Lengthened railway double-layer container transport vehicle

Abstract

The utility model discloses a lengthened railway double-layer container transport vehicle, which comprises a plurality of carriages, each carriage comprises a vehicle body assembly, the vehicle body assembly comprises two groups of end part underframes, two groups of side wall assemblies and a vehicle body underframe assembly, and an accommodating space with an upper opening is enclosed among the two groups of end part underframes, the two groups of side wall assemblies and the vehicle body underframe assembly; the vehicle body chassis assembly is horizontally arranged and is the bottom of the accommodating space; the two sets of side wall assemblies are vertically arranged and symmetrically distributed on the two sides of the vehicle body chassis assembly. Each side wall assembly comprises an end side plate, a middle side plate and a lower side beam assembly; the lower side beam assembly comprises a vertical part, a transverse part and a U-shaped part; the two end chassis sets are symmetrically arranged at the two ends of the vehicle body chassis assembly. And each group of end chassis comprises a rear end beam assembly and a lower cover plate assembly. The lengthened railway double-layer container transport vehicle can transport double-layer 48-foot containers.

Description

TECHNICAL FIELD

[0001] The utility model relates to a lengthened railway double-layer container transport vehicle. BACKGROUND

[0002] Container transportation is a modern transportation mode taking container as the transportation unit, which has the characteristics of safety, high efficiency, convenience, green and economy.

[0003] In recent years, with the gradual increase of the transportation volume of automobiles, large mechanical equipment, chemical products and building materials, the advantages of 48-foot containers in transporting large goods have gradually emerged, and the market share of 48-foot containers has also increased year by year. At present, the domestic railway double-layer container transport vehicle can only load and transport containers with a length of more than 48 feet on the upper layer. When loading and transporting 48-foot containers, a 40-foot container or two 20-foot containers need to be loaded and transported at the bottom of the vehicle body first, which has a large matching difficulty and low transportation efficiency.

[0004] In addition, the maximum weight of the domestic railway heavy-load container is 35t, and the maximum total load that can be achieved when double-layer loading is 70t. However, the maximum running axle load of the railway vehicle allowed on the general railway line in China is 23.5t, i.e. the maximum weight of the vehicle when fully loaded is 23.5t x 4 = 94t. Therefore, the self-weight of the vehicle needs to meet the requirement of not being greater than 24t when the vehicle is lengthened.

[0005] Therefore, how to realize the lengthening of the vehicle body without increasing the weight and meet the strength and rigidity requirements of the Chinese railway freight vehicle industry standard TB / T 3550.2 "Locomotive and Rolling Stock Strength Design and Test Identification Specification Vehicle Body Part 2: Freight Car Body" is a technical problem to be solved.

[0006] In addition, the existing railway double-layer container transport vehicle body in China adopts a side column built-in structure, which has the advantages of small wind resistance during vehicle operation, but also has the problems of large manufacturing process difficulty during vehicle body manufacturing and inability to stop and repair online during vehicle operation if the brake pipeline fails. For example, for the failure of brake pipe leakage, the train inspection will check the train according to the regulations after the train is formed into a train, and will notify the maintenance personnel to complete the repair test online as soon as possible to avoid affecting the operation of the train, but the existing side column built-in railway double-layer container transport vehicle has the brake pipeline assembled on the inside of the vehicle body, which is blocked by the container, so that when the pipeline leaks, the faulty vehicle can only be adjusted to the loading and unloading area of the freight station, and after all the loaded containers are unloaded, the pipeline repair can be carried out, which seriously affects the vehicle transportation and logistics efficiency. UTILITY MODEL CONTENTS

[0007] The utility model discloses a lengthened railway double-deck container transport vehicle, which can be used for large-size double-deck container transportation and improves transportation efficiency.

[0008] The utility model discloses the following technical scheme to realize the above-mentioned purpose.

[0009] The utility model provides a lengthened railway double-deck container transport vehicle, including multiple carriages, and each carriage comprises a car body assembly, the car body assembly comprises two groups of end bottom frames, two groups of side wall assemblies and a car body bottom frame assembly, and they are enclosed into a containing space with an upper opening.

[0010] Each side wall assembly comprises an end side plate, a middle side plate and a lower side beam assembly, the lower side beam assembly comprises a vertical part, a horizontal part and a U-shaped part, the length directions of the three parts are the same as the length direction of the car body, the vertical part is in the form of a flat plate and is vertically arranged, the horizontal part is in the form of a flat plate and is horizontally arranged, one side of the horizontal part is connected to the bottom of the vertical part, and the included angle between the two parts is greater than 88° and less than 92°, the horizontal cross section of the U-shaped part is in the form of a U, the U-shaped part is located below the horizontal part, the top opening of the U-shaped part faces the horizontal part and is closed by the horizontal part, the bottom of the U-shaped part is connected to the upper surfaces of the two sides of the car body bottom frame assembly, the middle side plate is in the form of a flat plate and is vertically arranged, the bottom of the middle side plate is connected to the top of the vertical part, and a plurality of weight reduction holes are arranged on the middle side plate, in each side wall assembly, the end side plate is in the form of a flat plate and is vertically arranged, the bottom of the end side plate is connected to the top of the vertical part, and the two end side plates are symmetrically arranged at the two ends of the middle side plate.

[0011] Each end bottom frame comprises a rear end beam assembly and a lower cover plate assembly, the rear end beam assembly comprises a rear end beam web plate, which is in the form of a flat plate and is vertically arranged, the bottom of the rear end beam web plate is connected to the car body bottom frame assembly and the horizontal part, and the two ends of the rear end beam web plate are connected to the vertical part and the end side plate, and the distance between the two rear end beam web plates is greater than the length of a 48-foot container.

[0012] The lower cover plate assembly comprises a middle part, a first extension part, a second extension part, a first side wing part and a second side wing part; the middle part is in a flat plate structure, and an upper center disc connecting hole is arranged at a central part of the middle part; the first extension part and the second extension part are arranged at opposite two ends of the middle part respectively; the first extension part is in a bending structure, and a bending type oval hole is formed between the first extension part and the middle part; an upper surface of one end of the first extension part close to the middle part is substantially coplanar with an upper surface of the middle part, and an upper surface of the other end is higher than the upper surface of the middle part; the second extension part is two parallel strip-shaped plates, and the second extension part is substantially coplanar with the middle part; one end of the first extension part away from the middle part is connected with the rear end beam web; the first side wing part and the second side wing part are symmetrically arranged at two sides of the middle part respectively, and both are curved surface structures, and upper surfaces of the two are both higher than the upper surface of the middle part. Thus, the vehicle body can be lengthened without increasing weight.

[0013] In the utility model, the side wall assembly is the end chassis connecting the two ends of the vehicle body, and is a key component for transmitting the longitudinal force of the vehicle body during the running of the train and controlling the rigidity of the vehicle body under heavy load. Compared with the existing lower side beam assembly, the utility model optimizes the cross-sectional shape of the lower side beam assembly, and sets a weight reduction hole on the middle side plate, thereby reducing the weight of the component while ensuring the carrying capacity of the transport vehicle. In the utility model, the end side plate is made of thicker steel plate than the middle side plate, thereby improving the carrying capacity.

[0014] The inventor combines the traction beam lower cover plate and the lower cover plate in the prior art into an integrated lower cover plate assembly, thereby controlling the self weight of the vehicle and ensuring the carrying capacity of the vehicle. The components of the vehicle assembly are made of steel and can be connected by welding.

[0015] According to the lengthened railway double-layer container transport vehicle, preferably, each group of the side wall assembly further comprises one upper side beam, a plurality of first vertical columns and a plurality of second vertical columns; the length direction of the upper side beam is the same as the length direction of the vehicle body; the upper side beam is in a rectangular tube shape and is vertically arranged, and the height of the transverse cross section of the upper side beam is greater than 2 times the width of the transverse cross section; the bottom of the upper side beam is connected with the top of the middle side plate and the top of the end side plate; the inner side surface of the upper side beam is connected with the end part of the rear end beam web;

[0016] The first upright column and the second upright column are vertically and spacedly arranged; one part of the first upright column is arranged close to the end of the middle side plate, and another part of the first upright column is arranged close to the middle of the middle side plate; at least one part of the first upright column is connected with the outer surface of the middle side plate, the outer surface of the vertical part and the outer surface of the U-shaped part close to the vertical part respectively; the second upright column is connected with the outer surface of the middle side plate and the outer surface of the vertical part respectively; the outer surfaces are all away from the center plane of the vehicle body perpendicular to the width direction; the width of the second upright column is smaller than the width of the first upright column;

[0017] The end chassis further comprises a traction beam assembly and a pillow beam web, which are arranged above the lower cover plate assembly; the traction beam assembly comprises a first traction beam web and a second traction beam web, which are vertically arranged and parallel to each other, and one end of each of the two is connected with the middle part of the rear end beam web; the traction beam assembly is connected with the first extension part, the middle part and the second extension part; the pillow beam web is two groups and parallel to each other; each group of pillow beam webs comprises two webs, which are arranged along the width direction of the vehicle body, and the center planes of the two webs coincide, and the two webs are connected with one side of the first traction beam web and one side of the second traction beam web respectively; the pillow beam web is connected with the first side wing part and the second side wing part; the end of the pillow beam web away from the end of the traction beam assembly is connected with the end side plate. By optimizing the cross-sectional shape of the upper side beam (the height of the transverse cross section of the existing upper side beam is not greater than 2 times the width of the transverse cross section), the length of the vehicle body is increased without increasing the weight, and the strength and rigidity required by the national railway freight car industry standard TB / T 3550.2 "Motor vehicle strength design and test identification specification vehicle body part 2: freight car body" are met. By designing the existing side wall upright column into a first upright column and a second upright column, and arranging the first upright column and the second upright column on the outer side of the vehicle body, the brake pipe system can be checked and maintained on line, and the transportation efficiency is avoided to be reduced.

[0018] According to the lengthened railway double-layer container transport vehicle, preferably, the bottom of the vertical part and one side of the transverse part are connected through a circular arc structure, the curvature of the circular arc structure is greater than 88° and less than 92°; the outer contour of the vertical part is isosceles trapezoidal, the isosceles trapezoidal has an upper base, a lower base, a first inclined side and a second inclined side, the length of the upper base is greater than the length of the lower base; the length of the lower base is the same as the length of the transverse part, and the lower base is connected with the transverse part through the circular arc structure; the middle part of the upper base is connected with the bottom of the middle side plate, and the two end parts of the upper base are connected with the bottom of the end side plate. Thus, the length of the vehicle body is increased without increasing the weight, and the carrying capacity is improved.

[0019] According to one specific embodiment of the utility model, the bottom of the vertical part and one side of the horizontal part are connected through a circular arc structure, and the radian of the circular arc structure is 90 degrees. The circular arc structure is an arc-shaped long strip plate.

[0020] According to the lengthened railway double-layer container transport vehicle, preferably, the traction beam assembly further comprises a traction beam partition plate, a center sleeve and a traction beam rib plate, the traction beam partition plate is arranged between the first traction beam web plate and the second traction beam web plate and is used for fixing the center sleeve; the center sleeve is located at the center position between the first traction beam web plate and the second traction beam web plate, and the center axis of the center sleeve coincides with the center axis of the upper center disc connecting hole; the traction beam rib plate is a plurality of plates, which are respectively and perpendicularly connected with the outer side surface of the first traction beam web plate and the outer side surface of the second traction beam web plate.

[0021] The first traction beam web plate and the second traction beam web plate are both provided with weight reduction holes, which is beneficial to the stable operation of the transport vehicle and reduces the self weight of the vehicle body.

[0022] According to the lengthened railway double-layer container transport vehicle, preferably, each group of the end chassis further comprises a longitudinal beam, the longitudinal beam comprises a first longitudinal beam and a second longitudinal beam, and the two longitudinal beams are symmetrically distributed on the two sides of the traction beam assembly; the two ends of the first longitudinal beam are respectively and perpendicularly connected with one web plate in one group of the sleeper web plates and the rear end beam web plate; and the two ends of the second longitudinal beam are respectively and perpendicularly connected with another web plate in one group of the sleeper web plates and the rear end beam web plate, which is beneficial to the structural stability of the transport vehicle and realizes stable operation.

[0023] According to the lengthened railway double-layer container transport vehicle, preferably, each group of the end chassis further comprises an end side beam assembly and a cross beam; the end side beam assembly comprises a first end side beam and a second end side beam, and the two end side beams are symmetrically arranged and are both bending structures with two bending angles, the bending angles are obtuse angles, and the outer contours of the two end side beams are similar to right frame structures and left frame structures respectively; one end of the first end side beam is perpendicularly connected with the outer side surface of the first traction beam web plate, and the other end is perpendicularly connected with one web plate in the sleeper web plate away from the rear end beam web plate; one end of the second end side beam is perpendicularly connected with the outer side surface of the second traction beam web plate, and the other end is perpendicularly connected with the corresponding another web plate.

[0024] The cross beam comprises a first cross beam and a second cross beam, one end of the first cross beam is connected perpendicularly to the outer side of the first traction beam web, and the other end is connected perpendicularly to the first end side beam; one end of the second cross beam is connected perpendicularly to the outer side of the second traction beam web, and the other end is connected perpendicularly to the second end side beam. This is conducive to the structural stability of the transport vehicle, and stable operation is achieved. The end side beam is mainly used to control the flatness of the free end of the floor and as a part of the mounting hand brake system.

[0025] According to the lengthened railway double-layer container transport vehicle, preferably, each group of the end chassis further comprises a floor and two groups of reinforcing seat assemblies, the floor is connected with the traction beam assembly, the cross beam, the longitudinal beam, the end side beam assembly and the bolster web in a position above them respectively; and the floor is further connected with the rear end beam web;

[0026] The transverse section of each group of the reinforcing seat assembly is similar to a right-angled triangle, one right-angled side of which is connected with the upper surface of the floor, and the other right-angled side of which is connected with the upper side beam and the end side plate. This is conducive to the structural stability of the transport vehicle. In the present application, in each group of the end chassis, the two groups of the reinforcing seat assembly are symmetrically arranged along the central axis of the upper center disc connecting hole, and are mainly used to establish the connection relationship between the bolster web and the upper side beam, so as to realize the transmission of the longitudinal force of the vehicle body from the traction beam assembly to the bolster web and then to the upper side beam. The floor is provided with a through hole, and the central axis of the through hole coincides with the central axis of the upper center disc connecting hole.

[0027] According to the lengthened railway double-layer container transport vehicle, preferably, each group of the end chassis further comprises two first side reinforcing plates and two second side reinforcing plates; wherein the two first side reinforcing plates are arranged along the bottom arc surface of the end side plate respectively, and are symmetrically arranged, and a part of one of the first side reinforcing plates is further connected with the end of the first side wing, and a part of the other first side reinforcing plate is connected with the end of the second side wing; the two second side reinforcing plates are symmetrically arranged, and are connected with the inclined surface of the end side plate and the inclined surface of the vertical part; one end of the first side reinforcing plate is connected with one end of the second side reinforcing plate; and the other end of the second side reinforcing plate is connected with the rear end beam web. This is conducive to the structural stability of the transport vehicle.

[0028] In the present application, the connection mode of the lower cover plate assembly and the first side reinforcing plate is butt joint. The weight at this position is reduced, and the fatigue strength of the weld is improved. The top surface of the first side reinforcing plate is further connected with the bottom surface of the bolster web.

[0029] According to the lengthened railway double-layer container transport vehicle, preferably, the vehicle body chassis assembly comprises a bottom frame, an end arc cross beam, a large cross beam assembly, a small cross beam assembly and a middle cross beam assembly;

[0030] The bottom frame comprises a rectangular frame and a plurality of bottom cross beams arranged transversely in the rectangular frame;

[0031] The two end arc cross beams are arranged transversely on the upper surfaces of the two ends of the rectangular frame and are connected to the bottom of the rear end beam web.

[0032] The large cross beam assembly, the small cross beam assembly and the middle cross beam assembly are arranged transversely and are connected to the side of the transverse part away from the vertical part; the width of the middle cross beam assembly is greater than that of the large cross beam assembly, and the width of the large cross beam assembly is greater than that of the small cross beam assembly; the large cross beam assembly is arranged close to the two end arc cross beams, and two bottom cross beams are arranged below the large cross beam assembly; the middle cross beam assembly is arranged in the middle of the rectangular frame, and two bottom cross beams are arranged below the middle cross beam assembly; the small cross beam assembly is arranged between the large cross beam assembly and the middle cross beam assembly, and one bottom cross beam is arranged below the small cross beam assembly. Such a structure can not only ensure the strength and rigidity of the vehicle body, but also reduce the self weight and improve the carrying capacity.

[0033] According to the lengthened railway double-layer container transport vehicle, preferably, the air brake system is further included; the air brake system comprises a brake pipe system, and most of the brake pipe system is arranged on the outer side of the middle side plate and passes through the first stand and the second stand. In this way, the brake pipe system is basically assembled on the outer side of the vehicle body, which is conducive to the online inspection and maintenance of the brake pipe system, that is, the brake pipe system can be directly inspected and maintained on the railway.

[0034] The lengthened railway double-layer container transport vehicle can directly carry the double-layer 48-foot container, the self weight of the vehicle body is not increased in the lengthened case, the rigidity and strength of the vehicle body can still meet the standard requirements of the railway wagon, the loading capacity of the lengthened railway double-layer container transport vehicle is improved, the transportation efficiency is improved, and the application range of the transport vehicle is improved. In addition, the brake pipe system of the lengthened railway double-layer container transport vehicle can be directly inspected and maintained on the railway in the case of failure, the transport vehicle is avoided from being transferred and the container is avoided from being unloaded, the vehicle transportation efficiency and the logistics efficiency are avoided from being affected, and the inspection and maintenance difficulty is reduced. BRIEF DESCRIPTION OF DRAWINGS

[0035] Figure 1 A schematic view of the existing railway transport vehicle transporting a 48-foot container (the side wall assembly is removed in the figure).

[0036] Figure 2The utility model discloses a lengthened railway double-deck container transport vehicle.

[0037] Figure 3 The utility model discloses a lengthened railway double-deck container transport vehicle.

[0038] Figure 4 The utility model discloses a lengthened railway double-deck container transport vehicle. Figure 3 The utility model discloses a lengthened railway double-deck container transport vehicle.

[0039] Figure 5 The utility model discloses a lengthened railway double-deck container transport vehicle.

[0040] Figure 6 The utility model discloses a lengthened railway double-deck container transport vehicle.

[0041] Figure 7 The utility model discloses a lengthened railway double-deck container transport vehicle.

[0042] Figure 8 The utility model discloses a lengthened railway double-deck container transport vehicle.

[0043] Figure 9 The utility model discloses a lengthened railway double-deck container transport vehicle. Figure 8 The utility model discloses a lengthened railway double-deck container transport vehicle.

[0044] Figure 10 The utility model discloses a lengthened railway double-deck container transport vehicle. Figure 9 The utility model discloses a lengthened railway double-deck container transport vehicle.

[0045] Figure 11 The utility model discloses a lengthened railway double-deck container transport vehicle.

[0046] Figure 12 The utility model discloses a lengthened railway double-deck container transport vehicle.

[0047] Figure 13 The utility model discloses a lengthened railway double-deck container transport vehicle.

[0048] Figure 14 The utility model discloses a lengthened railway double-deck container transport vehicle.

[0049] Figure 15 The utility model discloses a lengthened railway double-deck container transport vehicle.

[0050] Figure 16 The utility model discloses a lengthened railway double-deck container transport vehicle.

[0051] Figure 17 The utility model discloses a lengthened railway double-deck container transport vehicle. Figure 16 The utility model discloses a lengthened railway double-deck container transport vehicle.

[0052] Figure 18 The utility model discloses a lengthened railway double-deck container transport vehicle.Figure 16 top view schematic diagram of the present application.

[0053] Figure 19 structure schematic diagram of the rear end beam of the present application.

[0054] Figure 20 structure schematic diagram of the present application. Figure 19 left view schematic diagram of the present application.

[0055] Figure 21 structure schematic diagram of the present application.

[0056] Figure 22 top view schematic diagram of the present application. Figure 21

[0057] structure schematic diagram of the present application. Figure 23

[0058] top view schematic diagram of the present application. Figure 24 Figure 23 front view schematic diagram of the present application.

[0059] Figure 25 Figure 23 left view schematic diagram of the present application.

[0060] Figure 26 left view schematic diagram of the present application. Figure 23

[0061] transverse cross section schematic diagram of the present application when transporting containers. Figure 27

[0062] transverse cross section schematic diagram of the existing railway transport vehicle when transporting containers. Figure 28

[0063] connection schematic diagram of the lower cover plate and the first side reinforcing plate of the present application. Figure 29 The following is the explanation of the reference signs:

[0064]

[0065] ​​​1 - end chassis, 11 - lower cover plate assembly, 111 - middle part, 1111 - upper bolster connecting hole, 112 - first extension part, 1121 - bent oval hole, 1122 - closed end, 113 - second extension part, 114 - first side wing part, 115 - second side wing part, 12 - rear end beam assembly, 121 - rear end beam web, 122 - rear end beam flange, 123 - rear end beam cross plate, 13 - traction beam assembly, 1311 - first traction beam web, 1312 - second traction beam web, 132 - center sleeve, 1331 - first traction beam partition, 1332 - second traction beam partition, 1333 - third traction beam partition, 134 - traction beam flange, 135 - traction beam wear plate, 136 - end connecting plate, 14 - bolster web, 15 - longitudinal beam, 16 - cross beam, 17 - floor, 18 - impact seat, 19 - rear from plate seat, 101 - end side beam assembly, 102 - reinforcement seat assembly, 103 - first side reinforcement plate, 104 - second side reinforcement plate, 105 - upper side bearing, 106 - upper bolster, 107 - traction seat;

[0066] 2 - side wall assembly, 21 - upper side beam, 22 - middle side plate, 221 - middle side plate lightening hole, 23 - lower side beam assembly, 231 - vertical part, 232 - transverse part, 233 - U-shaped part, 24 - end side plate, 25 - first vertical column, 26 - second vertical column;

[0067] 3 - car body chassis assembly, 31 - end arc cross beam, 32 - large cross beam assembly, 33 - small cross beam assembly, 34 - middle cross beam assembly;

[0068] 40 - hand brake system, 50 - air brake system, 60 - bogie, 70 - car coupler buffer device, 81 - container lock head, 82 - guide seat;

[0069] A - 40-foot container; B - 48-foot container; 21' - existing upper side beam, 22' - existing side plate, 23' - existing lower side beam assembly, 25' - existing side wall vertical column. DETAILED DESCRIPTION

[0070] The utility model will be further described below in combination with specific embodiments, but the protection scope of the utility model is not limited to this.

[0071] Example 1

[0072] Figure 1 It is a schematic diagram of the existing railway transport car transporting 48-foot containers (the side wall assembly is removed in the figure). Figure 2 It is a schematic diagram of the lengthened railway double-layer container transport car transporting double-layer 48-foot containers according to the utility model (the side wall assembly is removed in the figure). Figure 3It is the front view schematic diagram of the lengthened railway double-layer container transport vehicle. Figure 4 It is Figure 3 the top view schematic diagram. Figure 5 It is the top view schematic diagram of the vehicle body composition of the utility model. Figure 6 It is the front view schematic diagram of the side wall composition. Figure 7 It is the schematic diagram of the end side plate and the middle side plate. Figure 8 It is the left view schematic diagram of the side wall composition of one side of the utility model and the lower side beam composition. Figure 9 It is Figure 8 the three-dimensional schematic diagram. Figure 10 It is Figure 9 the front view schematic diagram. Figure 11 It is the transverse section schematic diagram of the side wall composition. Figure 12 It is the transverse section comparison diagram of the existing upper side beam and the upper side beam of the utility model. Figure 13 It is the transverse section schematic diagram of the existing lower side beam composition. Figure 14 It is the front view schematic diagram of the vehicle body composition. Figure 15 It is the left view schematic diagram of the vehicle body composition. Figure 16 It is the structural schematic diagram of the end bottom frame (from oblique downward to oblique upward) of the utility model. Figure 17 It is Figure 16 the front view schematic diagram. Figure 18 It is Figure 16 the top view schematic diagram. Figure 19 It is the structural schematic diagram of the rear end beam composition. Figure 20 It is Figure 19 the left view schematic diagram. Figure 21 It is the structural schematic diagram of the traction beam composition. Figure 22 It is Figure 21 the top view schematic diagram. Figure 23 It is the structural schematic diagram of the lower cover plate composition. Figure 24 It is Figure 23 the top view schematic diagram. Figure 25 It is Figure 23 the front view schematic diagram. Figure 26 It is Figure 23 the left view schematic diagram. Figure 27 It is the transverse section schematic diagram of the lengthened railway double-layer container transport vehicle of the utility model when transporting containers. Figure 28 It is the transverse section schematic diagram of the existing railway transport vehicle when transporting containers. Figure 29 It is the connection schematic diagram of the lower cover plate composition and the first side reinforcing plate of the utility model.

[0073] As Figure 1As shown, in the prior art, due to the insufficient length of the accommodating space in the vehicle body, when transporting the 48-foot container B, the 40-foot container A needs to be placed in the vehicle body first, and then the 48-foot container B is placed on the 40-foot container A. Thus, in practical application, it is not easy to match, and the transportation efficiency is low.

[0074] In addition, as Figure 28 As shown, in the existing railway transport vehicle, the existing side wall column 25' is arranged on the inner side of the vehicle body, and the existing side plate 22' is arranged on the outer side of the vehicle body. Thus, it is not conducive to the inspection and maintenance of the brake pipe system 51. And the Figure 27 As can be seen, the improved lengthened railway double-layer container transport vehicle can facilitate the on-line inspection and maintenance of the brake pipe system 51 on the basis of ensuring the strength and rigidity and being capable of transporting the double-layer 48-foot container B.

[0075] As Figure 2 As shown, the lengthened railway double-layer container transport vehicle provided by the present application can directly place a 48-foot container B in the accommodating space of the vehicle body first, and then place another 48-foot container B, so as to load the double-layer 48-foot container B. With reference to the cross-sectional shape of the existing railway double-layer container transport vehicle body, the self weight of the vehicle body is increased by about 500 kg after lengthening, while the present application can realize the lengthening of the vehicle body without increasing the self weight, ensure the loading capacity, and ensure the strength and rigidity requirements.

[0076] When loading the double-layer large-size container, the lower container is locked with the vehicle body through the container lock head 81, and the upper container is locked with the lower container by using the general container twist lock, without the need of matching other specifications of containers on the lower layer of the vehicle body, which can effectively improve the transportation capacity of the railway for the 48-foot container.

[0077] As Figure 3 As shown, the lengthened railway double-layer container transport vehicle of the present application comprises a plurality of carriages, each of which comprises a vehicle body assembly, and further comprises a hand brake system 40, an air brake system 50, a bogie 60, a vehicle coupler buffer device 70, a container lock head 81 and a guide seat 82.

[0078] As Figure 4 and Figure 5 As shown, the vehicle body assembly comprises two groups of end chassis 1, two groups of side wall assemblies 2 and a vehicle body chassis assembly 3, which are enclosed to form an accommodating space with an upper opening.

[0079] The vehicle body chassis assembly 3 is horizontally arranged and serves as the bottom of the accommodating space. Figure 5In the diagram, L1 represents the distance between the web plates 121 of the rear beam, which is 14751 mm. This distance is greater than the length of the 48-foot container B (14630 mm), thus allowing a theoretical safety distance of 60.5 mm between the container and the web plate 121 when loading the 48-foot container B. L2 represents the distance between the transverse center planes of the two sets of large crossbeams 32, which is 11985 mm. The chassis frame assembly 3 consists of a bottom frame (not shown), end arc-shaped crossbeams 31, large crossbeam assemblies 32, small crossbeam assemblies 33, and a middle crossbeam 34. The bottom frame includes a rectangular frame (not shown) and bottom crossbeams (not shown). There are multiple bottom crossbeams, which are transversely arranged within the rectangular frame. There are two end arc-shaped crossbeams 31, which are similar to a semi-I-beam (with concave arc surfaces facing the middle crossbeam assembly 34), and are transversely arranged on the upper surfaces of the two ends of the rectangular frame. The main crossbeam assembly 32, the minor crossbeam assembly 33, and the middle crossbeam assembly 34 are all arc-shaped I-beam structures, arranged laterally. Their two ends are connected to one side of the two transverse sections 232, and the connection method is butt joint. The width of the middle crossbeam assembly 34 is greater than the width of the main crossbeam assembly 32, and the width of the main crossbeam assembly 32 is greater than the width of the minor crossbeam assembly 33. They are used to connect the two sets of sidewall assemblies 2 to form a whole, improving the vertical load-bearing capacity of the vehicle body assembly. They also play an important role in controlling the internal width dimensions of the vehicle body and improving its lateral stiffness. There are two sets of main crossbeam assemblies 32, each located near the end arc-shaped crossbeam 31. Two bottom crossbeams are located below the main crossbeam assemblies 32. The middle crossbeam assembly 34 is a single set, located in the middle of the rectangular frame, with two bottom crossbeams located below it. The small crossbeams 33 are divided into two groups. Each group of small crossbeams 33 is located between one group of large crossbeams 33 and one group of middle crossbeams 34. A bottom crossbeam is set below the small crossbeams 33.

[0080] like Figure 3 to Figure 12 As shown, both sets of sidewall components 2 are vertically arranged and symmetrically distributed on both sides of the vehicle body underframe component 3. Each set of sidewall components 2 includes an upper side beam 21, a middle side plate 22, a lower side beam component 23, an end side plate 24, a first column 25, and a second column 26.

[0081] The length direction of the upper side beam 21, the middle side plate 22, and the lower side beam 23 is the same as the length direction of the vehicle body, and the upper side beam 21, the middle side plate 22, and the lower side beam 23 are connected sequentially from top to bottom.

[0082] like Figure 11 , Figure 12 (b) and Figure 27 As shown, the upper beam 21 is a rectangular tubular structure and is vertically arranged. The height of the transverse cross-section of the rectangular tubular upper beam 21 is greater than twice the width of its transverse cross-section. (Compared to the existing upper beam 21') Figure 12 (a) Figure 28) compared with the existing upper side beam 21', the height of the transverse section of the upper side beam 21 is not less than (in fact, less than) 2 times the width of the transverse section. The height of the transverse section of the upper side beam 21 of the embodiment is higher, and the width is smaller. It is beneficial to improve the carrying capacity of the vehicle body. As shown in Figure 6 、 Figure 14 , the length of the upper side beam 21 is greater than the length of the middle side plate 22. The bottom of the upper side beam 21 is connected with the top of the middle side plate 22 and the top of the end side plate 24. The thickness of the upper side beam 21 is greater than the thickness of the middle side plate 22. Figure 6 The upper side of the end of the upper side beam 21 and the end face are respectively provided with lifting lugs and handrails. For details, please refer to the prior art, and the embodiment will not be described in detail.

[0083] As shown in Figure 6 and Figure 7 , the middle side plate 22 is in the form of a flat plate and is vertically arranged. The middle side plate 22 is provided with a plurality of middle side plate lightening holes 221, for example, six or more. The plurality of middle side plate lightening holes 221 are uniformly distributed and arranged near the middle part of the middle side plate 22. The middle side plate lightening hole 221 can be an elliptical hole, and the length direction of the hole is the same as the length direction of the middle side plate 22. The top of the middle side plate 22 is connected with the bottom of the upper side beam 21, for example, welded together. The central plane of the middle side plate 22 perpendicular to the length direction is coplanar with the central plane of the upper side beam 21 perpendicular to the length direction.

[0084] As shown in Figure 8 to Figure 11 , the lower side beam group 23 includes a vertical part 231, a horizontal part 232 and a U-shaped part 233, and the length directions of the three are the same as the length direction of the vehicle body. The vertical part 231 is in the form of a flat plate and is vertically arranged. The horizontal part 232 is in the form of a flat plate and is horizontally arranged. One side of the horizontal part 232 is connected with the bottom of the vertical part 231, and the included angle formed between the two is greater than 88° and less than 92°. Specifically, the bottom of the vertical part 231 and one side of the horizontal part 232 are connected through a circular arc structure, and the radian of the circular arc structure is greater than 88° and less than 92°, for example, it can be 90°. The bottom surface of the vertical part 231 is higher than the upper surface of the horizontal part 232. The top of the vertical part 231 is connected with the bottom of the middle side plate 22. The side of the vertical part 231 away from the horizontal part 232 has an acute angle structure, which is beneficial to reduce the dead weight.

[0085] In the embodiment, the outer contour of the vertical part 231 is isosceles trapezoidal, which has an upper base, a lower base, a first slanting side and a second slanting side, and the length of the upper base is greater than that of the lower base. The length of the upper base is greater than the length of the middle side plate 22. The middle part of the upper base (i.e. the part corresponding to the lower base) is connected with the bottom of the middle side plate 22, and the parts at both ends of the upper base are connected with the bottom of the end side plate 24. The length of the lower base is the same as the length of the horizontal part 232, and the lower base is connected with the horizontal part 232 through a circular arc structure. The included angle between the first slanting side and the upper base is greater than 10° and less than 50°. The included angle between the second slanting side and the upper base is greater than 10° and less than 50°. The thickness of the vertical part 231 is the same as the thickness of the horizontal part 232.

[0086] The horizontal cross section of the U-shaped part 233 is U-shaped, which is located below the horizontal part 232, and the top opening of the U-shaped part 233 faces the horizontal part 232 and is closed by the horizontal part 232. The central plane of the U-shaped part 233 perpendicular to the width direction is perpendicular to the horizontal part 232. The depth of the U-shaped part 233 is greater than the thickness of the horizontal part 232. The width of the U-shaped part 233 is greater than half of the width of the horizontal part 232 and less than the width of the horizontal part 232. The bottom of the U-shaped part 233 is connected with the upper surface of the two sides of the rectangular frame of the vehicle body frame group 3.

[0087] The Figure 8 and Figure 13 By comparison, the lower side beam group 23 of the utility model is different from the structure of the existing lower side beam group 23' (as shown in Figure 28 and Figure 27 By comparison, the lower side beam group 23 of the utility model can reduce the dead weight on the basis of ensuring the stability of the structure, and is more suitable for loading and transporting 48-foot large-size containers on the lengthened railway double-layer container transport vehicle. Figure 13 , Figure 28 ,

[0088] As Figure 6 , Figure 7 , Figure 14As shown, in each group of sidewall components 2, there are two end side plates 24, symmetrically distributed at both ends of the middle side plate 22 and connected to it. The top of the end side plate 24 is connected to the bottom of the upper side beam 21, and the bottom of the end side plate 24 is connected to the top of the end of the vertical part 231. A weight-reducing hole is provided on the upper part of the end side plate 24. The area of ​​the weight-reducing hole is smaller than the area of ​​the weight-reducing hole 221 in the middle side plate. The outer contour of the end side plate 24 can be consistent with existing end side plates. In this embodiment, the width of the end side plate 24 connected to the middle side plate 22 is equal to the width of the middle side plate 22, and the width of the other end is smaller than the width of the middle side plate 22. The top surface of the end side plate 24 is substantially coplanar with the top surface of the middle side plate 22. The bottom surface of the end side plate 24 consists of a concave arc surface and a flat bottom. The bottom surface near the middle side plate 22 is a flat bottom and is substantially coplanar with the bottom surface of the middle side plate 22. In this embodiment, the thickness of the end plate 24 is greater than the thickness of the middle plate 22. This helps to improve the load-bearing capacity.

[0089] like Figure 6 , Figure 3 , Figure 11 and Figure 14 As shown, there are multiple first pillars 25, all vertically arranged and spaced apart. A portion of the first pillars 25 are located near the end of the middle side plate 22, while another portion are located near the middle of the middle side plate 22. At least a portion of the first pillars 25 are connected to the outer surface of the middle side plate 22, the outer surface of the vertical portion 231 of the lower side beam 23, and the outer surface of the U-shaped portion 233 near the vertical portion 231, respectively; for example, they can be welded together, which facilitates the formation of an inward-curving structure. These outer surfaces are located away from the center plane perpendicular to the width direction of the vehicle body, i.e., on the outer side of the vehicle body. The top of the first pillar 25 and the bottom of the upper side beam 21 are also connected, for example, they can be welded together. The first pillars 25 can be stamped as one-piece side pillars, with enlarged bending radius, and the root of the first pillar 25 adopts an inward-curving structure (e.g., Figure 11 As shown), this design minimizes the high wind resistance caused by the outer columns. In each group of sidewall components 2, the first column 25 is set to three or more, for example, five. Four of them are evenly distributed near both ends of the middle side plate 22, and the other is near the middle of the middle side plate 22.

[0090] The second upright column 26 is multiple, vertically and spaced, and parallel to the first upright column 25. The second upright column 26 is connected to the outer surface of the middle side plate 22 and the vertical part 231 of the lower side beam group 23, for example, by welding. The outer surface is away from the center of the vehicle body in the width direction, i.e. on the outside of the vehicle body. The top of the second upright column 26 is also connected to the bottom of the upper side beam 21, for example, by welding. In each group of side wall components 2, there are eight or more second upright columns 26, and a middle side plate lightening hole 221 is arranged between two adjacent second upright columns 26. The width and length of the second upright column 26 are smaller than those of the first upright column 25. The thickness of the second upright column 26 is smaller than that of the first upright column 25. In this embodiment, the first upright column 25 and the second upright column 26 are both located on the outside of the vehicle body. The brake pipe system 51 can be installed in the first upright column 25 and the second upright column 26, so that most of the brake pipe system 51 is located on the outside of the vehicle body (see Figure 27 ), which is beneficial for inspection and maintenance.

[0091] As shown in Figure 3 to Figure 5 , Figure 14 , 16 , two groups of end chassis 1 are symmetrically arranged at the two ends of the vehicle body chassis group 3. Each group of end chassis 1 includes a lower cover plate group 11, a rear end beam group 12, a traction beam group 13, a bolster web 14, a longitudinal beam 15, a cross beam 16, a floor 17, an impact seat 18, a rear from plate seat 19, an end side beam group 101, a reinforcement seat group 102, a first side reinforcement plate 103, a second side reinforcement plate 104, an upper side bearing 105, and can also include an upper center disc 106 and a traction seat 107.

[0092] As shown in Figure 16 , Figure 17 , Figure 19 and Figure 20As shown, the rear end beam assembly 12 comprises a rear end beam web 121, a rear end beam rib 122 and a rear end beam cross plate 123. The rear end beam web 121 is vertically arranged and has the same length direction as the width direction of the vehicle body. The bottom of the rear end beam web 121 is provided with vertical protrusions on both sides, which facilitates the cooperation with other components. The bottom of the rear end beam web 121 is connected with the cross member 232 and the transverse part 231 of the vehicle body frame assembly 3, and both ends thereof are connected with the vertical part 231 and the end side plate 24. The rear end beam web 121 can be provided with a plurality of rectangular holes, which can be used as weight reduction holes and can facilitate the foot stepping of the operator during installation or maintenance. The rear end beam rib 122 is a plurality of parallel plates, which are vertically connected with the rear end beam web 121. The length of the rear end beam rib 122 is less than or equal to half of the width of the rear end beam web 121, which is used to strengthen the strength of the rear end beam web 121. The rear end beam rib 122 is a vertically arranged rectangular plate on the same side of the rear end beam web 121. The rear end beam rib 122 is located above the floor 17. The rear end beam cross plate 123 is horizontally arranged and has the same length as the width of the rear end beam web 121. The rear end beam cross plate 123 is arranged on the top of the rear end beam web 121, and the cross sections of the two are basically inverted L-shaped. The bottom surface of the rear end beam cross plate 123 is connected with the top end of the rear end beam rib 122, and the width of the two is the same.

[0093] The bottom of the rear end beam web 121 is connected with the upper surface of the arc-shaped end beam 31. The two ends of the rear end beam web 121 are also connected with the inner side surfaces of the two upper side beams 21, respectively.

[0094] As shown in Figs. 18, Figure 21 and Figure 22 As shown, the traction beam assembly 13 comprises a first traction beam web 1311, a second traction beam web 1312, a center sleeve 132, a first traction beam partition plate 1331, a second traction beam partition plate 1332, a third traction beam partition plate 1333, a traction beam rib 134, a traction beam wear plate 135 and an end connecting plate 136.

[0095] The first traction beam web 1311 and the second traction beam web 1312 form a traction beam web. The first traction beam web 1311 and the second traction beam web 1312 are vertically arranged and parallel to each other, and the length direction of the two is the same as the length direction of the vehicle body. One end of each of the first traction beam web 1311 and the second traction beam web 1312 is vertically connected with the middle part of the rear end beam web 121. The first traction beam web 1311 and the second traction beam web 1312 are both provided with a plurality of weight reduction holes, which can be elliptical holes. The weight reduction holes are mainly distributed at the end of the traction beam web away from the rear end beam assembly 12 and at the middle part of the traction beam web. The shape of the bottom surface of the first traction beam web 1311 and the second traction beam web 1312 matches the shape of the upper surface of the first extension part 112, the middle part 111 and the second extension part 113 of the lower cover plate assembly 11.

[0096] The traction beam partition plates include a first traction beam partition plate 1331, a second traction beam partition plate 1332, and a third traction beam partition plate 1333, which are used to fix the center sleeve 132. The center sleeve 132 is located at the center between the first traction beam web plate 1311 and the second traction beam web plate 1312. The first traction beam partition plate 1331 is in two pieces, which are arranged in parallel to each other. One end of each of the two pieces of the first traction beam partition plate 1331 is connected to the first traction beam web plate 1311 perpendicularly, and the other end of each of the two pieces of the first traction beam partition plate 1331 is connected to the second traction beam web plate 1312 perpendicularly. The second traction beam partition plate 1332 is in two pieces. One end of one piece of the second traction beam partition plate 1332 is connected to the first traction beam web plate 1311, and the other end of the one piece of the second traction beam partition plate 1332 is connected to the center sleeve 132. One end of the other piece of the second traction beam partition plate 1332 is connected to the second traction beam web plate 1312, and the other end of the other piece of the second traction beam partition plate 1332 is connected to the center sleeve 132. The two pieces of the second traction beam partition plate 1332 are parallel to each other and to the first traction beam partition plate 1331. The third traction beam partition plate 1333 is in two pieces. One end of one piece of the third traction beam partition plate 1333 is connected to the center sleeve 132, and the other end of the one piece of the third traction beam partition plate 1333 is connected to one piece of the first traction beam partition plate 1331. One end of the other piece of the third traction beam partition plate 1333 is connected to the center sleeve 132, and the other end of the other piece of the third traction beam partition plate 1333 is connected to the other piece of the first traction beam partition plate 1331.

[0097] The traction beam rib plates 134 are in multiple pieces, which are used to enhance the strength of the traction beam web plates. The outer side of the first traction beam web plate 1311 is provided with multiple traction beam rib plates 134, for example, three pieces, which are parallel to each other. Similarly, the outer side of the second traction beam web plate 1312 is provided with multiple traction beam rib plates 134, for example, three pieces, which are parallel to each other. The traction beam rib plates 134 on the first traction beam web plate 1311 are symmetrically arranged with the traction beam rib plates 134 on the second traction beam web plate 1312. The outer side of the first traction beam web plate 1311 refers to the side away from the second traction beam web plate 1312. The outer side of the second traction beam web plate 1312 is defined in the same way.

[0098] The traction beam wear plates 135 are in two pieces, which are arranged in a fitting manner on the inner side of the first traction beam web plate 1311 and the inner side of the second traction beam web plate 1312, respectively, and are used to reduce the wear between the bumper in the buffer device and the traction beam web plate. The traction beam wear plates 135 are away from the rear end beam assembly 12.

[0099] The end connecting plates 136 are in two pieces, which are substantially in an inverted L-shaped outer contour. One piece of the end connecting plates 136 is connected to the outer side of the first traction beam web plate 1311 perpendicularly, and the other piece of the end connecting plates 136 is connected to the outer side of the second traction beam web plate 1312 perpendicularly. The end connecting plates 136 are arranged close to the end of the traction beam web plate and away from the rear end beam assembly 12. The end connecting plates 136 are used to connect the traction beam assembly and the end side beam assembly 101.

[0100] As Figure 16 , Figure 18As shown, the bolster web plates 14 are two groups, which are arranged in parallel. Each group of the bolster web plates 14 includes two web plates, which are arranged along the width direction of the vehicle body, and the center surfaces of the two web plates coincide, and the two web plates are connected perpendicularly to the outer side surface of the first traction beam web plate 1331 and the outer side surface of the second traction beam web plate 1332, respectively. The bottom surface of the bolster web plate 14 matches the shape of the upper surface of the first side wing part 114 and the second side wing part 115 of the lower cover plate group 11. The end of the bolster web plate 14 away from the traction beam group 13 is connected to the end side plate 24. The bolster web plate 14 can be provided with a hole for the pipeline to pass through.

[0101] As shown in Figure 16 、 Figure 18 、 Figure 23 to Figure 26 The lower cover plate group 11 is located below the traction beam group 13 and the bolster web plate 14. The lower cover plate group 11 is a symmetrical structure, which has a symmetrical surface coinciding with the center surface of the traction beam group 13 perpendicular to the width direction. The lower cover plate group 11 includes a middle part 111, a first extension part 112, a second extension part 113, a first side wing part 114 and a second side wing part 115. The middle part 111 is a flat plate structure, and the center part is provided with an upper center disc connecting hole 1111, which is a circular hole for installing the upper center disc 106. The center axis of the upper center disc connecting hole 1111 coincides with the center axis of the center sleeve 132. The opposite ends of the middle part 111 are respectively provided with a first U-shaped opening and a second U-shaped opening, and the width of the first U-shaped opening is greater than that of the second U-shaped opening.

[0102] The first extension 112 and the second extension 113 are respectively arranged at two ends of the middle part 111 and opposite to each other, and can be respectively welded with the two ends of the middle part 111. The symmetry plane passes through the geometric centers of the first extension 112, the middle part 111 and the second extension 113. The first extension 112 is in a bent structure, and the angle formed by the bending is an obtuse angle, which is greater than 120° and less than 180°. The first extension 112 and the middle part 111 form a bent elliptical hole 1121, and specifically, the bent elliptical hole 1121 is formed between the first U-shaped opening arranged at one end of the middle part 111 close to the first extension 112 and the first extension 112. When the middle part is horizontal, the projection of the bent elliptical hole 1121 on the horizontal plane is an elliptical hole. The width of the end of the first extension 112 away from the middle part 111 is greater than the width of the middle part 111. With the upper surface of the middle part 111 as a horizontal plane, the upper surface of the end of the first extension 112 close to the middle part 111 is substantially coplanar with the upper surface of the middle part 111, and the upper surface of the other end is higher than the upper surface of the middle part 111. In this embodiment, the first extension 112 specifically includes two bent and parallel bent plate bodies, and the ends of the two bent plate bodies away from the middle part 111 respectively extend inward and outward along the width direction of the first extension 112, so as to form a closed end 1122, and the width of the closed end 1122 is greater than the width of the middle part 111. That is, the bent elliptical hole 1121 is formed between the two bent plate bodies, the closed end 1122 and the first U-shaped opening of the middle part 111.

[0103] The second extension 113 is two parallel strip-shaped plates, and the two strip-shaped plates are symmetrically arranged with the symmetry plane as the symmetry plane. The second extension 113 and the middle part 111 are substantially coplanar. The width of the second U-shaped opening arranged at one end of the middle part 111 close to the second extension 113 is less than the vertical distance between the two strip-shaped plates. The first extension 112 and the second extension 113 are respectively connected with the bottom of the traction beam group 13. The end of the first extension 112 away from the middle part 111 is connected with the rear end beam web plate 121.

[0104] The first side wing part 114 and the second side wing part 115 are symmetrically arranged at two sides of the middle part 111 respectively, and both are curved surface structures, i.e. both are curved surface plates. The upper surfaces of both are higher than the upper surface of the middle part 111, and both are connected with the bottom of the pillow beam web plate 14 respectively. The shape of the bottom of the pillow beam web plate 14 matches the shape of the first side wing part 114 or the second side wing part 115. The width of the end of the first side wing part 114 connected with the middle part 111 is greater than the width of the end of the first side wing part 114 away from the middle part 111. The first side wing part 114 and the second side wing part 115 can be curved surface structures gradually extending to two sides and gradually protruding from the middle part 111 respectively. In the embodiment, the first side wing part 114, the middle part 111 and the second side wing part 115 are integrally formed structures, which can be formed by molding.

[0105] As shown in Figure 16 to Figure 18 , the longitudinal beam 15 includes a first longitudinal beam and a second longitudinal beam, which are symmetrically arranged at two sides of the traction beam assembly 13. The two ends of the first longitudinal beam are respectively connected with a web plate of one of the pillow beam web plates 14 and the rear end beam web plate 121 perpendicularly, and the two ends of the second longitudinal beam are respectively connected with another web plate of the other of the pillow beam web plates 14 and the rear end beam web plate 121 perpendicularly. The top surface of the longitudinal beam 15 is connected with the bottom surface of the floor plate 17.

[0106] As shown in Figure 5 , Figure 15 , each car compartment includes two groups of end side beam assemblies 101. Each group of end side beam assemblies 101 includes a first end side beam and a second end side beam, which are symmetrically arranged with the center surface of the traction beam assembly 13 as the symmetry surface, and both are bending structures with two bending angles, which are obtuse angles, and the outer contours of both are similar to right frame type structures and left frame type structures respectively. One end of the first end side beam is connected with the outer side surface of the first traction beam web plate 1311 perpendicularly, the other end is connected with a web plate of the pillow beam web plate 14 away from the rear end beam web plate 121 perpendicularly, and the end part is also connected with the first side reinforcing plate 103 and the end side plate 24. One end of the second end side beam is connected with the outer side surface of the second traction beam web plate 1312 perpendicularly, the other end is connected with the other web plate perpendicularly, and the end part is also connected with the first side reinforcing plate 103 and the end side plate 24.

[0107] As shown in Figure 16 , Figure 17 , Figure 18As shown, the crossbeam 16 includes a first crossbeam and a second crossbeam, the central axes of which coincide, and the crossbeam 16 is away from the rear end beam group 12. The crossbeam 16 is parallel to the pillow beam web 14. One end of the first crossbeam is connected perpendicularly to the outer side surface of the first traction beam web 1311, and the other end is connected perpendicularly to the first end side beam. One end of the second crossbeam is connected perpendicularly to the outer side surface of the second traction beam web 1312, and the other end is connected perpendicularly to the second end side beam. The top surface of the crossbeam 16 is connected to the bottom surface of the floor 17.

[0108] As shown in Figure 16 , Figure 17 , Figure 18 As shown, the floor 17 is connected to and above the traction beam group 13, the crossbeam 16, the longitudinal beam 15, the end side beam group 101, and the pillow beam web 14, respectively. The floor 17 is also connected to the rear end beam web 121. The traction seat 107 is arranged at the end of the floor 17, above the end side beam group 101, and away from the rear end beam group 12.

[0109] Each end chassis 1 includes two first side reinforcing plates 103, two second side reinforcing plates 104, and two sets of reinforcing seat groups 102. The two first side reinforcing plates 103 are arranged symmetrically along the inner concave curved surfaces of the bottom of the two end side plates 24, and a part of one of the first side reinforcing plates 103 is also connected to the end of the first side wing 114, and a part of the other first side reinforcing plate 103 is connected to the end of the second side wing 115. The first side reinforcing plate 103 is connected to the first side wing 114 or the second side wing 115 in a butt joint manner, as shown in Figure 29 .

[0110] The two second side reinforcing plates 104 are arranged symmetrically, and they are connected to the inclined surface of the bottom of the end side plate 24 and the inclined surface (the surface of the first or second bevel) of the vertical part 232. One end of the first side reinforcing plate 103 and one end of the second side reinforcing plate 104 can be connected. The other end of the second side reinforcing plate 104 is connected to the rear end beam web 121.

[0111] The transverse cross section of each reinforcing seat group 102 is similar to a right triangle, one of whose right angles is connected to the upper surface of the floor 14, and the other of whose right angles is connected to the upper side beam 21 and the end side plate 24. They are arranged symmetrically.

[0112] As shown in Figure 14 , Figure 15 In each end chassis 1, two upper side bearings 105 are arranged symmetrically below the first side wing 114 and the second side wing 115.

[0113] As shown in Figure 16 , Figure 17As shown, the impact seat 18 is arranged at the end of the traction beam assembly 13 away from the rear end beam assembly 12, which is connected with the first traction beam web plate 1311, the second traction beam web plate 1312 and the floor 17 respectively.

[0114] As shown in Figure 16 , Figure 18 As shown, the rear side plate seat 19 is connected with the traction beam assembly 13 and the floor 17 respectively and close to the center sleeve 132. The specific structure of the upper side bearing 105, the impact seat 18 and the rear side plate seat 19 is not particularly limited and can be those known in the art.

[0115] As shown in Figure 3 , Figure 4 As shown, the bogie 60 is located below the end chassis 1. The upper side bearing 105 corresponds to the lower side bearing of the bogie 60. The upper center plate 106 corresponds to the lower center plate of the bogie 60. The specific structure and connection mode of the hand brake system 40, the bogie 60 and the coupler buffer device 70 can refer to those of the prior art, so as to improve the universality and interchangeability of vehicle parts, which will not be described here.

[0116] The air brake system 50 comprises a brake pipe system 51, most of which is arranged on the outer side of the middle side plate 22 and passes through the first vertical column 25 and the second vertical column 26, which is beneficial to online inspection and maintenance. The detailed structure and connection mode of the air brake system 50 refer to the prior art, which will not be described here.

[0117] As shown in Figure 5 , Figure 14 , Figure 15 As shown in each car, there are at least four container lock heads 81 and at least two guide seats 82. The four container lock heads 81 are symmetrically distributed at the ends of the top of the two upper side beams 21, which is beneficial to locking the container. The two guide seats 82 are symmetrically arranged at the middle of the top of the two upper side beams 21, which can guide the loading of the container.

[0118] The utility model is not limited to the above-mentioned embodiment, any deformation, improvement, replacement that the person skilled in the art can think of without departing from the essential content of the utility model falls into the range of the utility model.

Claims

1. An extended double-stack railway container transport car, comprising multiple carriages, each carriage comprising a car body assembly, wherein the car body assembly comprises two sets of end frames, two sets of side wall assemblies, and a car body underframe assembly, which enclose an accommodating space with an upper opening; the car body underframe assembly is horizontally arranged and forms the bottom of the accommodating space; the two sets of side wall assemblies are both vertically arranged and symmetrically distributed on both sides of the car body underframe assembly; the two sets of end frames are symmetrically arranged at both ends of the car body underframe assembly; characterized in that, Each sidewall assembly comprises an end side plate, a middle side plate, and a lower side beam. The lower side beam comprises a vertical section, a horizontal section, and a U-shaped section, all three having the same length direction as the vehicle body. The vertical section is flat and vertically positioned. The horizontal section is flat and horizontally positioned. One side of the horizontal section is connected to the bottom of the vertical section, with an angle between them greater than 88° and less than 92°. The U-shaped section has a U-shaped cross-section and is located below the horizontal section. The top opening of the U-shaped section faces the horizontal section and is closed by it. The bottom of the U-shaped section is connected to the upper surfaces of both sides of the vehicle body underframe assembly. The middle side plate is flat and vertically positioned, with its bottom connected to the top of the vertical section. The middle side plate has multiple weight-reduction holes. In each sidewall assembly, there are two end side plates, symmetrically distributed at both ends of the middle side plate, and the bottom of the end side plate is also connected to the top of the vertical section. Each end frame consists of a rear beam assembly and a lower cover plate assembly; the rear beam assembly includes a rear beam web, which is flat and vertically arranged. The bottom of the rear beam web is connected to the vehicle body frame assembly and the transverse part, and both ends are connected to the vertical part and the end side plate; the distance between two rear beam webs is greater than the length of a 48-foot container. The lower cover plate comprises a central section, a first extension, a second extension, a first side wing, and a second side wing. The central section is a flat plate with a central core connection hole at its center. The first and second extensions are respectively located at opposite ends of the central section. The first extension has a bent structure, forming a bent elliptical hole with the central section. The upper surface of the first extension near the central section is substantially coplanar with the upper surface of the central section, while the upper surface of the other end is higher than the upper surface of the central section. The second extension consists of two parallel strip plates, which are substantially coplanar with the central section. The end of the first extension away from the central section is connected to the web of the rear beam. The first and second side wing are symmetrically located on both sides of the central section, both being curved surfaces, with their upper surfaces higher than the upper surface of the central section.

2. The extended double-stack railway container transport car according to claim 1, characterized in that: Each set of sidewalls also includes an upper side beam, multiple first columns, and multiple second columns; the length direction of the upper side beam is the same as the length direction of the vehicle body; the upper side beam is configured as a rectangular tube and is vertically arranged, and the height of its transverse section is greater than twice the width of its transverse section; the bottom of the upper side beam is connected to the top of the middle side plate and the top of the end side plate; the inner side of the upper side beam is connected to the end of the web of the rear end beam; The first and second pillars are both vertically arranged and spaced apart; a portion of the first pillars are located near the end of the middle side plate, and another portion of the first pillars are located near the middle of the middle side plate; at least a portion of the first pillars are connected to the outer surface of the middle side plate, the outer surface of the vertical portion, and the outer surface of the U-shaped portion near the vertical portion, respectively; the second pillars are connected to the outer surface of the middle side plate and the outer surface of the vertical portion, respectively; all these outer surfaces are away from the center plane of the vehicle body perpendicular to the width direction; the width of the second pillar is smaller than the width of the first pillar; Each set of end frames also includes a traction beam assembly and a bolster beam web, both located above the lower cover plate assembly; the traction beam assembly includes a first traction beam web and a second traction beam web, which are vertically arranged and parallel to each other, with one end of each web perpendicularly connected to the middle position of the rear beam web; the traction beam assembly is connected to the first extension, the middle section, and the second extension; the bolster beam web consists of two sets, which are parallel to each other; each set of bolster beam webs includes two webs, which are arranged along the width direction of the vehicle body, with their center planes coinciding, and are perpendicularly connected to one side of the first traction beam web and one side of the second traction beam web, respectively; the bolster beam web is connected to the first side wing and the second side wing; the end of the bolster beam web away from the traction beam assembly is connected to the end side plate.

3. The extended double-stack railway container transport car according to claim 1, characterized in that, The bottom of the vertical section and one side of the horizontal section are connected by an arc-shaped structure with an arc angle greater than 88° and less than 92°. The outer contour of the vertical section is an isosceles trapezoid with an upper base, a lower base, a first hypotenuse, and a second hypotenuse. The length of the upper base is greater than the length of the lower base. The length of the lower base is the same as the length of the horizontal section and is connected to the horizontal section through the arc-shaped structure. The middle part of the upper base is connected to the bottom of the middle side plate, and the two ends of the upper base are connected to the bottom of the end side plate.

4. The extended double-stack railway container transport car according to claim 2, characterized in that, The traction beam assembly further includes a traction beam partition, a central sleeve, and traction beam stiffeners. The traction beam partition is disposed between the first traction beam web and the second traction beam web and is used to fix the central sleeve. The central sleeve is located at the center position between the first traction beam web and the second traction beam web, and the central axis of the central sleeve coincides with the central axis of the upper center plate connecting hole. There are multiple traction beam stiffeners, which are perpendicularly connected to the outer side of the first traction beam web and the outer side of the second traction beam web, respectively. Both the web of the first traction beam and the web of the second traction beam are provided with weight reduction holes.

5. The extended double-stack railway container transport car according to claim 4, characterized in that, Each set of end frames also includes longitudinal beams, which include a first longitudinal beam and a second longitudinal beam, which are symmetrically distributed on both sides of the traction beam. The two ends of the first longitudinal beam are perpendicularly connected to one web of the set of pillow beam webs and the web of the rear end beam, respectively. The two ends of the second longitudinal beam are perpendicularly connected to the other web of the set of pillow beam webs and the web of the rear end beam, respectively.

6. The extended double-stack railway container transport car according to claim 5, characterized in that, Each set of end frames also includes end side beams and crossbeams; the end side beams include a first end side beam and a second end side beam, which are symmetrically arranged. Both are bent structures with two bends, both of which are obtuse angles, and their outer contours are similar to a right frame structure and a left frame structure, respectively; one end of the first end side beam is perpendicularly connected to the outer side of the web of the first traction beam, and the other end is perpendicularly connected to one of the webs of the bolster beam that is away from the web of the rear beam; one end of the second end side beam is perpendicularly connected to the outer side of the web of the second traction beam, and the other end is perpendicularly connected to the corresponding other web; The crossbeam includes a first crossbeam and a second crossbeam. One end of the first crossbeam is perpendicularly connected to the outer side of the web of the first traction beam, and the other end is perpendicularly connected to the first end side beam. One end of the second crossbeam is perpendicularly connected to the outer side of the web of the second traction beam, and the other end is perpendicularly connected to the second end side beam.

7. The extended double-stack railway container transport car according to claim 6, characterized in that, Each set of end frames also includes a floor and two sets of reinforcing seats. The floor is connected to the traction beam assembly, crossbeam, longitudinal beam, end side beam assembly and pillow beam web, and is located above them; the floor is also connected to the rear end beam web. Each set of reinforcing seats forms a transverse cross-section resembling a right triangle, with one right-angled side connected to the upper surface of the floor and the other right-angled side connected to the upper side beam and the end side plate.

8. The extended double-stack railway container transport car according to claim 1, characterized in that, Each set of end frames also includes two first side reinforcing plates and two second side reinforcing plates; wherein, the two first side reinforcing plates are respectively arranged along the bottom arc surface of the end side plate, and are arranged symmetrically, a part of one first side reinforcing plate is also connected to the end of the first side wing, and a part of the other first side reinforcing plate is connected to the end of the second side wing; the two second side reinforcing plates are arranged symmetrically, and they are both connected to the inclined surface of the end side plate and the inclined surface of the vertical part; one end of the first side reinforcing plate is connected to one end of the second side reinforcing plate; the other end of the second side reinforcing plate is connected to the web of the rear beam.

9. The extended double-stack railway container transport car according to any one of claims 1 to 8, characterized in that, The vehicle chassis frame consists of a bottom frame, end arc-shaped crossbeams, a large crossbeam, a small crossbeam, and a middle crossbeam. The bottom frame includes a rectangular frame and bottom crossbeams, and there are multiple bottom crossbeams arranged horizontally within the rectangular frame; There are two arc-shaped beams at the ends, which are similar to half I-beams and are respectively arranged horizontally on the upper surface of the two ends of the rectangular frame; the upper surface of the arc-shaped beams at the ends is also connected to the bottom of the web of the rear beam. The large horizontal beam, small horizontal beam, and medium horizontal beam are each in the shape of an arc-shaped I-beam. They are arranged horizontally, and both ends of them are connected to the side of the horizontal part away from the vertical part. The width of the medium horizontal beam is greater than the width of the large horizontal beam, and the width of the large horizontal beam is greater than the width of the small horizontal beam. There are two sets of large horizontal beams, which are respectively arranged near the two sets of arc-shaped horizontal beams at the ends. Two bottom horizontal beams are arranged below the large horizontal beams. There is one set of medium horizontal beams, which is located in the middle of the rectangular frame. Two bottom horizontal beams are arranged below it. There are two sets of small horizontal beams, each set of small horizontal beams is located between one set of large horizontal beams and one set of medium horizontal beams. A bottom horizontal beam is arranged below the small horizontal beams.

10. The extended double-stack railway container transport car according to claim 2, characterized in that, It also includes an air braking system; the air braking system includes a brake piping system, most of which is located on the outer side surface of the middle side plate and passes through the first column and the second column.

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