Steel seat frame and railway flat collection shared vehicle

Abstract

This utility model relates to the field of land transportation technology, and more particularly to a steel frame and a railway flatbed shared vehicle. The steel frame includes welded longitudinal retaining walls and a steel base, avoiding the folding or pinning methods used in existing technologies that are prone to failure after repeated use. Furthermore, the longitudinal retaining walls are specially designed with a scoop-shaped form, consisting of a top plate, two side plates, and a back plate, and an isosceles trapezoidal space inside that conforms to the scoop shape. The scoop-shaped form, combined with the inclined design of the side and back plates, is particularly suitable for improving the stopping strength, while the combination of the scoop-shaped form and the isosceles trapezoidal space allows the upper and lower longitudinal retaining walls to be stacked during storage. In summary, through the special structural design of the longitudinal retaining walls and their welded connection to the steel base, this utility model achieves both convenient storage and the maintenance of safety and strength after repeated use.

Description

Technical Field

[0001] This utility model relates to the field of land transportation technology, and in particular to a steel frame and a railway flatbed shared vehicle. Background Technology

[0002] Large-size steel plates refer to medium-thick plates with a thickness exceeding 10mm. These plates are mainly used in special fields such as large steel structure buildings, shipbuilding, and pressure vessels. A key characteristic of these plates is that they cannot be rolled into coils for transport; they must be transported in their original flat, plate-like state.

[0003] For a long time, due to the limited loading capacity of open wagons, steel plates exceeding the length and width dimensions of the wagon body could only be transported using flatcars. Flatcars come in two types: those with floor dimensions of 13000mm*2960mm and 154000mm*2980mm. Under specific conditions, these two types can accommodate steel plates with lengths of 13600mm and 160000mm and widths of 3400mm, respectively, thus meeting the railway transportation needs of most large-sized steel plates.

[0004] While railway flatcars come in various designs, they all share the common feature of a flat floor, lacking the robust walls found in open railway wagons to restrain steel plates. Even with low longitudinal baffles, these baffles cannot withstand the force of large steel plates and are unsuitable as retaining walls. When using these flatcars for transport, the complex car-cargo binding method stipulated in the "Standardized Railway Freight Loading Scheme" is commonly employed. This involves using steel wire ropes for horizontal, vertical, and end-pulling to bind and reinforce the steel plates to the wagon. The binding process using the steel wire ropes and fasteners is extremely time-consuming and labor-intensive, requiring a high level of skill from the workers. In such high-standard, multi-step operations, deviations are difficult to avoid, seriously threatening the safety of railway freight transport. Furthermore, the aforementioned standard scheme stipulates that all reinforcement materials must be non-disposable, resulting in high reinforcement costs and significant waste.

[0005] To address the shortcomings of the aforementioned design method, some existing technologies have also disclosed structures for resisting longitudinal impacts of steel plates on flatcars:

[0006] For example, CN113635930A discloses a transport frame assembly and transport vehicle, addressing the problems of unsafety, low cost, and non-reusable reinforcement components associated with the common method of using wire ropes for securing long materials during railway transportation. This prior art proposes fixing the front and rear transport frames to a flatcar, with the front and rear frames forming a longitudinal transport area together. A middle transport frame is installed between the front and rear frames, forming a lateral constraint area. However, to facilitate the storage of multiple transport frames in non-working conditions, the longitudinal baffles and lateral supports can be folded into a horizontal retracted state. While this foldable structure facilitates storage, it inevitably reduces the strength of the transport frames during operation. Especially after repeated folding and impacts, the foldable structure will loosen, significantly reducing the strength of the transport frames, rendering them unusable or causing safety issues.

[0007] For example, CN118753661A discloses a container for transporting steel plates, addressing the problems of complex operations, high material and labor costs, and safety risks associated with the traditional method of securing steel plates in open flatcars during rail transport. This prior art involves installing reinforcement components around the perimeter of the base structure. These components include horizontally positioned fixing parts for connection to the base structure and vertically positioned blocking parts for stopping the steel plates. The base structure has several adjustment holes for adjusting the lateral or longitudinal position of the reinforcement components, which are connected to these holes via pins. While this prior art provides some degree of protection against the steel plates, the connection between the reinforcement components and the flatcar via pins and adjustment holes is significantly weakened by repeated disassembly, assembly, and impacts. This leads to the reinforcement components easily failing to stop the steel plates, rendering them unusable or causing safety issues.

[0008] In summary, no existing technology has proposed a stop structure suitable for transporting large-size steel plates on railway flatcars, especially railway flatcars used for multiple-unit transport, that is suitable for storage and can maintain safe strength after repeated use. Utility Model Content

[0009] (a) Technical problems to be solved

[0010] In view of the above-mentioned shortcomings and deficiencies of the prior art, the present invention provides a steel frame and a railway flat-pack shared vehicle, which solves the technical problem that the existing technical solutions cannot simultaneously take into account storage and maintain safety strength after repeated use.

[0011] (II) Technical Solution

[0012] To achieve the above objectives, the main technical solutions adopted by this utility model include:

[0013] This utility model provides a steel support frame, including a longitudinal retaining wall and a steel base. The longitudinal retaining wall is welded to one end of the steel base, which can support goods. The longitudinal retaining wall includes a steel structure composed of a top plate, two side plates with the same structure, and a back plate. The side plates are right-angled trapezoids, and the two side plates are symmetrically welded to both sides of the top plate and form an obtuse angle with it. The front surface of the side plate, which is a right-angled side, is located in the same vertical plane as the front surface of the top plate. The rear surface of the side plate, which is a hypotenuse, is inclined downward and outward relative to the vertical plane. The areas of the front surface of the top plate and the front surfaces of the two side plates that protrude from the steel base together constitute a stopping area for stopping the longitudinal end of the goods. The back plate is an isosceles trapezoid and is fixedly connected to the rear surfaces of the top plate and the two side plates. The top plate, the two side plates, and the back plate enclose an isosceles trapezoidal space that opens forward and downward. When two steel support frames are stacked one on top of the other, the lower longitudinal retaining wall can extend into the isosceles trapezoidal space of the upper longitudinal retaining wall.

[0014] According to this utility model, the longitudinal dimension of the top plate is greater than or equal to 90mm, and the transverse dimension is greater than or equal to 300mm; the bottom angle of the inclined edge of the side plate is within the range of 70°-80°; the height of the stop area is greater than or equal to 450mm; the obtuse angle between the side plate and the top plate is within the range of 110°-120°; and the thickness of the top plate, side plate and back plate is greater than or equal to 8mm.

[0015] According to this utility model, the longitudinal retaining wall also includes a top plate reinforcement pipe and two side plate reinforcement pipes; the top plate reinforcement pipe is fixed to the top surface of the top plate, and the two side plate reinforcement pipes are fixed to the outer surface of the side plate; the front surface of the top plate, the front surface of the two side plate, and the front surface of the two side plate reinforcement pipes are located in the same vertical plane, and together constitute the stopping area of ​​the longitudinal end of the goods.

[0016] According to this utility model, the top plate reinforcement tube includes a first square steel tube, which is horizontally welded to the top surface of the top plate, and the front surface of the first square tube is offset backward relative to the front surface of the top plate; the side plate reinforcement tube includes a second square steel tube and a pad, the second square tube is welded to the outer surface of the side plate, and the pad is fixed to the front surface of the second square tube, and the front surface of the pad forms part of the stop area; the two ends of the first square tube and the top ends of the second square tubes on both sides are welded; the longitudinal dimensions of the first square tube and the second square tube are in the range of 83-118mm; the longitudinal dimension of the pad is in the range of 1-22mm.

[0017] According to this utility model, the bottom structure of the side plate and the back plate is a rectangular through hole that can pass through the steel base and is bent to form a flange that is welded to the steel base.

[0018] According to this utility model, the top plate and the back plate are formed by bending a single steel plate; the two side plates are independent steel plates welded to the top plate and the back plate.

[0019] According to this utility model, the longitudinal dimension of the top plate is 100mm and the transverse dimension is 362mm; the bottom angle of the hypotenuse of the side plate is 78°, and the obtuse angle between the side plate and the top plate is 117°; the height of the longitudinal retaining wall is 694mm; the height of the stop area is 500mm; the thickness of the top plate, side plate, and back plate is 12mm; the longitudinal dimension of the first square tube and the second square tube is 100mm, the thickness perpendicular to the longitudinal direction is 50mm, and the wall thickness is 4mm; the longitudinal dimension of the pad strip is 1820mm; the steel grade of the top plate, side plate, back plate, first square tube, and second square tube is Q355.

[0020] According to this utility model, four pairs of container corner brackets are fixed on a steel base, arranged longitudinally at intervals. Each pair of container corner brackets includes two container corner brackets located on both sides of the steel base. In the direction from back to front: the first pair of container corner brackets is located on the side facing away from the stop area, and the distance between the first pair and the stop area is 173±5mm; the second pair of container corner brackets is located on the side facing the stop area, and the distance between the second pair and the stop area is 508±5mm; the third pair of container corner brackets is located on the side facing the stop area, and the distance between the third pair and the stop area is 1008±5mm; the fourth pair of container corner brackets is located on the side facing the stop area, and the distance between the fourth pair and the stop area is 1597±5mm. The four pairs of container corner brackets can be selectively connected to a pair of container locks on a 15.4-meter-class railway flatbed car; the first pair of container corner brackets can be connected to a pair of container locks on a 13-meter-class railway flatbed car; and the four pairs of container corner brackets can be selectively connected to a pair of container locks on a vehicle equipped with container locks.

[0021] According to this utility model, the distance between the first pair of container corner fittings and the stop area is 173mm; the distance between the second pair of container corner fittings and the stop area is 508mm; the distance between the third pair of container corner fittings and the stop area is 1008mm; and the distance between the fourth pair of container corner fittings and the stop area is 1597mm.

[0022] According to this utility model, in the first pair of container corner brackets, the second pair of container corner brackets, the third pair of container corner brackets, and the fourth pair of container corner brackets in the direction from back to front, when facing the stop area, the left container corner brackets are successively made of left bottom corner bracket, left bottom corner bracket, left bottom corner bracket, and right bottom corner bracket, and the right container corner brackets are successively made of right bottom corner bracket, right bottom corner bracket, right bottom corner bracket, and left bottom corner bracket.

[0023] According to this utility model, a chain connection position is provided on each of the two longitudinal edges of the steel base, and the distance between the chain connection position and the stop area of ​​the longitudinal retaining wall is 1734-1930mm; the longitudinal dimension of the steel base frame is 2300mm, the transverse dimension is 2718mm, and the height is 694mm.

[0024] Another aspect of this utility model provides a railway flat-pack shared vehicle with a steel seat frame, characterized in that the steel seat frame is any of the aforementioned steel seat frames, the steel seat frame is installed at both ends of the railway flat-pack shared vehicle, and is suitable for stacking goods with a longitudinal dimension in the range of 5296-15180mm between the two.

[0025] (III) Beneficial Effects

[0026] The beneficial effects of this utility model are:

[0027] In this utility model's steel frame, the longitudinal retaining wall used for longitudinally stopping goods is welded to the steel base, avoiding the folding or pinning methods used in existing technologies that are prone to failure after repeated use. Furthermore, the longitudinal retaining wall is specially designed with a scoop-shaped form, consisting of a top plate, two side plates, and a back plate, and an internal isosceles trapezoidal space adapted to this shape. The scoop-shaped form, combined with the inclined design of the side and back plates, is particularly suitable for improving stopping strength, while the combination of the scoop-shaped form and the isosceles trapezoidal space allows the upper and lower longitudinal retaining walls to be stacked during storage. In summary, through the special structural design of the longitudinal retaining wall and its welded connection to the steel base, this utility model achieves both convenient storage and the maintenance of safety and strength after repeated use. Attached Figure Description

[0028] Figure 1 This is a first-view perspective perspective schematic diagram of Embodiment 1 of the steel support frame of this utility model;

[0029] Figure 2 This is a two-dimensional schematic diagram of the steel frame of Example 1 from a second perspective;

[0030] Figure 3 This is a three-dimensional schematic diagram of the steel frame of Example 1 from a third perspective;

[0031] Figure 4 This is a three-dimensional schematic diagram of the stacked steel support frames of multiple embodiments 1;

[0032] Figure 5 This is a three-dimensional schematic diagram of the steel base in the steel frame of Example 1;

[0033] Figure 6 This is a three-dimensional schematic diagram of the longitudinal retaining wall in the steel frame of Example 1 from one perspective;

[0034] Figure 7This is a three-dimensional schematic diagram of the longitudinal retaining wall in the steel frame of Example 1 from another perspective;

[0035] Figure 8 A schematic diagram of installing two steel mounting frames of Example 1 on a 15.4-meter-class railway flat-and-combination shared vehicle;

[0036] Figure 9 This is a perspective view of Embodiment 2 of the steel support frame of this utility model;

[0037] Figure 10 This is a three-dimensional schematic diagram of Embodiment 3 of the steel support frame of this utility model.

[0038] [Explanation of Labels in the Attached Image]

[0039] 1. Longitudinal retaining wall; 11. Top plate; 11a. Front surface of the top plate; 12. Side plate; 12a. Front surface of the side plate as a right-angled side; 13. Back plate; 14. Isosceles trapezoidal space; 15. Reinforcing tube of the top plate; 151: First square tube; 16. Reinforcing tube of the side plate; 161: Second square tube; 162: Pad strip; 16a. Front surface of the reinforcing tube of the side plate; 2. Steel base; 21. First pair of container corner fittings; 22. Second pair of container corner fittings; 23. Third pair of container corner fittings; 24. Fourth pair of container corner fittings; 25. Chain connection position; 26. Outer frame; 261. First transverse side beam; 262. Left side beam; 263. Right side beam; 264. Second transverse side beam; 27. First transverse beam; 28. Second transverse beam; 29. ​​Longitudinal beam; 210: U-shaped cover plate.

[0040] A. Goods;

[0041] β, An obtuse angle is formed between the top plate and the side plate;

[0042] γ, the hypotenuse angle. Detailed Implementation

[0043] To better explain and facilitate understanding of this utility model, a detailed description of its specific embodiments is provided below with reference to the accompanying drawings. In this document, "longitudinal" refers to the front-to-back direction of the vehicle when the steel frame is mounted on the flatcar; "front" refers to the direction facing the goods. "Transverse" refers to the left-to-right direction of the vehicle when the steel frame is mounted on the flatcar. The directions of "height" and "up and down" are both perpendicular to both "longitudinal" and "transverse".

[0044] Example 1

[0045] See Figures 1-8This embodiment provides a steel support frame, particularly suitable for cargo A with a longitudinal dimension in the range of 5296-15180mm. In this embodiment, cargo A is a large-size steel plate with a longitudinal dimension in the range of 5296-15180mm, a transverse dimension in the range of 2000-3300mm, and a thickness greater than or equal to 10mm. When using this steel support frame for actual transportation of cargo A, two steel support frames are detachably installed at the front and rear ends of the floor of the transport vehicle. The two steel support frames support the ends of cargo A and, during transportation, provide longitudinal restraint for cargo A if it moves longitudinally forward or backward. The steel support frame of this embodiment mainly includes a longitudinal retaining wall 1 and a steel base 2, as described in detail below.

[0046] See Figures 1-5 The steel base 2 in this embodiment has two functions: first, it can be detachably installed on the floor of the transport vehicle; second, it can support the end of the cargo A (providing upward support for the cargo A). The steel base 2 specifically includes a steel rectangular outer frame 26, a first crossbeam 27, a second crossbeam 28, and five longitudinal beams 29. The first crossbeam 27 and the second crossbeam 28 extend laterally and are welded to the inner wall of the rectangular outer frame 26. Several longitudinal beams 29 are arranged at lateral intervals, and each longitudinal beam 29 extends longitudinally. The two ends of each longitudinal beam 29 are welded to the first crossbeam 27 and the second crossbeam 28, respectively. The first side beam 261, the first crossbeam 27, and the longitudinal beams 29 of the rectangular outer frame 26 are mainly used to support the cargo A. Therefore, rubber pads are fixed to the first side beam 261, the first crossbeam 27, and the three longitudinal beams 29 located in the middle of the rectangular outer frame 26 to better support the cargo A. Of course, the position of the rubber pads can be set at any position in contact with the cargo A as needed.

[0047] Furthermore, in this embodiment, four pairs of container corner brackets are fixed on the steel base 2 at longitudinal intervals. Each pair of container corner brackets includes two container corner brackets located on both sides of the steel base 2, used to connect with a pair of container locks on the transport vehicle. Taking a railway flatbed car as an example, this embodiment features four sets (eight) of container locks at the four corners and the middle of the flatbed car, used to lock the bottom corner brackets of the containers when loading them. This embodiment incorporates container corner brackets into the steel frame, which facilitates the use of existing container locks on the transport vehicle to fix the steel frame. On the one hand, it avoids modifying the transport vehicle, making the steel frame of this embodiment more versatile; on the other hand, the connection between the container locks and the corner brackets is more robust than existing movable connections and pin connections, less prone to failure, providing a stable stop for cargo A; furthermore, the container corner brackets themselves are existing conventional components with low cost. Furthermore, by setting four pairs of container corner brackets and selecting any one to connect with the container locks on the transport vehicle, the distance of the placement space for cargo A can be adjusted, suitable for cargo A of different lengths.

[0048] Therefore, the distance between the two container corner fittings in each pair of container corner fittings should be adapted to the distance between a pair of container locks on the transport vehicle. The design of the left side beam 262 or the right side beam 263 of the rectangular outer frame 26 takes into account the use of fixing the container corner fittings, and the container corner fittings are welded and fixed between the left side beam 262 / right side beam 263 and the adjacent longitudinal beam 29.

[0049] Specifically, from front to back, they are named as follows: First Pair of Container Corner Fittings 21, Second Pair of Container Corner Fittings 22, Third Pair of Container Corner Fittings 23, and Fourth Pair of Container Corner Fittings 24. Among these four pairs of container corner fittings, the left-side container corner fittings sequentially adopt the left bottom corner fitting, left bottom corner fitting, left bottom corner fitting, and right bottom corner fitting as specified in GB / T 1835-2023 "Series 1 Technical Requirements for Container Corner Fittings". The right-side container corner fittings sequentially adopt the right bottom corner fitting, right bottom corner fitting, right bottom corner fitting, and left bottom corner fitting as specified in GB / T 1835-2023 "Series 1 Technical Requirements for Container Corner Fittings". The use of these standard corner fittings is primarily to ensure that, in specific positions, the left and right bottom corner fittings allow operators to easily observe through their holes whether the container corner fittings and container locks are properly connected.

[0050] An additional steel plate is fixed at the junction of the first crossbeam 27 and the longitudinal beam 29. Steel nails are welded to the additional steel plate. The steel nails can be pressed into the floor of the transport vehicle to help stabilize the frame structure. When the steel nails are damaged and replaced, the gas cutter will not cut the steel pipes of the frame.

[0051] Two longitudinal retaining walls 1 are welded to one end of the steel base 2 at a transverse interval, specifically between the second transverse beam 264 and the second transverse beam 28 of the corresponding rectangular outer frame 26. The two spaced longitudinal retaining walls 1 effectively cover the longitudinal ends of the cargo A while minimizing the increase in weight of the steel base frame. The two longitudinal retaining walls 1 have identical structures; therefore, only one will be described in detail below.

[0052] See Figures 1-7 First, the longitudinal retaining wall 1 includes a steel structure as the main body, which consists of a top plate 11, two side plate sections 12 with the same structure and a back plate section 13.

[0053] The top plate 11 and the back plate 13 are formed by bending a 12mm thick Q355 steel plate. Bending the plate with a single steel plate results in higher strength and easier assembly than forming the two parts separately and then welding them together.

[0054] The top plate 11 is rectangular, with its length parallel to its transverse direction, and a thickness of 12mm. If the transverse dimension of the top plate 11 is too small, the strength of the top plate 11 will be low, and the effective blocking width will be significantly insufficient when cargo A impacts the top plate 11.

[0055] Therefore, when designing the dimensions of the top plate section, firstly, the longitudinal dimension of the top plate section 11 has little impact on strength, but for bending a 12mm thick steel plate, the longitudinal dimension of the top plate section 11 needs to allow for more than 50mm to facilitate clamping by the bending machine. Simultaneously, the longitudinal dimension of the top plate section 11 actually depends on the height of the stop area and the inclination angle of the side plate section 12; the smaller the inclination angle and the higher the stop area, the smaller the longitudinal dimension of the top plate section 11 must be. Secondly, since the top plate section 11 serves as a blocking component, the dimensions of the square groove used for inserting blocking posts on the side of railway vehicles are referenced. The internal width of this groove is 90×90mm, so tentatively, both the longitudinal and transverse dimensions of the top plate section 11 should be greater than 90mm. At the same time, considering the effective blocking of the edge of cargo A, the transverse dimension of the top plate section 11 should be greater than or equal to 300mm. Furthermore, in this embodiment, taking into account the number and strength of the longitudinal retaining walls 1 and their coordination with other subsequent structural dimensions, the longitudinal dimension of the top plate portion 11 is 100mm, the transverse dimension of the top plate portion 11 is 362mm, and the transverse distance between the two outer edges of the top plate portions 11 of the two longitudinal retaining walls 1 is greater than or equal to 800mm. This provides a wider stop.

[0056] Both side plate parts 12 are formed by an independent Q355 right-angled trapezoidal steel plate with a thickness of 12 mm. The two side plate parts 12 are symmetrically welded on both sides of the top plate part 11 and form an obtuse angle β with the side plate parts 12. In theory, the angle formed between the top plate part 11 and the side plate part 12 must be obtuse, otherwise the seat frame will not have the ability to be nested. The larger the obtuse angle β between the side plate part 12 and the top plate part 11, the more conducive it is to storage, and the phenomenon of nesting jamming can be reduced; at the same time, the larger the obtuse angle β between the side plate part 12 and the top plate part 11, the larger the gap after stacking, and the thickness of the top plate reinforcement pipe 15 and the side plate reinforcement pipe 16 introduced later can be increased, which can further improve the strength of the longitudinal retaining wall 1. Of course, when the obtuse angle β between the side plate part 12 and the top plate part 11 is larger, the distance between the bottoms of the two side plate parts 12 is too large, and there may not be enough space. Therefore, during the design, first assume an obtuse angle β, measure the gap between the upper and lower longitudinal retaining walls 1 in the stacked state, and thereby assume a thickness of the top plate reinforcement pipe 15 and the side plate reinforcement pipe 16. Then comprehensively evaluate the force of the overall structure. After obtaining the ideal value of the thickness of the required top plate reinforcement pipe 15 and side plate reinforcement pipe 16, then return to adjust the obtuse angle. Because the height of the steel base 2 is preset (meeting the railway loading outer contour limit), the thickness of the top plate part 11, the side plate part 12 and the back plate part 13 is 12 mm, and the thickness of the first square pipe 151 and the second square pipe 161 (to be introduced later) as the reinforcement pipe after stacking is 50 mm, which can meet the strength requirements. Therefore, the value range of the obtuse angle β can be selected as 110° - 120° by drawing. In this embodiment, the obtuse angle β is taken as 117°, and with the first square pipe 151 and the second square pipe 161 with a thickness of 50 mm, the longitudinal retaining walls 1 can be closely fitted between the stacked layers and will not move left and right, which is conducive to the safe return of the steel seat frame.

[0057] The front surface (shown as 12a in the figure) of the side plate part 12 as a right-angle side is in the same vertical plane as the front surface (shown as 11a in the figure) of the top plate part 11. The rear surface of the side plate part 12 as the hypotenuse is inclined downward and outward relative to the vertical plane at a hypotenuse base angle γ of 78°. The front surface 11a of the top plate part 11 and the regions of the front surfaces 12a of the two side plate parts 12 that protrude from the steel base 2 together constitute a part of the stop area for stopping the longitudinal end of the goods A. It can be understood that the shape of the stop area in this embodiment is a U-shaped with a narrow top and a wide bottom.

[0058] Among the design considerations, the most important factor for the height of the stop zone is the stacking thickness of the entire stack of goods A. Due to the limitation of the steel plate lifting clamp diameter, multiple layers of straw bundles are sometimes needed between layers of goods A. The steel frame in this embodiment limits the loading width and length of the steel plates (width 2300-3300mm, length 5296mm-15180mm), so calculated based on a loading limit of 70 tons per vehicle (including multiple layers of straw bundles), the total stacking height of goods A of different specifications is less than 450mm. Therefore, the stop zone height must be at least 450mm. At the same time, if the longitudinal retaining wall 1 is too high, it is easy to exceed the height limit and increase the weight. Therefore, the height of the stop zone should not be too high while still achieving the function of stopping goods A. Ultimately, the height of the stop zone in this embodiment is selected as 500mm. However, since part of the longitudinal retaining wall 1, which will be introduced later, is located in the steel base 2, and the top plate reinforcement pipe 15, which will be introduced later, is not used to directly contact the cargo A, when the final height of the longitudinal retaining wall 1 exposed above the steel base 2 to stop the cargo A is 500mm, plus the part of the longitudinal retaining wall 1 extending into the steel base 2, the vertical height of the side plate 12 is 645mm; plus the top plate reinforcement pipe, the height of the longitudinal retaining wall 1 is 694mm, which can provide a sufficiently high stop.

[0059] The selection of the hypotenuse angle γ first considers the relative width of the top and bottom edges of the side panel 12 and the height of the stop area. The relative width is obtained by calculating the required structural strength, and the height of the stop area has been described above as being determined. The smaller the hypotenuse angle γ, the better the structural stress of the back panel 13, while also facilitating stacking and reducing self-weight. Appropriately increasing the longitudinal dimension of the bottom edge of the side panel 12 will also reduce the hypotenuse angle γ, and simultaneously improve the structural stress of the back panel 13. In the actual design, the longitudinal dimension of the bottom edge of the side panel 12 is 250mm. Of course, it is not limited to 78°; the hypotenuse angle γ can be selected within the range of 70°-80°.

[0060] The back plate portion 13 is an isosceles trapezoid. The back plate portion 13 is welded to the rear surface of the top plate portion 11 and the rear surfaces of the two side plate portions 12. It can be understood that the back plate portion 13 is constructed as an isosceles trapezoid to fit the shapes of the top plate portion 11 and the two side plate portions 12. Therefore, the lateral dimension of the top edge of the isosceles trapezoidal back plate portion 13 is equal to the lateral dimension of the top plate portion 11 (362 mm), and the base angle of the isosceles trapezoidal back plate portion 13 is 63° (180° - 117° = 63°). The inclination of the back plate portion 13 relative to the vertical plane is the same as the base angle γ of the hypotenuse, which is 78°.

[0061] First, a retaining wall model was designed, including data such as the angle of the back plate, the relative width of the side plates, the height of the stop zone, and the longitudinal dimensions of the reinforcing pipes (described later). Strength was calculated, and the model was gradually modified. Finally, the thickness of the top plate 11, back plate 13, and side plate 12 was determined to be greater than or equal to 8mm. Of course, considering factors such as weight and bending, greater thickness generally results in higher strength. Therefore, a thickness of 12mm was chosen in this embodiment.

[0062] In summary, the top plate 11, the two side plates 12, and the back plate 13 enclose an isosceles trapezoidal space 14 that opens forward and downward, and the overall shape of the longitudinal retaining wall 1 is shaped like a winnowing basket. The winnowing basket shape is an isosceles trapezoid when viewed from the front, and is narrower at the top and wider at the bottom when viewed from the side; correspondingly, the isosceles trapezoidal space 14 is an isosceles trapezoid when viewed from the front, and its longitudinal section is narrower at the top and wider at the bottom.

[0063] From a stress perspective, the hopper-shaped design, with its cavity opening towards cargo A, is inherently stable, resistant to deformation, and impact-resistant. Furthermore, the inclined side panels 12 and back panel 13 further enhance the structure's stability, impact resistance, and deformation resistance. Therefore, the hopper-shaped design combined with the inclined side and back panels is particularly suitable for improving the stop strength. Simultaneously, the welded connection between the longitudinal retaining wall 1 and the steel base 2 avoids the risk of failure after repeated use, unlike existing technologies that use folding or pins. The two longitudinal retaining walls 1 provide a wide and high stop.

[0064] From a storage perspective Figure 4 The diagram illustrates the stacked state of multiple steel support frames. It can be seen that when multiple steel support frames are stacked vertically, in each pair of adjacent frames, the steel base of the upper frame rests on the steel base of the lower frame. The longitudinal retaining wall 1 of the lower base extends into the isosceles trapezoidal space 14 of the longitudinal retaining wall 1 of the upper base, forming two nested longitudinal retaining walls 1. The adapted hopper-shaped shape and isosceles trapezoidal space design facilitate the nesting of the upper and lower longitudinal retaining walls 1, solving the storage problem and enhancing the stability during stacking. Overall, the steel support frames can be conveniently and safely returned, with low transportation costs.

[0065] Furthermore, while ensuring convenient storage and maintaining safety and strength after repeated use, the scoop-shaped shape and isosceles trapezoidal space design also help reduce the weight of the steel frame.

[0066] Furthermore, to facilitate the installation of the longitudinal retaining wall 1 and the steel base 2, four short beams are fixed between the second transverse beam 264 and the second transverse beam 28 of the rectangular outer frame 26 of the steel base 2, forming two rectangular through holes 211. Each of the two longitudinal retaining walls 1 corresponds to one rectangular through hole 211. The bottom of the side plate portion 12 and the back plate portion 13 is constructed such that it can pass through their corresponding rectangular through holes 211 and bend to form flanges 212 that are welded to the steel base 2, so as to fix the longitudinal retaining wall 1 to the steel base 2 for supporting the cargo A. The bottom surface of the back plate portion 13 and the bottom surfaces of the two side plate portions 12 are located in the same horizontal plane, that is, the bottom surface of the flange 212 of the back plate portion 13 and the bottom surface of the two side plate portions 12 are located in the same horizontal plane.

[0067] Furthermore, the steel base 2 also includes a steel U-shaped cover plate 210, which is also 12mm thick. The U-shaped cover plate 210 also has a rectangular hole, which corresponds to the rectangular through hole 211 and is fitted onto the longitudinal retaining wall 1. The U-shaped cover plate 210 is welded to the steel base 2 to further strengthen it.

[0068] Furthermore, the longitudinal retaining wall 1 also includes a top plate reinforcing pipe 15 and two side plate reinforcing pipes 16. The top plate reinforcing pipe 15 is welded and fixed to the top surface of the top plate 11, and the two side plate reinforcing pipes 16 are welded and fixed to the outer surface of the side plate 12. The areas protruding from the steel base 2 on the front surface 11a of the top plate 11, the front surfaces 12a of the two side plate 12, and the front surfaces 16a of the two side plate reinforcing pipes 16 are located in the same vertical plane, together forming the stopping area for stopping the longitudinal end of the cargo A.

[0069] The top plate reinforcing tube 15 includes a first square tube 151 made of Q355 steel. The first square tube 151 is welded laterally to the top surface of the top plate 11, and the front surface of the first square tube 151 is offset rearward relative to the front surface 11a of the top plate 11, not participating in the formation of the stop area. The side plate reinforcing tube 16 includes a second square tube 161 made of Q355 steel and a spacer strip 162. The spacer strip 162 is made of plastic, such as nylon or PVC. The second square tube 161 is welded to the outer surface of the side plate 12. The spacer strip 162 is fixed to the front surface of the second square tube 161 by bolts, and the front surface of the spacer strip 162 forms the front surface 16a of the side plate reinforcing tube 16, which is part of the stop area. The two ends of the first square tube 151 and the top ends of the second square tubes 161 on both sides are welded to form a ring of Z-shaped reinforcing structure that is narrower at the top and wider at the bottom, thereby improving strength.

[0070] The installation of the top plate reinforcing tube 15 and the side plate reinforcing tube 16, along with the reasonable selection of their longitudinal dimensions, compensates for the thin wall thickness of the top plate 11, side plate 12, and back plate 13, giving the longitudinal retaining wall 1 better resistance to impact from cargo A. Simultaneously, the top plate reinforcing tube 15 and the side plate reinforcing tube 16 are also effective measures to prevent the top plate 11, side plate 12, and back plate 13 from twisting and deforming. Of course, with these reinforcing tubes, simulated stress analysis shows that a back plate 13 thickness of 8mm is sufficient to meet the strength requirements. As discussed above, the 50mm thickness perpendicular to the longitudinal direction of the first square tube 151 and the second square tube 161 is coordinated with the dimensional selection of several other structures. The selection of the longitudinal dimensions of the first square tube 151 and the second square tube 161 is relatively less stringent, falling within the range of 83-118mm. In this embodiment, the longitudinal dimensions of the first square tube 151 and the second square tube 161 are selected as 100mm. After the longitudinal dimensions and thickness of the first square tube 151 and the second square tube 161 were basically determined, and after stress analysis, the wall thickness of the first square tube 151 and the second square tube 161 was selected as 4mm, which is sufficient to meet the strength requirements and also reduces the weight as much as possible to save costs.

[0071] The padding strip 162 is installed flush with the edge of the side panel 12 to prevent direct impact between the goods A and the edge of the side panel 12. The thicker the padding strip 162, the better, as it is less prone to breakage. However, if it is too thick, the second square tube 161 needs to be moved back to accommodate it, affecting stacking. Therefore, the longitudinal dimensions and shape of the side panel 12 and the longitudinal dimensions of the second square tube 161 determine that the thickness of the padding strip 162 is only allowed to be within the range of 1-22mm, and the larger value should be selected within this range. Considering all the above factors, the thickness of the padding strip 162 in this embodiment is selected to be 18-22mm.

[0072] In this embodiment, based on the fact that the scoop-shaped shape combined with the inclined design of the side plate and the back plate is particularly suitable for improving the strength of the stop, a zigzag reinforcing structure that is narrow at the top and wide at the bottom is further preferably added to further increase the strength of the longitudinal retaining wall 1 and increase the area of ​​the stop area, thus protecting the longitudinal retaining wall 1 and the cargo A from damage.

[0073] Referring to the position of the stop zone of longitudinal retaining wall 1, the positions of the four pairs of container corner fittings were also specially designed, specifically as follows:

[0074] The first pair of container corner fittings 21 is located on the side facing away from the stop area, and the distance between it and the stop area is 173mm;

[0075] The second pair of container corner fittings 22 is located on the side facing the stop area and is 508mm away from the stop area;

[0076] The third pair of container corner fittings 23 is located on the side facing the stop area and is 1008mm away from the stop area;

[0077] The fourth pair of container corner fittings 24 is located on the side facing the stop area and is 1597mm away from the stop area.

[0078] When measuring the aforementioned distances, the center of the hole on the corner fitting of the container corner fitting shall be used as the reference.

[0079] The above-described positioning design allows the steel support frame of this embodiment to be used simultaneously with both 13-meter and 15.4-meter railway flatbed / flatbed cars, improving its versatility. When the steel support frame of this embodiment is used on a 13-meter railway flatbed / flatbed car, only the first pair of container corner fittings 21 can connect to a pair of container locks on the 13-meter railway flatbed / flatbed car; the position of the steel support frame is not adjustable. (Refer to...) Figure 8 When the steel bracket is used on a 15.4-meter-class railway flatbed car, one of the four pairs of container corner brackets can be selectively connected to a pair of container locks on the 15.4-meter-class railway flatbed car. Thus, the distance between the two steel brackets on the 15.4-meter-class railway flatbed car is adjustable, accommodating a wider range of cargo sizes while simultaneously ensuring that the end of cargo A is as close as possible to the stop area. Of course, in practical applications, this embodiment can also allow one of the four pairs of container corner brackets to be selectively connected to a pair of container locks on a vehicle equipped with container locks; that is, in addition to railway flatbed cars, it can also be used on vehicles equipped with container locks.

[0080] When two of these steel seats are installed facing each other on a 15.4-meter-class railway flat-pack shared vehicle:

[0081] When the first pair of container corner fittings 21 of the two steel base frames are simultaneously connected to the container locks at both ends of the longitudinal direction on the transport vehicle, the distance between the stop areas of the two steel base frames is 11638mm.

[0082] When the second pair of container corner fittings 22 of the two steel base frames are simultaneously connected to the container locks at both ends of the longitudinal direction on the transport vehicle, the distance between the stop areas of the two steel base frames is 13000mm.

[0083] When the third pair of container corner fittings 23 of the two steel base frames are simultaneously connected to the container locks at both ends of the longitudinal direction on the transport vehicle, the distance between the stop areas of the two steel base frames is 14000mm.

[0084] When the fourth pair of container corner fittings 24 of the two steel base frames are simultaneously connected to the container locks at both ends of the longitudinal direction on the transport vehicle, the distance between the stop zones of the two steel base frames is 15180mm.

[0085] It can be seen that when only one stack of goods is placed between the two steel frames, the maximum length of goods A that can be accommodated is 15180mm; when two stacks of goods are placed between the two steel frames, it can be used for goods A with a minimum length of 5296mm.

[0086] Based on the above ideal values ​​of this embodiment, considering process errors and measurement errors, as well as the difference between the above values ​​and the actual dimensions of the transported goods, preferably, the distance between the first container corner bracket pair 21 and the stop area is set to be between 173±5mm to have a similar effect, the distance between the second container corner bracket pair 22 and the stop area is set to be between 508±5mm to have a similar effect, the distance between the third container corner bracket pair 23 and the stop area is set to be between 1008±5mm to have a similar effect, and the distance between the fourth container corner bracket pair 24 and the stop area is set to be between 1597±5mm to have a similar effect.

[0087] The steel frame has four pairs of container corner brackets on both sides, allowing for adjustable spacing between the brackets. In other embodiments of this invention, steel plates with multiple holes can be used instead of the corner brackets for better adjustment. However, using standard container corner brackets provides the most stable connection, and through the design of the number and spacing of the corner brackets, it is also possible to meet the transportation requirements for cargo A with a length difference of nearly 10,000 mm (maximum 15,180 mm, minimum 5,296 mm).

[0088] The above describes how the steel frame of this embodiment longitudinally limits the cargo. This embodiment also provides a chain-binding system for lateral limiting of the cargo. Specifically, a chain connection position 25 is provided on each of the two longitudinal edges of the steel base 2. The distance between the chain connection position 25 and the stop area is 1862mm (measured with the center of the chain connection position 25 as the reference). The chain connection position 25 can connect to a G80 standard chain. Of course, the distance between the chain connection position 25 and the stop area is not limited to 1862mm. The main consideration for choosing this distance is that if the distance is too large, on the one hand, it will increase the longitudinal dimension of the longitudinal retaining wall 1, thus increasing the weight of the longitudinal retaining wall 1; on the other hand, the chain fixing position will form a very long lever, and the centrifugal force will cause the cargo A to move laterally, resulting in a large shearing force between the two locks on the transport vehicle. However, increasing the distance between the chain connection position 25 and the stop area also has advantages, namely, the chain binding position of the cargo A is farther from the end of the steel plate, the binding of the cargo A is more secure, and the overall fixation of the cargo A is more stable. Meanwhile, according to the standard, the distance between the chain link and the end face of the goods must be greater than 300mm. Therefore, it is also necessary to comprehensively consider the various fixing positions of the steel frame described above to ensure that the requirement of greater than 300mm is met regardless of the fixing position, and preferably exceeds 500mm. Taking all factors into consideration, the distance between the chain link 25 and the stop area can be appropriately selected within the range of 1734-1930mm. The distance between the two chain link 25 is 1000-2300mm. At the same time, the binding effect of steel chain is better than that of steel wire rope. The chain has links, and the bending point of the chain binding the goods A is more difficult to slip than that of steel wire rope. A transverse steel plate is also fixed between the first transverse beam 261 and the first transverse beam 27. The three of them enclose to form a frame chain box. The frame chain box is equipped with steel bars for winding and storing the chain.

[0089] In summary, this embodiment provides a special reinforcement method for a reusable steel frame with external chain binding, which can effectively improve work efficiency, reduce labor intensity, save transportation costs, and enhance transportation safety.

[0090] The steel base 2 is equipped with hooks on its longitudinal outer side walls according to the position of the center of gravity for hoisting.

[0091] The longitudinal dimension of the steel frame is 2300mm, which is just right to fit into a small truck for convenient transportation. The transverse dimension of the steel frame cannot be less than the width of a standard container (2438mm) nor greater than the 3400mm railway profile limit. Considering the width of a large truck (2800mm), the steel frame can be fitted precisely in the width direction. Furthermore, as long as the cargo on the large truck does not exceed the 2800mm width limit, it is not considered oversized transport. Therefore, the width of the steel frame is designed not to exceed 2800mm for easy return transport. In this embodiment, the transverse dimension of the steel frame (including the hook) is 2718mm, and the transverse dimension of the steel frame without the hook is 2558mm.

[0092] In this embodiment, to elevate the goods and meet the outer contour restrictions of railway freight transport, the height of the steel base 2 is 144mm. The height of the stop area, as described above, is 500mm. The thickness of the first square tube is 50mm. Therefore, the height of the steel support frame is 694mm.

[0093] It should be noted that although the technical solution of this utility model was initially created to solve the technical problem of transporting large-size steel plates in the prior art, and the structure and numerical design described in the above-described embodiment are particularly beneficial for transporting large-size steel plates using existing railway flatbed shared wagons; it has also been surprisingly found that the technical solution of this utility model, due to its innovative use of container corner fittings for steel frame and the provision of a wide and high stop surface, can also be applied to automobiles with container corner fittings in road transport. This further expands the range of transport vehicles and transport objects to which the technical solution of this utility model is applicable, which is an unexpected effect.

[0094] Example 2

[0095] See Figure 9 In this embodiment, only one longitudinal baffle 1 is fixed on the steel base 2. At this time, the lateral dimension of the top plate of the longitudinal baffle should be increased compared with that of embodiment 1 to provide repeated stops for the goods. In this embodiment, the lateral dimension of the top plate of the longitudinal baffle is 425mm and the longitudinal dimension is 113mm.

[0096] Example 3

[0097] See Figure 10 In this embodiment, the longitudinal retaining wall 1 does not have a top plate reinforcing pipe and a side plate reinforcing pipe compared to embodiment 2. Correspondingly, the thickness of the top plate, side plate and back plate is increased to 16mm, which can also effectively stop the goods.

[0098] Example 4

[0099] This embodiment provides a railway flatbed shared wagon with a steel seat frame as described in Embodiments 1, 2, or 3 above. The steel seat frame is installed at both ends of the railway flatbed shared wagon, suitable for stacking goods A with a longitudinal dimension in the range of 5296-15180mm between them. This railway flatbed shared wagon can be a 15.4-meter or 13-meter class railway flatbed shared wagon. In the description of this utility model, it should be understood that 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 indicated technical features. Thus, features defined with "first" and "second" may explicitly or implicitly include one or more of that feature. In the description of this utility model, "multiple" means two or more, unless otherwise explicitly specified.

[0100] In this utility model, unless otherwise explicitly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. For those skilled in the art, the specific meaning of the above terms in this utility model can be understood according to the specific circumstances.

[0101] In this utility model, unless otherwise explicitly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "beneath" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0102] In the description of this specification, the terms "one embodiment," "some embodiments," "embodiment," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0103] Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those skilled in the art can make modifications, alterations, substitutions and variations to the above embodiments within the scope of the present invention.

Claims

1. A steel support frame, characterized in that, It includes a longitudinal retaining wall and a steel base. The longitudinal retaining wall is welded to one end of the steel base, which is capable of supporting goods. The longitudinal retaining wall includes a steel structure consisting of a top plate, two side plates with identical structures, and a back plate. The side plate is a right trapezoid, and the two side plates are symmetrically welded to both sides of the top plate and form an obtuse angle with it. The front surface of the side plate, which is a right-angled side, is located in the same vertical plane as the front surface of the top plate. The rear surface of the side plate, which is a hypotenuse, is inclined downward and outward relative to the vertical plane. The areas of the front surface of the top plate and the front surfaces of the two side plates that protrude from the steel base together constitute a stop area that stops the longitudinal end of the cargo. The back plate is an isosceles trapezoid and is fixedly connected to the rear surfaces of the top plate and the two side plates. The top plate, the two side plates, and the back plate form an isosceles trapezoidal space that opens forward and downward. When the two steel frames are stacked one on top of the other, the lower longitudinal retaining wall can extend into the isosceles trapezoidal space of the upper longitudinal retaining wall.

2. The steel support frame according to claim 1, characterized in that, The longitudinal dimension of the top plate is greater than or equal to 90 mm, and the transverse dimension is greater than or equal to 300 mm; The hypotenuse of the side plate is within the range of 70°-80°; The height of the stop zone is greater than or equal to 450 mm; The obtuse angle between the side plate and the top plate is within the range of 110°-120°; The thickness of the top plate, the side plate, and the back plate is all greater than or equal to 8 mm.

3. The steel support frame according to claim 2, characterized in that, The longitudinal retaining wall also includes a top plate reinforcement pipe and two side plate reinforcement pipes; The top plate reinforcement tube is fixed to the top surface of the top plate, and the two side plate reinforcement tubes are fixed to the outer surface of the side plate. The front surface of the top plate, the front surfaces of the two side plates, and the front surfaces of the two side plate reinforcing tubes are located in the same vertical plane, together forming a stop area that stops the longitudinal end of the cargo.

4. The steel support frame according to claim 3, characterized in that, The top plate reinforcement tube includes a first square steel tube, which is horizontally welded to the top surface of the top plate, and the front surface of the first square tube is offset backward relative to the front surface of the top plate. The side plate reinforcement tube includes a steel second square tube and a pad strip. The second square tube is welded to the outer surface of the side plate, and the pad strip is fixed to the front surface of the second square tube, with the front surface of the pad strip forming part of the stop area. The two ends of the first square tube and the tops of the second square tubes on both sides are welded together; The longitudinal dimensions of the first square tube and the second square tube are in the range of 83-118 mm; The longitudinal dimension of the pad is in the range of 1-22mm.

5. The steel support frame according to claim 4, characterized in that, The bottom of the side plate and the back plate are constructed with a rectangular through hole that can pass through the steel base and bends to form a flange that is welded to the steel base. The top plate and the back plate are formed by bending a single steel plate, and the two side plates are independent steel plates welded to the top plate and the back plate.

6. The steel support frame according to claim 5, characterized in that, The longitudinal dimension of the top plate is 100mm, and the transverse dimension is 362mm; The hypotenuse of the side plate is 78°, and the obtuse angle between the side plate and the top plate is 117°. The height of the longitudinal retaining wall is 694 mm; The height of the stop area is 500mm; The thickness of the top plate, the side plate, and the back plate is 12 mm; The first square tube and the second square tube have a longitudinal dimension of 100mm, a thickness perpendicular to the longitudinal direction of 50mm, and a wall thickness of 4mm. The longitudinal dimension of the pad strip is 18-22mm; The steel grade of the top plate, the side plate, the back plate, the first square tube, and the second square tube is Q355.

7. The steel support frame according to claim 1, characterized in that, Four pairs of container corner brackets are fixed on the steel base at longitudinal intervals. Each pair of container corner brackets includes two container corner brackets located on both sides of the steel base. Along the direction from back to front: The first pair of container corner fittings is located on the side facing away from the stop area, and the distance between them and the stop area is 173±5mm; The second pair of container corner fittings is located on the side facing the stop area and is 508±5mm away from the stop area; The third pair of container corner fittings is located on the side facing the stop area and is 1008±5mm away from the stop area; The fourth pair of container corner fittings is located on the side facing the stop area and is 1597±5mm away from the stop area; Four pairs of container corner fittings can be selectively connected to a pair of container locks on a 15.4-meter-class railway flatbed shared wagon; The first pair of container corner fittings (21) can be connected to a pair of container locks on a 13-meter-class railway flatbed shared car; The four pairs of container corner fittings can be selectively connected to one of the container locks on a car equipped with a container lock.

8. The steel support frame according to claim 7, characterized in that, The distance between the first pair of container corner fittings and the stop area is 173mm; The distance between the second pair of container corner fittings and the stop area is 508mm; The distance between the third pair of container corner fittings and the stop area is 1008mm; The distance between the fourth pair of container corner fittings and the stop area is 1597mm.

9. The steel frame according to any one of claims 1-8, characterized in that, A chain connection position is provided on each of the two longitudinal edges of the steel base, and the distance between the chain connection position and the stop area of ​​the longitudinal retaining wall is 1734-1930mm; The steel frame has a longitudinal dimension of 2300mm, a transverse dimension of 2718mm, and a height of 694mm.

10. A railway shared-use car with a steel seat frame, characterized in that, The steel seat frame is the steel seat frame according to any one of claims 1-9, and the steel seat frame is installed at both ends of the railway flat-pack shared car, which is suitable for stacking goods with a longitudinal dimension in the range of 5296-15180mm between them.

Images