Convex end wall and vehicle

Abstract

According to the convex end wall and the vehicle provided by the utility model, the structure of the end wall is improved, so that the volume of the vehicle is effectively expanded. In order to achieve the purpose, the outwards-protruding type end wall comprises two wall bodies which are oppositely arranged, each wall body comprises a body section and a protruding section, the body sections and the protruding sections are distributed in the height direction, the body sections are used for being fixedly connected with the ends, on the corresponding sides, of the bottom frame, and the protruding sections are used for being fixedly connected with the ends, on the corresponding sides, of the bottom frame. The protruding sections are located on the upper sides of the body sections, and the distance between the two protruding sections is larger than the distance between the two body sections in the arrangement direction of the two wall bodies. By arranging the protruding section, the utilization rate of the vehicle limit space is increased, and the volume of the vehicle is effectively expanded.

Description

Technical Field

[0001] The utility model relates to the technical field of railway transportation, and specifically, to an outwardly convex end wall and a vehicle. Background Art

[0002] In the field of railway transportation, freight cars are important tools for long-distance transportation of bulk goods. Their transportation efficiency and load-carrying capacity are directly related to the economic benefits and operating efficiency of the entire logistics system. As one of the key structural components of a vehicle, the end wall of a railway freight car not only bears the vertical loads from the goods and the vehicle itself, but also needs to resist the longitudinal impact during train operation and various dynamic loads generated during the loading and unloading of goods, such as outward expansion of goods, impact and collision, etc. Its stress environment is complex and the operating conditions are extremely harsh.

[0003] Traditional designs of end walls for railway freight cars mostly adopt a flat plate-column structure. Although this structural form is relatively simple to manufacture, there are obvious deficiencies in space utilization. Therefore, there is an urgent need for a new type of end wall structure for railway freight cars that can improve the vehicle volume by optimizing the space layout and structural design while ensuring structural safety. Summary of the Utility Model

[0004] The purpose of the utility model is to provide an outwardly convex end wall and a vehicle, and by improving the structure of the end wall, the vehicle volume can be effectively increased.

[0005] To achieve the above purpose, the utility model provides an outwardly convex end wall. The outwardly convex end wall includes two opposite walls. Each wall includes a body section and a protruding section. In the height direction, the body section and the protruding section are distributed along the height direction. The body section is used for fixedly connecting with the end of the corresponding side of the underframe. The protruding section is located above the body section. In the arrangement direction of the two walls, that is, in the length direction of the vehicle, the distance between the two protruding sections is greater than the distance between the two body sections.

[0006] In this application, an outwardly convex end wall is adopted, and a protruding section is provided at the upper part of the wall. The protruding section protrudes outward relative to the body section in the length direction of the vehicle. Here, the outer side refers to the direction away from the center of the accommodation cavity. In this way, the distance between the protruding sections of the two walls in the length direction is greater than the distance between the body sections of the two walls in the length direction. The two body sections are correspondingly fixed to the front end and the rear end of the underframe in the length direction of the vehicle. In this way, the limited space of the vehicle in the length direction can be better utilized, the vehicle volume can be increased, the load per unit length of the vehicle can be improved, and the comprehensive benefits of freight car transportation can be enhanced.

[0007] Optionally, one of the walls is provided with a hand brake, and the hand brake is disposed on the outer wall of the body section. By disposing the hand brake on the body section, the original method of disposing the hand brake on the upper side of the body section can be changed, avoiding the hand brake occupying the limited space of the vehicle in the longitudinal direction.

[0008] Optionally, the underframe is provided with a coupler. In the height direction, an accommodation space is formed between the coupler and the hand brake, and the outer wall of the body section serves as the wall of the accommodation space. An accommodation space is formed between the coupler and the hand brake, so that when the vehicle is unloaded by tipping the box, the car puller arm of the car dumper can be disposed in the accommodation space to operate on the vehicle.

[0009] Optionally, the protruding section includes a vertical sub-section and a transition sub-section. The vertical sub-section and the body section both extend in the vertical direction. The bottom end of the transition sub-section in the height direction is connected to the body section, and the top end is connected to the vertical sub-section. By making the vertical sub-section and the body section both extend in the vertical direction, the limited space of the vehicle can be better utilized.

[0010] Optionally, the transition sub-section is deflected by a certain angle relative to the vertical direction; or,

[0011] The transition sub-section (212b) extends in the horizontal direction, thereby reducing the tension received by the transition sub-section and improving the structural strength of the protruding section.

[0012] Optionally, an included angle α is formed between the extension line of the transition sub-section and the body section in the vertical direction, and α is between 45° and 60°. Within this range, not only can the limited space of the vehicle be better utilized, but also the structural strength of the protruding section can be ensured.

[0013] Optionally, the outwardly convex end wall includes a first reinforcing beam. The first reinforcing beam extends in the width direction of the wall, and is respectively fixed to the corresponding side walls at both ends in its extending direction; the first reinforcing beam is disposed on the outer wall of the wall and is located at the position where the transition sub-section is connected to the body section. In this way, the position where the transition sub-section is connected to the body section is strengthened, ensuring the structural strength of the connection position between the protruding section and the body section.

[0014] Optionally, the first reinforcing beam includes a first plate and a second plate connected to each other. The first plate is in contact with the outer wall of the body section, and the second plate is in contact with the outer wall of the transition sub-section; the first plate is disposed perpendicular to the body section. By disposing the first plate perpendicular to the body section, the space for disposing the hand brake can be made more regular, reducing the design difficulty.

[0015] Optionally, the convex end wall includes a second reinforcing beam that extends along the width direction of the wall body and is fixed to the side walls on the corresponding sides at both ends in its extending direction; the second reinforcing beam is disposed on the inner wall of the wall body and is located at the position where the transition sub-section meets the vertical sub-section. Thus, the second reinforcing beam is provided on the inner side at the position where the transition sub-section meets the vertical sub-section, so as to reinforce the position where the transition sub-section meets the vertical sub-section and ensure the structural strength of the protruding section.

[0016] Optionally, the convex end wall further includes a plurality of third reinforcing beams that are disposed on at least one outer wall of the vertical sub-section and the body section. The third reinforcing beams extend along the width direction of the wall body and are connected to the side walls on the corresponding sides. Thereby, the ability of the wall body to withstand the expansion force can be improved, and the structural strength of the wall body can be enhanced.

[0017] Optionally, the third reinforcing beam and the side column are provided on the body section. The side column extends along the height direction of the vehicle. One end of the side column is fixed to the third reinforcing beam, and the other end is fixed to the underframe of the vehicle. The side column is located at the midpoint of the wall body in the width direction. In this way, the bottom of the wall body can be further strengthened, making the force of the end wall more reasonable.

[0018] A vehicle includes the above-mentioned convex end wall. The distribution direction of the two wall bodies is the length direction of the vehicle, and the width direction of the wall body is the width direction of the vehicle. By adopting the convex end wall, a protruding section is provided at the upper part of the wall body. The protruding section protrudes outward relative to the body section in the length direction of the vehicle. In this way, the distance between the protruding sections of the two wall bodies in the length direction is greater than the distance between the body sections of the two wall bodies in the length direction. The two body sections are correspondingly fixed to the front end and the rear end of the underframe in the length direction of the vehicle. In this way, the limited space of the vehicle in the length direction can be better utilized, the volume of the vehicle can be increased, the load per running meter of the vehicle can be increased, and the comprehensive benefit of freight transportation can be improved.

[0019] Other features and advantages of the present specification will become clear through the following detailed description of the exemplary embodiments of the present specification with reference to the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] The drawings incorporated in the specification and constituting a part of the specification illustrate embodiments of the present specification and, together with the description, are used to explain the principles of the present specification.

[0021] Figure 1 is a side view of the vehicle in the embodiment of the present invention;

[0022] Figure 2 is Figure 1 an axonometric view of

[0023] Figure 3 is Figure 2 a partially enlarged schematic view of the structure;

[0024] Figure 4 is Figure 1 the front view or rear view of

[0025] Reference numerals:

[0026] 100 - side wall;

[0027] 200 - end wall; 210 - wall body; 211 - main body section; 212 - protruding section; 212a - vertical sub - section; 212b - transition sub - section; 220 - first reinforcing beam;

[0028] 230 - second reinforcing beam; 240 - third reinforcing beam; 250 - side column; 260 - accommodation space;

[0029] 300 - underframe;

[0030] 400 - hand brake;

[0031] 500 - accommodation cavity;

[0032] 600 - coupler;

[0033] 700 - vehicle. Detailed implementation manners

[0034] The present utility model provides an outward - protruding end wall and a vehicle, which effectively expand the vehicle volume by improving the structure of the end wall.

[0035] In order to enable those skilled in the art to better understand the solution of the present utility model, the present utility model will be further described in detail below with reference to the drawings and specific implementation manners.

[0036] Relative terms such as "first" and "second" are only used to distinguish one component with the same name from another, and do not necessarily require or imply any actual relationship or order between these components.

[0037] As Figures 1-4 shown, Figure 1 is the side view of the vehicle in the embodiment of the present utility model; Figure 2 is Figure 1 the axonometric view of Figure 3 is Figure 2 a partially enlarged schematic view of the structure; Figure 4 is Figure 1 the front view or rear view of

[0038] As Figure 1 and Figure 2As shown in the figure, the present utility model provides an outwardly convex end wall 200. The outwardly convex end wall 200 is provided on a vehicle 700. The vehicle 700 further includes a side wall 100. The end wall 200 and the side wall 100 are sequentially connected to enclose an accommodation cavity 500. The end wall 200 includes two opposite side walls 210. The two side walls 210 are distributed along the length direction of the vehicle 700. The side wall 210 is a plate-like structure. Each side wall 210 includes a main body section 211 and a protruding section 212. The main body section 211 is connected to the protruding section 212. The main body section 211 and the protruding section 212 are distributed along the height direction. The main body section 211 is used for fixedly connecting with the end of the corresponding underframe 300 on one side. The protruding section 212 is located above the main body section 211. In the arrangement direction of the two side walls 210, the distance between the two protruding sections 212 is greater than the distance between the two main body sections 211.

[0039] In the process of improving the end wall 200, the outward expansion force received by the end wall 200 is analyzed. According to the analysis conclusion of the outward expansion force of the end wall 200, the force on the end wall 200 gradually decreases from the lower part to the upper part in the height direction of the vehicle 700. That is to say, the side of the end wall 200 close to the underframe 300 of the vehicle 700, that is, the lower part of the end wall 200, is subjected to the greatest force, while the position close to the upper part is subjected to less force.

[0040] By adopting the outwardly convex end wall 200, a protruding section 212 is provided on the upper part of the side wall 210. The protruding section 212 protrudes outward relative to the main body section 211 in the length direction of the vehicle 700. In this way, the distance between the protruding sections 212 of the two side walls 210 in the length direction is greater than the distance between the main body sections 211 of the two side walls 210 in the length direction. The two main body sections 211 are correspondingly fixed to the front end and the rear end of the underframe 300 in the length direction of the vehicle 700. In this way, the limited space of the vehicle 700 in the length direction can be better utilized. On the premise of ensuring the force requirement of the side wall 210, the volume of the vehicle 700 is increased, the load per unit length of the vehicle 700 is increased, and the comprehensive benefit of freight transportation is improved.

[0041] In addition, the main body section 211 extends vertically and is correspondingly connected to the corresponding front end and rear end of the underframe 300. In this way, the main body section 211 can still match the existing basic settings. For example, it can provide an accommodation space 260 for the car dumper arm of the dumper, allowing the car dumper arm to perform dumper operations on the vehicle 700. It can be understood that the car dumper arm has a certain height, and its height is less than or equal to the height of the main body section 211 in the vertical direction. In this way, even if the protruding section 212 protrudes outward from the main body section 211, it will not interfere with the car dumper arm.

[0042] In an alternative embodiment, a handbrake 400 is provided on a wall 210, and the handbrake 400 is disposed on the outer wall of the body section 211. Thus, by disposing the handbrake 400 on the body section 211, the original way of disposing the handbrake 400 on the upper side of the body section 211 can be changed, avoiding the handbrake 400 occupying the limited space of the vehicle 700 in the length direction. The handbrake 400 of the traditional vehicle 700 is disposed at the upper side of the wall 210. At the same time, a footrest is also provided on the upper side of the wall 210 for personnel to step on and operate the handbrake 400. In this embodiment, by disposing the handbrake 400 on the body section 211, that is, by disposing the handbrake 400 on the lower side of the wall 210, the limited space of the vehicle 700 in the length space can be avoided from being occupied by the handbrake 400.

[0043] In this embodiment, a coupler 600 is provided on the underframe 300, and the coupler 600 is connected to the underframe 300. In the height direction, an accommodation space 260 is formed between the coupler 600 and the handbrake 400, and the outer wall of the body section 211 serves as a partial wall of the accommodation space 260. An accommodation space 260 is formed between the coupler 600 and the handbrake 400 for the pusher arm of the car dumper to be disposed in the accommodation space 260 to operate the vehicle 700 when the vehicle 700 is being unloaded by tipping; the position of the protruding section 212 exceeds the height after the pusher arm is connected to the coupler 600 in the height direction, so as to avoid interference between the protruding section 212 and the pusher arm.

[0044] In a specific embodiment, the protruding section 212 includes a vertical sub-section 212a and a transition sub-section 212b. The vertical sub-section 212a and the body section 211 both extend in the vertical direction, and the transition sub-section 212b is connected between the vertical sub-section 212a and the body section 211. By making both the vertical sub-section 212a and the body section 211 extend in the vertical direction, the limited space of the vehicle 700 can be better utilized.

[0045] As an alternative, the transition sub-section 212b extends in the horizontal direction, with one end close to the center of the accommodation cavity 500 connected to the body section 211 and the other end far from the center of the accommodation cavity 500 connected to the vertical sub-section 212a.

[0046] Optionally, the transition sub-segment 212b is yawed by a certain angle relative to the vertical direction. At this time, the transition sub-segment 212b is also yawed by a certain angle relative to the horizontal direction. That is, in this embodiment, yawing by a certain angle relative to the vertical direction does not include the case where the transition sub-segment 212b extends along the horizontal direction. In the height direction, there is a height difference between the two ends of the transition sub-segment 212b. The higher end is connected to the vertical sub-segment 212a, and the lower end is connected to the body segment 211. This can reduce the tensile force on the transition sub-segment 212b and improve the structural strength of the protruding segment 212.

[0047] An included angle α is formed between the extension line of the transition sub-segment 212b and the body segment 211 in the vertical direction, and α is between 45° and 60°. Within this range, not only can the limited space of the vehicle 700 be better utilized, but also the structural strength of the protruding segment 212 can be ensured.

[0048] In some other embodiments, the outwardly convex end wall 200 includes a first reinforcing beam 220. The first reinforcing beam 220 extends along the width direction of the wall body 210 and is fixed to the corresponding side wall 100 at both ends in its extending direction. The first reinforcing beam 220 is disposed on the outer wall of the wall body 210 and is located at the position where the transition sub-segment 212b is connected to the body segment 211. The first reinforcing beam 220 is a V-shaped beam. One end of the V-shaped beam is welded to the transition sub-segment 212b, and the other end is welded to the body segment 211. In this way, a closed structure is formed between a part of the transition sub-segment 212b, a part of the body segment 211, and the V-shaped beam. In this way, the position where the transition sub-segment 212b is connected to the body segment 211 is strengthened to ensure the structural strength of the connection position between the protruding segment 212 and the body segment 211.

[0049] In a specific embodiment, the first reinforcing beam 220 includes a first plate and a second plate connected to each other. The first plate and the second plate are arranged at an angle to form a V shape. The angle formed by the first plate and the second plate can be an acute angle, an obtuse angle, or a right angle. The first plate is in contact with the outer wall of the body segment 211, and the second plate is in contact with the outer wall of the transition sub-segment 212b. The first plate is perpendicular to the body segment 211. By arranging the first plate perpendicular to the body segment 211, the space for installing the hand brake 400 can be made more regular, reducing the design difficulty.

[0050] In some other embodiments, the outwardly convex end wall 200 includes a second reinforcing beam 230 that extends along the width direction of the wall body 210 and is fixed to the side wall 100 on the corresponding side at both ends in its extending direction; the second reinforcing beam 230 is disposed on the inner wall of the wall body 210 and is located at the position where the transition sub-section 212b meets the vertical sub-section 212a. Thus, the second reinforcing beam 230 is disposed inside at the position where the transition sub-section 212b meets the vertical sub-section 212a, so as to strengthen the position where the transition sub-section 212b meets the vertical sub-section 212a and ensure the structural strength of the protruding section 212. The second reinforcing beam 230 is also a V-shaped beam, and it is connected to the inner walls of the transition sub-section 212b and the vertical sub-section 212a. That is, one side of the second reinforcing beam 230 is connected to the transition sub-section 212b, and the other section is connected to the inner wall of the vertical sub-section 212a. In this way, the second reinforcing beam 230, the inner wall of the transition sub-section 212b, and the inner wall of the vertical sub-section 212a enclose a closed structure.

[0051] Optionally, the outwardly convex end wall 200 further includes a plurality of third reinforcing beams 240. The third reinforcing beams 240 are disposed on at least one outer wall of the vertical sub-section 212a and the body section 211. The third reinforcing beams 240 extend along the width direction of the wall body 210 and are connected to the side wall 100 on the corresponding side. As shown in the example in the figure, at least one third reinforcing beam 240 is disposed on the outer wall of the body section 211, and at least one third reinforcing beam 240 is disposed on the outer wall of the vertical sub-section 212a. The first reinforcing beam 220, the second reinforcing beam 230, and the third reinforcing beam 240 are parallel to each other. Thereby, the ability of the wall body 210 to bear the swelling force can be improved, and the structural strength of the wall body 210 can be strengthened.

[0052] In a specific embodiment, a third reinforcing beam 240 and a side column 250 are disposed on the body section 211. The side column 250 extends along the height direction of the vehicle 700. One end of the side column 250 is fixed to the third reinforcing beam 240, and the other end is fixed to the underframe 300 of the vehicle 700. The side column 250 is located at the midpoint of the wall body 210 in the width direction. By this way, the bottom of the wall body 210 can be further strengthened, and the force on the end wall 200 can be made more reasonable.

[0053] The present application also provides a vehicle 700, which includes the above-mentioned convex end wall 200. The distribution direction of the two walls 210 is the length direction of the vehicle 700, and the width direction of the wall 210 is the width direction of the vehicle 700. By adopting the convex end wall 200, a protruding section 212 is arranged at the upper part of the wall 210. The protruding section 212 protrudes outward relative to the body section 211 in the length direction of the vehicle 700. In this way, the distance between the protruding sections 212 of the two walls 210 in the length direction is greater than the distance between the body sections 211 of the two walls 210 in the length direction. The two body sections 211 are fixedly connected to the front end and the rear end of the underframe 300 in the length direction of the vehicle 700 respectively. In this way, the limited space of the vehicle 700 in the length direction can be better utilized, the volume of the vehicle 700 can be increased, the load per unit length of the vehicle 700 can be improved, and the comprehensive benefit of freight transportation can be enhanced.

[0054] Specifically, by adopting the technical solution of the present application, the volume of the vehicle 700 is expanded by about 3.5 m3, the load of the vehicle 700 can be increased by 3 tons, the freight volume of a 10,000-ton formation train can be increased by 250 tons, and the transportation capacity is significantly improved.

[0055] In this article, specific examples are used to elaborate on the principle and implementation manner of the present utility model. The description of the above embodiments is only used to help understand the core idea of the present utility model. It should be noted that for those of ordinary skill in the art of this technology, without departing from the principle of the present utility model, several improvements and modifications can still be made to the present utility model, and these improvements and modifications also fall within the protection scope of the claims of the present utility model.

Claims

1. An outwardly convex end wall, characterized in that, It includes two relatively arranged walls (210). Each of the walls (210) includes a connected body section (211) and a protruding section (212). The body section (211) and the protruding section (212) are distributed in the height direction. The protruding section (212) is located above the body section (211). The body section (211) is used for fixedly connecting with the end of the corresponding side chassis (300). In the arrangement direction of the two walls (210), the distance between the two protruding sections (212) is greater than the distance between the two body sections (211).

2. The convex end wall according to claim 1, characterized in that, One of the walls (210) is provided with a hand brake (400), and the outer wall of the body section (211) is used for fixing the hand brake (400).

3. The convex end wall according to claim 2, wherein The chassis (300) is provided with a coupler (600). In the height direction, a receiving space (260) is formed between the coupler (600) and the hand brake (400), and the outer wall of the body section (211) serves as a part of the wall of the receiving space (260).

4. The convex end wall according to any one of claims 1-3, characterized in that, The protruding section (212) includes a vertical sub-section (212a) and a transition sub-section (212b). The vertical sub-section (212a) and the body section (211) both extend in the vertical direction, and the transition sub-section (212b) is connected between the vertical sub-section (212a) and the body section (211).

5. The convex end wall according to claim 4, characterized in that The transition sub-section (212b) is deflected by a certain angle relative to the vertical direction; or The transition sub-section (212b) extends in the horizontal direction.

6. The convex end wall according to claim 5, characterized in that, An included angle α is formed between the extension line of the transition sub-section (212b) and the body section (211) in the vertical direction, and α is between 45° and 60°.

7. The convex end wall according to claim 5, characterized in that, It includes a first reinforcing beam (220). The first reinforcing beam (220) extends along the width direction of the wall (210) and is fixedly connected to the corresponding side wall (100) at both ends in its extending direction; The first reinforcing beam (220) is arranged on the outer wall of the wall (210) and is located at the position where the transition sub-section (212b) is connected to the body section (211).

8. The convex end wall according to claim 7, wherein The first reinforcing beam (220) includes a connected first plate and a second plate. The first plate is in contact with the outer wall of the body section (211) and is arranged perpendicular to the body section (211); the second plate is in contact with the outer wall of the transition sub-section (212b).

9. The convex end wall according to claim 5, wherein It includes a second reinforcing beam (230). The second reinforcing beam (230) extends along the width direction of the wall (210) and is fixedly connected to the corresponding side wall (100) at both ends in its extending direction; the second reinforcing beam (230) is arranged on the inner wall of the wall (210) and is located at the position where the transition sub-section (212b) is connected to the vertical sub-section (212a).

10. The convex end wall according to claim 5, wherein It further includes a number of third reinforcing beams (240). The third reinforcing beams (240) are arranged on at least one of the vertical sub-section (212a) and the body section (211). The third reinforcing beams (240) extend along the width direction of the wall (210) and are connected to the corresponding side wall (100).

11. The convex end wall according to claim 10, characterized in that, The third reinforcing beam (240) and the side column (250) are provided on the body section (211). The side column (250) extends in the height direction. One end of the side column (250) is fixed to the third reinforcing beam (240), and the other end is fixed to the underframe (300) of the vehicle. The side column (250) is located at the midpoint of the wall body (210) in the width direction.

12. A vehicle, characterized in that, The convex end wall (200) according to any one of claims 1-11 is included. The distribution direction of the two wall bodies (210) is the length direction of the vehicle (700), and the width direction of the wall body (210) is the width direction of the vehicle (700).

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