A freight car side wall and railway freight car

Abstract

The utility model discloses a kind of truck side wall and railway truck, truck side wall includes: side wall board, side wall board includes the first structure layer and second structure layer of stacking, first structure layer and second structure layer are made of composite material, the side of first structure layer away from second structure layer is the outer surface of side wall board, the side of second structure layer away from first structure layer is the inner surface of side wall board;Supporting component, supporting component is connected with inner surface;Wherein, side wall board has first area and second area, the outer edge of side wall board includes the edge of second area away from first area;Between first structure layer and second structure layer located in first area has filling interlayer, first structure layer and second structure layer are connected in second area;Part of outer surface located in first area is plane.The truck side wall provided by the utility model realizes the lightweight and large capacity design of car body.

Description

Technical Field

[0001] This utility model relates to the field of railway vehicle equipment technology, and in particular to a freight car sidewall and a railway freight car. Background Technology

[0002] Heavy-haul transportation is one of the main directions of development for railway freight cars (including open wagons and railway freight cars) in the world today, and it is also an effective way to improve railway freight capacity and overall economic benefits.

[0003] Heavy-haul railway freight cars generally use metal materials such as steel and aluminum. Lightweight design and large-volume construction, with a focus on sidewall structures, are key technologies for heavy-haul railway freight cars. These technologies reduce the car's weight and increase its volume, thereby reducing energy consumption during empty car operation and achieving greater economic benefits in transportation. However, the plate-column composite sidewall structure mainly consists of side plates, side columns, and upper side beams. The side columns are externally positioned within the sidewall structure, meaning the space occupied by the side columns between the side plates and the vehicle clearance cannot be utilized for the car body volume, resulting in a low clearance utilization rate.

[0004] Therefore, how to achieve lightweight vehicle body and large volume design is a technical problem that urgently needs to be solved by those skilled in the art. Utility Model Content

[0005] In view of this, the present invention provides a freight car sidewall to achieve lightweight car body and large volume design. The present invention also provides a railway freight car having the above-mentioned freight car sidewall.

[0006] To achieve the above objectives, this utility model provides the following technical solution:

[0007] A truck sidewall, comprising:

[0008] The side wall panel includes a first structural layer and a second structural layer stacked together. The first structural layer and the second structural layer are made of composite material. The side of the first structural layer facing away from the second structural layer is the outer surface of the side wall panel, and the side of the second structural layer facing away from the first structural layer is the inner surface of the side wall panel.

[0009] A support assembly connected to the inner surface;

[0010] in,

[0011] The sidewall panel has a first region and a second region, and the outer edge of the sidewall panel includes the edge of the second region away from the first region; there is a filling interlayer between the first structural layer and the second structural layer located in the first region, and the first structural layer and the second structural layer located in the second region are connected;

[0012] The portion of the outer surface located in the first region is planar.

[0013] Optionally, in the above-mentioned truck sidewall, the sidewall panel is an integral hot-pressed structure, and the first structural layer located in the second region is connected to the second structural layer by hot pressing;

[0014] And / or, the support assembly is detachably connected to the inner surface.

[0015] Optionally, in the above-mentioned truck sidewall, the outer surface is a plane;

[0016] The portion of the second structural layer located in the first region protrudes beyond the portion of the second structural layer located in the second region.

[0017] Optionally, in the above-mentioned truck sidewall, the portion of the second structural layer located in the first region is a trapezoidal structure, with the length of its top side being greater than the length of its bottom side.

[0018] Optionally, in the above-mentioned truck sidewall, the inner surface is a plane;

[0019] The portion of the first structural layer located in the first region protrudes beyond the portion of the first structural layer located in the second region.

[0020] Optionally, in the above-mentioned truck side wall, the second region is composed of multiple strip-shaped sub-regions connected at a certain angle.

[0021] Optionally, in the above-mentioned truck sidewall, a transition area is provided between the first area and the second area;

[0022] A transition filling layer is provided between the first structural layer and the second structural layer located in the transition region, and the thickness of the transition filling layer decreases along the direction closer to the second region. The thickness direction of the transition filling layer is the arrangement direction of the first structural layer and the second structural layer.

[0023] Optionally, in the aforementioned truck sidewall, the second region includes:

[0024] The side connection areas are located at the two sides of the side wall panel, the first area is located between the two side connection areas, and the side connection area has a side connection portion for connecting with the end wall of the vehicle body;

[0025] The lower connecting area located at the lower edge of the side wall panel has a lower connecting portion for connecting with the lower side beam of the vehicle body.

[0026] Optionally, in the above-mentioned truck sidewall, the second region further includes an upper connecting region located at the upper edge of the sidewall panel, the upper connecting region having an upper connecting portion for connecting with the upper side beam of the vehicle body.

[0027] This utility model also provides a railway freight car, including a car body and a freight car side wall connected to the car body, wherein the freight car side wall is a freight car side wall as described in any of the above claims.

[0028] As can be seen from the above technical solution, the freight car sidewall provided by this utility model effectively reduces the weight of the sidewall panel by using composite materials to make the first and second structural layers, thereby reducing the overall weight of the freight car sidewall. This facilitates the lightweight design of railway freight cars using the freight car sidewall provided by this utility model embodiment, improving transportation economic efficiency. Furthermore, the sidewall panel has a first region and a second region. A filling interlayer exists between the first and second structural layers in the first region, and the first and second structural layers in the second region are interconnected, forming a closed structure in the first region. From a structural mechanics perspective, compared with the single-layer structure sidewall panel in the prior art, the structure of the first region has a higher load-bearing capacity. Compared with the second region, the first region is similar to a reinforcing structure on the sidewall panel. Combined with the support components connected to the inner surface, it effectively reduces the overall weight of the freight car sidewall while meeting its load-bearing requirements.

[0029] Furthermore, since the first region has a filling interlayer, its thickness can be greater than that of the second region. When the portion of the outer surface located in the first region is planar, this portion can be the outermost sidewall of the freight car. Only the necessary safety margin needs to be left between the portion of the outer surface located in the first region and the vehicle clearance, thus making full use of the vehicle clearance and increasing the car body volume to facilitate the large-volume design of railway freight cars. Attached Figure Description

[0030] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0031] Figure 1 A schematic diagram of the inner structure of a first type of truck sidewall provided for an embodiment of this utility model;

[0032] Figure 2 A schematic diagram of the outer side structure of the first type of truck sidewall provided for an embodiment of this utility model;

[0033] Figure 3 This is a cross-sectional view of the first region provided in an embodiment of the present invention;

[0034] Figure 4 A partial cross-sectional view of the truck sidewall provided for an embodiment of this utility model;

[0035] Figure 5 A schematic diagram of the inner structure of a second type of truck sidewall provided in an embodiment of this utility model;

[0036] Figure 6 A schematic diagram of the outer side structure of a second type of truck sidewall provided in this embodiment of the present utility model.

[0037] in,

[0038] Side wall panel 100, outer surface 1001, inner surface 1002, mounting component 1003, first structural layer 101, second structural layer 102, filling interlayer 103, transition filling layer 104, first area 110, second area 120, side connection area 122, upper connection area 123, lower connection area 124, transition area 130. Detailed Implementation

[0039] This utility model discloses a freight car sidewall to achieve lightweight car body and large volume design. This utility model also provides a railway freight car with the aforementioned freight car sidewall.

[0040] 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.

[0041] like Figures 1-4As shown, this utility model embodiment provides a truck sidewall, including a sidewall panel 100 and a support assembly. The sidewall panel 100 includes a first structural layer 101 and a second structural layer 102 stacked together. The first structural layer 101 and the second structural layer 102 are made of composite materials. The side of the first structural layer 101 facing away from the second structural layer 102 is the outer surface 1001 of the sidewall panel 100, and the side of the second structural layer 102 facing away from the first structural layer 101 is the inner surface 1002 of the sidewall panel 100. The support assembly is connected to the inner surface 1002. The sidewall panel 100 has a first region 110 and a second region 120. The outer edge of the sidewall panel 100 includes the edge of the second region 120 away from the first region 110. A filling interlayer 103 is provided between the first structural layer 101 and the second structural layer 102 located in the first region 110. The first structural layer 101 and the second structural layer 102 located in the second region 120 are connected. The portion of the outer surface 1001 located in the first region 110 is planar.

[0042] The freight car sidewall provided in this embodiment of the invention effectively reduces the weight of the sidewall panel 100 by using composite materials to make the first structural layer 101 and the second structural layer 102, thereby reducing the overall weight of the freight car sidewall. This facilitates the lightweight design of railway freight cars using the freight car sidewall provided in this embodiment of the invention, improving transportation economic efficiency. Furthermore, the sidewall panel 100 has a first region 110 and a second region 120. A filling interlayer 103 is provided between the first structural layer 101 and the second structural layer 102 in the first region 110. The first structural layer 101 and the second structural layer 102 in the second region 120 are interconnected, forming a closed structure in the first region 110. From a structural mechanics perspective, compared with the single-layer structure of the sidewall panel in the prior art, the structure of the first region 110 has a higher load-bearing capacity. Compared with the second region 120, the first region 110 is similar to the reinforcing structure on the sidewall panel 100. Combined with the support components connected to the inner surface 1002, the overall weight of the freight car sidewall is effectively reduced while meeting the load-bearing requirements of the sidewall.

[0043] Furthermore, since the first region 110 has a filling interlayer 103, the thickness of the first region 110 can be greater than the thickness of the second region 120. When the portion of the outer surface 1001 located in the first region 110 is planar, this portion can be the outermost sidewall of the freight car. Only the necessary safety margin needs to be left between the portion of the outer surface 1001 located in the first region 110 and the vehicle clearance, thus making full use of the vehicle clearance and increasing the car body volume to facilitate the large-volume design of railway freight cars.

[0044] In some embodiments, the sidewall panel 100 is an integrally thermoformed structure, whereby the first structural layer 101 and the second structural layer 102 located in the second region 120 are connected by thermoforming. That is, the sidewall panel 100 can be integrally formed into a composite sandwich structure, improving its bending strength in all directions. Furthermore, by setting the sidewall panel 100 as an integrally thermoformed structure, the number of parts in the truck sidewall is significantly reduced, and the manufacturing processes such as welding or riveting during the sidewall panel 100 processing are reduced, effectively simplifying the manufacturing process of the truck sidewall and shortening its production cycle.

[0045] Taking a 2-4mm thick fiber-reinforced resin-based composite material for the first structural layer 101 and the second structural layer 102, and a rigid closed-cell PMI foam for the filling interlayer 103 as an example, during the integral hot-pressing process of the sidewall panel 100, the second structural layer 102 (prepreg) is first laid layer by layer on a pre-made mold surface to a specified thickness. Then, a foam layer of a specified shape is applied to the laid second structural layer 102. Next, the first structural layer 101 (prepreg) is laid on the foam layer and the second structural layer 102 to a specified thickness. The completed sidewall panel assembly, along with the mold, is then placed in an autoclave or oven. The autoclave is heated and pressurized for a certain period until the resin matrix material completes its chemical curing reaction, thus forming an integral composite sandwich structure sidewall panel. The foam layer forms the filling interlayer 103. Finally, the solidified side wall panel blank undergoes post-processing steps such as demolding, grinding, and hole drilling, thus completing the processing and manufacturing of the side wall panel 100 as a composite material sandwich structure.

[0046] Alternatively, the first structural layer 101 can be laid layer by layer first, and then the foam layer of the specified shape can be applied to the first structural layer 101 before laying the second structural layer 102.

[0047] That is, the first region 110 is a sandwich panel structure, and the second region 120 is a solid laminate structure.

[0048] The total thickness of the side wall panel 100 can be 30-50mm.

[0049] In this embodiment, the first structural layer 101 and the second structural layer 102 are made of carbon fiber composite material or fiber reinforced resin matrix composite material, that is, the side wall panel 100 is a sandwich structure made of carbon fiber composite material.

[0050] The first structural layer 101 and the second structural layer 102 can be constructed from 2-4 mm thick carbon fiber reinforced resin matrix composite materials using a laminated layup design. Specifically, at least one of the first structural layer 101 and the second structural layer 102 is formed by multiple composite material layers through a laminated layup method. Multiple fiber layers are laid up along the thickness direction of the first structural layer 101 and the second structural layer 102 at specific angles (e.g., 0°, ±45°, 90°, etc.) and in a specific sequence, and then bonded together by resin curing to form a composite material laminate (first structural layer 101 or second structural layer 102). Combined with the thickness of the filling interlayer 103, the thickness of the first region 110 of the sidewall panel 100 can range from 30 to 50 mm. The thickness of the second region 120 is the sum of the thicknesses of the first structural layer 101 and the second structural layer 102. Taking carbon fiber composites as an example, the tensile strength of carbon fiber composites can generally reach over 1000 MPa, while existing freight car sidewalls typically use Q450NQR1 high-strength steel (tensile strength of 550 MPa) or 6061-T6 aluminum alloy (tensile strength of 265 MPa). Therefore, using carbon fiber composites can achieve both lightweighting of the car body and increased strength reserves. Furthermore, the density of carbon fiber composites is only 1 / 4 that of steel and 2 / 3 that of aluminum alloy, thus adapting to the increasing load requirements of railway freight cars, especially heavy-haul freight cars.

[0051] The filling interlayer 103 can be formed of a foam material, i.e., by filling the space between the first structural layer 101 and the second structural layer 102 in the first region 110 with rigid closed-cell foam (rigid closed-cell PMI (polymethacrylimide) foam) or other types of foam to form the filling interlayer 103. This is to withstand pressure loads (such as lateral pressure loads exerted on the sidewall panel 100 by bulk cargo such as coal inside a vehicle).

[0052] In some embodiments, the support assembly is detachably connected to the inner surface 1002. When the weight of the cargo carried by the railway vehicle is relatively light, only the side wall panel 100 (first region 110) is needed to meet the load-bearing requirements of the freight car side wall, so the support assembly can be detached from the inner surface 1002 to further increase the car body volume.

[0053] The number and structure of the support components can be adjusted according to the actual weight of the goods carried by the railway vehicle, so as to meet the load-bearing requirements of the side wall of the freight car while avoiding the support components occupying too much space inside the car, thus effectively ensuring the volume of the car body.

[0054] The support components may include struts or connecting plate structures. The support components can be made of metallic or non-metallic materials. The support components can support the middle area of ​​the side wall panel 100.

[0055] The inner surface 1002 may be provided with a mounting component 1003, through which the support assembly is connected to the side wall panel 100. For example, the mounting component 1003 may be a mounting hole penetrating the first region 110 of the side wall panel 100, and the connection between the support assembly and the side wall panel 100 is achieved by bolts or other components.

[0056] Alternatively, the support components can be fixedly installed on the inner surface 1002. No specific restrictions are imposed here, and all are within the protection range.

[0057] like Figure 1 and Figure 2 As shown, in the first embodiment, the outer surface 1001 is planar; the portion of the second structural layer 102 located in the first region 110 protrudes beyond the portion of the second structural layer 102 located in the second region 120. Since the outer surface 1001 is planar, that is, the portion of the outer surface 1001 located in the first region 110 and the portion of the outer surface 1001 located in the second region 120 are coplanar. Furthermore, the planar nature of the outer surface 1001 allows for a monolithic planar structure on the outer side of the vehicle body, without any protrusions or depressions, thereby significantly reducing the vehicle's air resistance and lowering traction energy consumption.

[0058] like Figure 1 As shown, the portion of the second structural layer 102 located in the first region 110 is trapezoidal, with the length of its top side greater than the length of its bottom side. It can be understood that the portion of the second structural layer 102 located in the first region 110 is planar to facilitate operations such as unloading.

[0059] like Figure 5 and Figure 6 As shown, in the second embodiment, the inner surface 1002 is planar; the portion of the first structural layer 101 located in the first region 110 protrudes beyond the portion of the first structural layer 101 located in the second region 120.

[0060] The second region 120 is composed of multiple strip-shaped sub-regions connected at a certain angle. That is, the second region 120 can serve as the connection area between the truck sidewall and the truck body, while the other regions are all part of the first region 110. By increasing the area of ​​the first region 110 with the infill layer 103, the load-bearing capacity of the truck sidewall can be further improved.

[0061] like Figure 3 and Figure 4As shown, to avoid stress concentration, a transition region 130 is provided between the first region 110 and the second region 120. A transition filler layer 104 is located between the first structural layer 101 and the second structural layer 102 in the transition region 130, and the thickness of the transition filler layer 104 decreases along the direction closer to the second region 120. The thickness direction of the transition filler layer 104 is the same as the arrangement direction of the first structural layer 101 and the second structural layer 102. That is, the cross-section of the portion of the first structural layer 101 corresponding to the first region 110 and the transition region 130 can be a trapezoidal structure, and the transition filler layer 104 and the filler interlayer 103 can be an integral structure, so that a structural transition is formed from the first region 110 to the second region 120, avoiding stress concentration. Specifically, from the first region 110 to the second region 120, the filler interlayer 103 and the transition filler layer 104 form a structure with a slope, and the first region 110 with the interlayer gradually and uniformly transitions to the second region 120 of the solid laminate.

[0062] like Figure 6 As shown, in the second embodiment, the second region 120 includes side connection regions 122 located at both sides of the side wall panel 100 and a lower connection region 124 located at the lower edge of the side wall panel 100. The first region 110 is located between the two side connection regions 122. The side connection regions 122 have side connection portions for connecting with the end wall of the vehicle body. The lower connection region 124 has a lower connection portion for connecting with the lower side beam of the vehicle body.

[0063] like Figure 1 As shown, in the first embodiment, the second region 120 includes side connection regions 122 located at both sides of the side wall panel 100, a lower connection region 124 located at the lower edge of the side wall panel 100, and an upper connection region 123 located at the upper edge of the side wall panel 100. The upper connection region 123 has an upper connection portion for connecting with the upper side beam of the vehicle body. The first region 110 is located between the two side connection regions 122. The side connection regions 122 have side connection portions for connecting with the end wall of the vehicle body; the lower connection region 124 has a lower connection portion for connecting with the lower side beam of the vehicle body.

[0064] This utility model embodiment also provides a railway freight car, including a car body and a freight car sidewall connected to the car body. The freight car sidewall is any of the freight car sidewalls described above. Since the above-described freight car sidewalls have the aforementioned technical effects, a hopper car having the above-described freight car sidewalls should also have the same technical effects, and no specific limitations are made here.

[0065] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other.

[0066] The above description of the disclosed embodiments enables those skilled in the art to make or use the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A truck side wall, characterized in that, include: The side wall panel (100) includes a first structural layer (101) and a second structural layer (102) stacked together. The first structural layer (101) and the second structural layer (102) are made of composite materials. The side of the first structural layer (101) facing away from the second structural layer (102) is the outer surface (1001) of the side wall panel (100), and the side of the second structural layer (102) facing away from the first structural layer (101) is the inner surface (1002) of the side wall panel (100). A support assembly connected to the inner surface (1002); in, The side wall panel (100) has a first region (110) and a second region (120), and the outer edge of the side wall panel (100) includes the edge of the second region (120) away from the first region (110); there is a filling interlayer (103) between the first structural layer (101) and the second structural layer (102) in the first region (110), and the first structural layer (101) and the second structural layer (102) in the second region (120) are connected; The portion of the outer surface (1001) located in the first region (110) is planar.

2. The truck side wall of claim 1, wherein, The side wall panel (100) is an integral hot-pressed structure, and the first structural layer (101) located in the second region (120) is connected to the second structural layer (102) by hot pressing; And / or, the support assembly is detachably connected to the inner surface (1002).

3. The truck sidewall as described in claim 1, characterized in that, The outer surface (1001) is a plane; The portion of the second structural layer (102) located in the first region (110) protrudes beyond the portion of the second structural layer (102) located in the second region (120).

4. The truck sidewall as described in claim 3, characterized in that, The portion of the second structural layer (102) located in the first region (110) is a trapezoidal structure, with the length of its top side being greater than the length of its bottom side.

5. The truck sidewall as described in claim 1, characterized in that, The inner surface (1002) is a plane; The portion of the first structural layer (101) located in the first region (110) protrudes beyond the portion of the first structural layer (101) located in the second region (120).

6. The truck sidewall as described in claim 5, characterized in that, The second region (120) is composed of multiple strip-shaped sub-regions connected at a certain angle.

7. The truck sidewall as described in claim 1, characterized in that, A transition region (130) is provided between the first region (110) and the second region (120). A transition filling layer (104) is provided between the first structural layer (101) and the second structural layer (102) in the transition region (130), and the thickness of the transition filling layer (104) decreases in the direction close to the second region (120). The thickness direction of the transition filling layer (104) is the same as the arrangement direction of the first structural layer (101) and the second structural layer (102).

8. The truck sidewall as described in claim 1, characterized in that, The second region (120) includes: Side connection areas (122) located on both sides of the side wall panel (100), the first area (110) located between the two side connection areas (122), the side connection areas (122) having side connection portions for connection with the end wall of the vehicle body; The lower connecting region (124) located at the lower edge of the side wall panel (100) has a lower connecting portion for connecting with the lower side beam of the vehicle body.

9. The truck sidewall as described in claim 8, characterized in that, The second region (120) also includes an upper connecting region (123) located at the upper edge of the side wall panel (100), the upper connecting region (123) having an upper connecting portion for connecting to the upper side beam of the vehicle body.

10. A railway freight car, comprising a car body and a sidewall connected to the car body, characterized in that, The truck sidewall is the truck sidewall as described in any one of claims 1-9.

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