through the brake lever transmission, and use friction to limit the rotation of the running wheel, thereby realizing the braking and stopping of the bogie 70.
[0059] In this optional embodiment, the above-mentioned standard type of bogie 70 and air brake device 80 are used to enable the railway self-tipping car to operate safely and stably on the railway line. Optionally, such as Figure 6 As shown, the railway self-tipping car also includes a coupler buffer device 90, and the front and rear ends of the car body bottom beam 10 are respectively equipped with coupler buffer devices 90.
[0060] Specifically, the connection method between the coupler buffer device 90 and the car body bottom beam 10 includes, but is not limited to, welding or high-strength bolt connection. There are no restrictions here; it depends on the actual needs.
[0061] In this optional embodiment, by setting coupler buffer devices 90 at both ends of the car body bottom beam 10, the vehicle can be quickly coupled and decoupled with other railway vehicles through couplers to form a complete train formation for traction and transportation. At the same time, the buffer devices absorb and mitigate longitudinal impacts and vibrations caused by starting, braking, shunting operations or uneven track during train operation.
[0062] While the present invention has been disclosed above, its scope of protection is not limited thereto. Those skilled in the art can make various changes and modifications without departing from the spirit and scope of the present invention, and all such changes and modifications will fall within the scope of protection of the present invention.
Claims
1. A railway self-tipping car, characterized in that, The system includes a chassis beam (10), a cargo box (20), a linkage mechanism (30), a telescopic cylinder (40), and a heating system (50). The cargo box (20) includes a body (21) and a side door (22). The side door (22) is rotatably disposed at the end of the body (21) along the width direction, and is used to open or close the body (21). The fixed end and the telescopic end of the telescopic cylinder (40) are rotatably connected to the chassis beam (10) and the body (21), respectively. The linkage mechanism (30) is rotatably connected to the side door (22), the body (21), and the chassis beam (10), respectively. Connection; when the telescopic end extends to drive the body (21) to tilt toward one side of the body (21) in the length direction, the linkage mechanism (30) is used to deform to drive the corresponding side door (22) to open the body (21); when the telescopic end retracts to drive the body (21) to reset relative to the vehicle body bottom beam (10), the linkage mechanism (30) is used to deform to drive the corresponding side door (22) to close the body (21); the heating system (50) is used to provide heat energy to the bottom of the body (21) to heat the inner bottom surface of the body (21).
2. The railway self-tipping car according to claim 1, characterized in that, The carriage (20) also includes an anti-sticking structure (23); the side door (22) and the end face of the carriage body (21) facing the interior of the carriage (20) are respectively provided with the anti-sticking structure (23).
3. The railway self-tipping car according to claim 1, characterized in that, The body (21) includes an end wall (211), a base frame (212), and a floor (213); the end of the base frame (212) along the length direction is connected to the end wall (211); the end wall (211) is rotatably connected to the linkage mechanism (30); the end of the base frame (212) along the width direction is rotatably connected to the side door (22); the floor (213) is disposed on the end face of the base frame (212) facing the interior of the body (21); the heating system (50) is used to provide heat energy to the floor (213).
4. The railway self-tipping car according to claim 3, characterized in that, The linkage mechanism (30) includes a first connecting rod (31), a transmission component (33), and a second connecting rod (32); the transmission component (33) has a first rotation position, a second rotation position, and a third rotation position that form the three vertices of a triangle; the end wall (211), one end of the first connecting rod (31), and one end of the second connecting rod (32) are respectively rotatably connected to the first rotation position, the second rotation position, and the third rotation position; the other end of the first connecting rod (31) is rotatably connected to the side door (22); the other end of the second connecting rod (32) is rotatably connected to the vehicle body bottom beam (10).
5. The railway self-tipping car according to claim 4, characterized in that, The end wall (211) is provided with an installation cavity (2111) inside. The end wall (211) is provided with a first opening at the end along the width direction of the body (21). The bottom end of the end wall (211) is provided with a second opening. The base frame (212) is provided with a third opening that communicates with the second opening. The transmission component (33) is rotatably installed in the installation cavity (2111). One end of the first connecting rod (31) is rotatably connected to the side door (22) through the first opening. One end of the second connecting rod (32) is rotatably connected to the vehicle body bottom beam (10) through the second opening and the third opening.
6. The railway self-tipping car according to claim 3, characterized in that, It also includes an air supply system; the floor (213) is provided with a heating chamber (2131); the heating system (50) includes a hot and cold gas separation device (60); the outlet of the hot and cold gas separation device (60) is connected to the heating chamber (2131); the outlet of the heating chamber (2131) is used to connect with the atmosphere; the air supply system is used to supply compressed air to the hot and cold gas separation device (60); the hot and cold gas separation device (60) is used to supply hot gas separated from the compressed air into the heating chamber (2131).
7. The railway self-tipping car according to claim 6, characterized in that, The two ends of the body (21) along the width direction are respectively rotatably connected to the side doors (22); each side door (22) is respectively provided with at least one linkage mechanism (30); the bottom beam (10) of the vehicle body is provided with two rows of telescopic cylinders (40) along the width direction, and the air supply system is used to drive the two rows of telescopic cylinders (40) to work in a time-sharing manner to control the tilting direction of the body (21).
8. The railway self-tipping car according to claim 7, characterized in that, The air supply system includes a compressed air source (100), an air storage cylinder (60), a one-way valve (200), a first switching valve (300), and a second switching valve (400); the outlet of the compressed air source (100) is connected to the inlet of the hot and cold gas separation device (51) and the inlet of the air storage cylinder (60); the outlet of the air storage cylinder (60) is connected to two air supply paths, and the two air supply paths are connected to the air inlet ends of the two rows of telescopic cylinders (40); the one-way valve... The valve (200) is located in the upstream pipeline of the air storage cylinder (60) and is used to restrict the backflow of gas in the air storage cylinder (60); the first switch valve (300) is located in the pipeline between the hot and cold gas separation device (51) and the compressed air source (100) and is used to open or close the air intake path of the hot and cold gas separation device (51); each of the air supply lines is provided with a second switch valve (400) to control the air intake and exhaust of the corresponding telescopic cylinder (40).
9. The railway self-tipping car according to claim 8, characterized in that, The second switching valve (400) has a first working port, a second working port and a third working port. The first working port is used to connect with the outlet of the air storage cylinder (60); the second working port is used to connect with the air inlet of the corresponding telescopic cylinder (40); the third working port is used to communicate with the atmosphere; the valve core inside the second switching valve (400) is used to move so that the second working port is connected with the first working port or the third working port.
10. The railway self-tipping car according to claim 3, characterized in that, The telescopic cylinder (40) includes an outer sleeve (41), a stop (42), a piston rod (43), an outer piston (44), an inner piston (45), and an elastic reset member (46); the circumferential sidewall of the outer sleeve (41) is rotatably connected to the vehicle body bottom beam (10), and an air inlet (411) is opened at the lower end of the outer sleeve (41); the stop (42) is located at the upper opening of the outer sleeve (41); the upper end of the outer piston (44) is located outside the outer sleeve (41), and the lower end of the outer piston (44) slides through the stop (42) and is slidably disposed inside the outer sleeve (41); a first limiting part (441) protrudes from the circumferential sidewall at the lower end of the outer piston (44). The stop (42) is located on the moving path of the first limiting part (441); the outer piston (44) has a sliding cavity (443) with an opening at the lower end, and the inner wall of the sliding cavity (443) has a first step structure (442); the inner piston (45) is slidably disposed inside the sliding cavity (443); the first step structure (442) is located on the sliding path of the inner piston (45); one end of the piston rod (43) is connected to the inner piston (45), and the other end passes through the outer piston (44) and is rotatably connected to the base frame (212); the elastic reset member (46) is sleeved on the part of the piston rod (43) located in the sliding cavity (443).