Anti-deformation railway wagon

Abstract

The utility model relates to railway wagon technical field, and disclose a kind of anti-deformation railway wagon, including car body, and the upper beam is arranged on the car body, and the upper beam is hollowly arranged, the inside of the upper beam is provided with several supporting blocks, and several supporting blocks are symmetrically arranged in the inner wall of the upper beam two sides, the inside of the upper beam is provided with honeycomb core material.The utility model is hollow rectangular tube by being arranged as the upper beam, and supporting block and honeycomb core material are arranged inside, utilize the rigid support of supporting block and the absorption and dispersion characteristics of honeycomb core material, enhance the overall strength and impact resistance of the upper beam, effectively reduce the local deformation in loading operation, while the setting of honeycomb core material, improve the overall strength of the upper beam while the overall weight of railway wagon increases less, meet the lightweight requirement of railway wagon.

Description

Technical Field

[0001] This utility model relates to the field of railway freight car technology, specifically to a deformation-resistant railway freight car. Background Technology

[0002] In the field of railway transportation, railway freight cars, as the key carriers of freight transportation, undertake long-distance transportation tasks of a large amount of bulk materials (such as stone chips). Their structural stability and service life are directly related to transportation efficiency, cost control and driving safety. Among them, stone chip hopper cars are one of the commonly used car models. Due to the need for frequent loading and unloading operations, and the fact that they often face complex road conditions and potential collision risks during transportation, their structures are prone to deformation problems.

[0003] As a key component connecting the side walls, bearing the upper load, and maintaining the overall structural integrity of the vehicle, the upper beam is traditionally made of angle steel. However, when loading stone slag, the upper beam needs to withstand the impact and lateral pressure of the material, and is prone to bending, twisting and other deformations during long-term use. Therefore, a deformation-resistant railway freight car is proposed to solve the above-mentioned problems. Utility Model Content

[0004] The purpose of this invention is to provide a deformation-resistant railway freight car to solve the problems mentioned in the background art.

[0005] To achieve the above objectives, the technical solution adopted by this utility model is: a deformation-resistant railway freight car, including a car body, an upper edge beam provided on the car body, and the upper edge beam being hollow, a plurality of support blocks provided inside the upper edge beam, the plurality of support blocks being symmetrically arranged on both sides of the inner wall of the upper edge beam, and a honeycomb core material provided inside the upper edge beam.

[0006] Preferably, the bottom and top of the support block are fixedly connected to the bottom and top of the inner wall of the upper beam, respectively, and the honeycomb core material is located between two adjacent support blocks, with the bottom and top of the honeycomb core material being fixedly connected to the bottom and top of the inner wall of the upper beam, respectively.

[0007] Preferably, a side pillar is fixedly connected to the side wall of the vehicle body, and the top of the side pillar is connected to the bottom of the upper edge beam.

[0008] Preferably, the top of the side column is provided with a welding groove, and the welding groove is stepped. The bottom of the inner wall of the welding groove is provided with an insert block, the bottom of the upper beam is provided with a welding block, and the bottom of the welding block is provided with a slot.

[0009] Preferably, the welding groove and the welding block are the same size, and the size of the insert block is the same as the size of the slot.

[0010] Preferably, the bottom four corners of the upper edge beam are fixedly connected with support rods, and the support rods are fixedly connected to the top of the chassis of the vehicle body. The bottom of the upper edge beam is provided with reinforcing ribs, and the reinforcing ribs are fixedly connected to the side wall of the vehicle body.

[0011] The present invention adopts the above technical solution, which can bring the following beneficial effects:

[0012] 1. This type of anti-deformation railway freight car is designed by making the upper edge beam a hollow rectangular tube and setting support blocks and honeycomb core material inside. By utilizing the rigid support of the support blocks and the absorption and dispersion characteristics of the honeycomb core material, the overall strength and impact resistance of the upper edge beam are enhanced, effectively reducing local deformation during loading operations. At the same time, the setting of honeycomb core material increases the overall strength of the upper edge beam while having a small increase in the overall weight of the railway freight car, thus meeting the lightweight requirements of railway freight cars.

[0013] 2. This type of anti-deformation railway freight car uses stepped welding grooves and welding blocks to weld the side columns and upper beams, and then uses insert blocks and slots for positioning. The upper beams are welded to the side walls using a circular arc transition welding method, which reduces stress concentration and deformation during the welding process.

[0014] 3. This type of anti-deformation railway freight car, by setting up a honeycomb core material, utilizes the gaps in the honeycomb core material and the friction and compression between the honeycomb core material and the inner wall of the upper edge beam to consume the vibration energy generated during the transportation of the car body, thereby reducing the vibration of the upper edge beam and reducing fatigue deformation caused by long-term vibration. At the same time, the setting of slots and inserts can limit the upper edge beam and reduce the offset of the upper edge beam, thereby making the welded groove and welded block weld more stable and reducing the occurrence of cracks. Attached Figure Description

[0015] Figure 1 This is a schematic diagram of the overall design of this utility model;

[0016] Figure 2 This is a schematic diagram of the interior of the upper edge beam of this utility model;

[0017] Figure 3 This is an enlarged schematic diagram of point A of this utility model;

[0018] Figure 4 This is a schematic diagram of the honeycomb core material of this utility model;

[0019] Figure 5 This is a schematic diagram of the connection between the upper edge beam and the side column of this utility model;

[0020] Figure 6 This is a schematic diagram of the side column and welding block of this utility model.

[0021] In the diagram: 1. Vehicle body; 2. Upper edge beam; 3. Support block; 4. Honeycomb core material; 5. Side column; 6. Welding groove; 7. Insert block; 8. Welding block; 9. Slot; 10. Support rod; 11. Reinforcing rib. Detailed Implementation

[0022] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0023] In the description of this utility model, it should be understood that the terms "upper", "lower", "front", "rear", "left", "right", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or component referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model.

[0024] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "setting" should be interpreted broadly. For example, they can refer to a fixed connection or setting, a detachable connection or setting, or an integral connection or setting. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0025] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this utility model, "several" means two or more, unless otherwise explicitly specified.

[0026] Please see Figure 1-6One embodiment of this utility model is: a deformation-resistant railway freight car, including a car body 1, with an upper edge beam 2 provided on the car body 1. The upper edge beam 2 is a rectangular tube and is welded to the side wall of the car body 1 by a circular arc transition welding method. The upper edge beam 2 is hollow. By using the circular arc transition welding method to connect the upper edge beam 2 to the side wall, the stress generated during the welding process can be released through the elastic deformation of the arc, thereby reducing the amount of deformation during welding. At the same time, the circular arc transition welding can avoid the concentration of alternating stress generated by vibration and braking of the car body 1 at the corners during operation, reducing the generation of fatigue cracks. The upper edge beam 2 has several support blocks 3 inside, which are symmetrically arranged on both sides of the inner wall of the upper edge beam 2. The upper edge beam 2 has a honeycomb core material 4 inside, which is made of aluminum alloy. The honeycomb core material 4 is used in the upper edge beam 2 of railway freight cars. It can effectively improve the overall strength of the beam while significantly reducing the weight, thus achieving the lightweighting of the car body 1. The bottom and top of the support blocks 3 are fixedly connected to the bottom and top of the inner wall of the upper edge beam 2, respectively. The honeycomb core material 4 is located between two adjacent support blocks 3, and the bottom and top of the honeycomb core material 4 are fixedly connected to the bottom and top of the inner wall of the upper edge beam 2, respectively.

[0027] Preferably, a side pillar 5 is fixedly connected to the side wall of the vehicle body 1. The side pillar 5 is hollow and made of Q450 steel, which has high strength and is lightweight. While ensuring the strength of the side pillar 5, the weight of the side pillar 5 is reduced, thereby reducing the transportation cost of the vehicle body 1. The top of the side pillar 5 is connected to the bottom of the upper edge beam 2. A welding groove 6 is opened on the top of the side pillar 5, and the welding groove 6 is stepped. An insert 7 is set at the bottom of the inner wall of the welding groove 6. A sealing sleeve is fitted on the outside of the insert 7. The sealing sleeve is made of nitrile rubber, which can effectively block the penetration of rainwater and dew, and has good oil resistance, making it suitable for use in oily environments. A welding block 8 is set at the bottom of the upper edge beam 2. A slot 9 is opened at the bottom of the welding block 8. A sealing groove is opened at the bottom of the slot 9. The welding groove 6 and the welding block 8 have the same size. The size of the insert 7 is the same as the size of the slot 9. By setting the sealing sleeve and the sealing groove, moisture is prevented from entering the insert 9 after long-term use, which would cause the insert 7 to rust and expand, affecting the welding stability of the welding groove 6 and the welding block 8.

[0028] Preferably, support rods 10 are fixedly connected to the four corners of the bottom of the upper edge beam 2, and the support rods 10 are fixedly connected to the top of the chassis of the vehicle body 1. A reinforcing rib 11 is provided at the bottom of the upper edge beam 2, and the reinforcing rib 11 is fixedly connected to the side wall of the vehicle body 1.

[0029] Working principle: Align the slot 9 at the bottom of the upper edge beam 2 with the insert block 7 on the side column 5, thus placing the upper edge beam 2 on the side column 5. At this time, the welding groove 6 and the welding block 8 are spliced ​​together. The connection between the welding groove 6 and the welding block 8 is welded by a stepped welding method, thereby fixing the upper edge beam 2 to the side column 5. Then, the upper edge beam 2 is welded to the side wall of the car body 1 by a round arc transition welding method. When the car body 1 is running, it will be affected by factors such as uneven track and generate vibration. The vibration energy is consumed by the gaps in the honeycomb core material 4 and the friction and compression between the honeycomb core material 4 and the inner wall of the upper edge beam 2. In the vibrating environment of vehicle operation, reducing the vibration of the upper edge beam 2 can reduce long-term fatigue deformation caused by vibration. When the vehicle body 1 is loading and unloading materials, the upper edge beam 2 will be subjected to the top impact and side pressure of the materials. At this time, the top impact force will be transmitted to the honeycomb core material 4 through the upper surface of the upper edge beam 2. The honeycomb core material 4 will absorb the impact force through deformation and disperse the impact force to the lower surface of the upper edge beam 2. This will prevent the tube wall from being dented or cracked due to excessive local impact force at the top of the upper edge beam 2. Similarly, the side pressure on the upper edge beam 2 will be absorbed by the honeycomb core material 4 and transmitted to the other side of the upper edge beam 2.

[0030] This utility model provides a deformation-resistant railway freight car. There are many methods and approaches to implement this technical solution. The above description is only a preferred embodiment of this utility model. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of this utility model, and these improvements and modifications should also be considered within the protection scope of this utility model. All components not explicitly stated in this embodiment can be implemented using existing technology.

Claims

1. A deformation-resistant railway freight car, comprising a car body (1), characterized in that: The vehicle body (1) is provided with an upper edge beam (2), and the upper edge beam (2) is hollow. Several support blocks (3) are provided inside the upper edge beam (2). Several support blocks (3) are symmetrically arranged on both sides of the inner wall of the upper edge beam (2). The upper edge beam (2) is provided with honeycomb core material (4).

2. The anti-deformation railway freight car according to claim 1, characterized in that: The bottom and top of the support block (3) are fixedly connected to the bottom and top of the inner wall of the upper edge beam (2), respectively. The honeycomb core material (4) is located between two adjacent support blocks (3), and the bottom and top of the honeycomb core material (4) are fixedly connected to the bottom and top of the inner wall of the upper edge beam (2), respectively.

3. A deformation-resistant railway freight car according to claim 2, characterized in that: A side column (5) is fixedly connected to the side wall of the vehicle body (1), and the top of the side column (5) is connected to the bottom of the upper edge beam (2).

4. A deformation-resistant railway freight car according to claim 3, characterized in that: The top of the side column (5) is provided with a welding groove (6), and the welding groove (6) is stepped. The bottom of the inner wall of the welding groove (6) is provided with an insert (7), and the bottom of the upper edge beam (2) is provided with a welding block (8). The bottom of the welding block (8) is provided with a slot (9).

5. A deformation-resistant railway freight car according to claim 4, characterized in that: The welding groove (6) and the welding block (8) are the same size, and the insert (7) is the same size as the slot (9).

6. A deformation-resistant railway freight car according to claim 5, characterized in that: The bottom four corners of the upper edge beam (2) are fixedly connected with support rods (10), and the support rods (10) are fixedly connected to the top of the chassis of the vehicle body (1). The bottom of the upper edge beam (2) is provided with reinforcing ribs (11), and the reinforcing ribs (11) are fixedly connected to the side wall of the vehicle body (1).

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