Railroad flatcar and railroad flatcar body

Abstract

A railroad flatcar body and a railroad flatcar. The railroad flatcar body comprises a center sill (1) and two side sills (3). The center sill (1) and the two side sills (3) are connected by means of multiple longitudinally distributed connecting beams, and each connecting beam comprises two beam modules which are transversely distributed and independent of each other. At least one of the connecting beams is connected to the center sill (1) by means of connecting members (6), and each beam module comprises an inner end portion connected to the center sill (1) by means of the connecting members (6) and an outer end portion connected to a corresponding side sill (3) by means of the connecting members (6). The center sill (1) comprises an upper sill body (11) and a lower sill body (16). The lower sill body (16) is located below the upper sill body (11), and the lower sill body (16) is mounted to the upper sill body (11) by means of the connecting members (6). According to the railroad flatcar body, connection is implemented by means of the connecting members (6), so that the problem of difficulty in collection of welding fumes can be mitigated.

Description

Railway flat car and railway flat car body

[0001] This application claims priority to the Chinese patent application filed with the China Patent Office on June 19, 2023, with application number: 202310729665.5, and invention name: "A railway flat car and a railway flat car body", the entire content of which is incorporated by reference into this application. Technical Field

[0002] The present invention relates to the technical field of railway vehicles, and in particular to a railway flat car and a car body of the railway flat car. Background Art

[0003] Railway flatcar is a railway vehicle mainly used in logistics transportation. It has many advantages such as high transportation efficiency, low transportation cost, convenient intermodal transportation, and less cargo damage. It is the main transportation vehicle for modern logistics and multimodal transportation.

[0004] In related technology, a railway flatcar consists of a carbody consisting of two side beams and a center beam. The two side beams are arranged in a transverse direction, facing each other, and the center beam is located between the two side beams. A crossbeam, end beams, and bolsters are located between the center beam and the side beams. The crossbeams, end beams, and bolsters are welded to the center beam and side beams. However, this welding solution has problems such as difficulty collecting welding fumes, making it difficult to meet the current green and environmentally friendly production standards.

[0005] Therefore, how to provide a solution to overcome or alleviate the above-mentioned defects is still a technical problem that needs to be solved urgently by those skilled in the art.

[0006] Summary of the Invention

[0007] The purpose of this application is to provide a railway flat car and a car body of a railway flat car, wherein the connecting beam and the center beam and the side beam of the car body are connected by connecting parts, which can improve the problem of welding fume collection and the green level of car body manufacturing is relatively high.

[0008] To solve the above technical problems, the present application provides a car body for a railway flat car, comprising a center beam and two side beams, wherein the two side beams are arranged opposite to each other in the transverse direction, and the center beam is arranged between the two side beams; the center beam and the two side beams are connected by a plurality of connecting beams distributed in the longitudinal direction, the connecting beams extending in the transverse direction, and the connecting beams include two beam modules distributed in the transverse direction and independent of each other;

[0009] At least one of the connecting beams is connected to the center beam via a connecting piece, an inner end portion of one beam module of the connecting beam is connected to the center beam via a connecting piece, and an outer end portion is connected to one of the side beams via a connecting piece; an inner end portion of another beam module of the connecting beam is connected to the center beam via a connecting piece, and an outer end portion is connected to another of the side beams via a connecting piece;

[0010] The center beam includes an upper beam body and a lower beam body. The lower beam body is located below the upper beam body, and the lower beam body is installed on the upper beam body through a connecting piece.

[0011] Compared to the welding solution, in the embodiment of the present application, the connecting beam and the middle beam, as well as the connecting beam and the side beam, are connected by connecting pieces, which can improve the problem of welding fume collection, and has low energy consumption. The green level of the car body manufacturing process is significantly improved, which is more conducive to environmental protection. On the other hand, when the middle beam is connected to each connecting beam, it is connected to the upper beam body. The upper beam body set separately is conducive to the processing of components connected to the connecting beam. When the connecting beam is connected to the upper beam body, the longitudinal impact and traction load of the railway flat car body are mainly borne by the upper beam body, and basically do not act on the connection area of ​​the upper beam body and the lower beam body. The connecting piece connecting the upper beam body and the lower beam body is not easily damaged, which is conducive to ensuring the reliability of the connection between the upper beam body and the lower beam body.

[0012] The present application also provides a railway flat car, comprising a car body, which is the car body of the above-mentioned railway flat car.

[0013] Since the car body of the above-mentioned railway flat car already has the above technical effects, the railway flat car having this car body should also have similar technical effects, so it will not be described in detail here. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] FIG1 is a schematic structural diagram of a railway flat car provided in an embodiment of the present application;

[0015] FIG2 is a top view of FIG1 ;

[0016] FIG3 is a schematic structural diagram of the vehicle body in FIG1 ;

[0017] FIG4 is a schematic structural diagram of the large crossbeam in FIG3 ;

[0018] FIG5 is a top view of FIG4;

[0019] FIG6 is a schematic structural diagram of the small beam in FIG3 ;

[0020] FIG7 is a left side view of FIG6;

[0021] FIG8 is a schematic diagram of the connection between the two large beam modules and the center beam and side beams in FIG4;

[0022] FIG9 is a schematic diagram of the connection between the two small beam modules and the center beam and side beams in FIG6 ;

[0023] FIG10 is a schematic diagram of a partial structure of an end region of the vehicle body shown in FIG3 ;

[0024] FIG11 is a schematic structural diagram of the bolster module in FIG3 ;

[0025] FIG12 is a top view of FIG11;

[0026] FIG13 is a schematic structural diagram of the end beam module in FIG3 ;

[0027] FIG14 is a left side view of FIG13;

[0028] FIG15 is an axonometric view of the end beam module in FIG13 with handrails and footrests installed;

[0029] FIG16 is a front view of FIG15;

[0030] FIG17 is a partial schematic diagram of the center beam in FIG3 ;

[0031] FIG18 is a front view of FIG17;

[0032] FIG19 is a partial schematic diagram of the side beam in FIG3;

[0033] FIG20 is a left side view of the side beam in FIG19;

[0034] FIG21 is a schematic end view of the vehicle body in FIG3 ;

[0035] FIG22 is a schematic transverse cross-sectional view of the vehicle body at the position of the bolster in FIG3 ;

[0036] FIG23 is a schematic transverse cross-sectional view of the vehicle body at the end beam position in FIG3 ;

[0037] FIG24 is a schematic structural diagram of the center beam in FIG3 ;

[0038] Figure 25 is a front view of Figure 24;

[0039] FIG26 is a schematic structural diagram of the upper beam in FIG25 ;

[0040] FIG27 is a bottom view of FIG26;

[0041] FIG28 is a partial schematic diagram of the upper beam in FIG26;

[0042] FIG29 is a schematic structural diagram of the lower beam body in FIG24;

[0043] FIG30 is a top view of FIG29;

[0044] FIG31 is an enlarged view of portion A in FIG29;

[0045] FIG32 is a schematic structural diagram of the end beam module in FIG29;

[0046] FIG33 is a top view of FIG32;

[0047] FIG34 is a schematic structural diagram of the middle beam module in FIG29;

[0048] FIG35 is a schematic structural diagram of the first connecting base in FIG31;

[0049] FIG36 is a schematic structural diagram of a lower beam body according to an embodiment of the present application;

[0050] FIG37 is a front view of FIG36;

[0051] FIG38 is a transverse view of FIG37;

[0052] FIG39 is a partial view of FIG37;

[0053] FIG40 is a diagram showing the connection structure of the lower beam, the bottom cover plate and the first support portion;

[0054] FIG41 is a schematic structural diagram of a lower beam body in another embodiment of the present application;

[0055] Figure 42 is a front view of Figure 41;

[0056] FIG43 is a schematic structural diagram of the upper connecting plate in FIG42;

[0057] FIG44 is a schematic structural diagram of a specific embodiment of the partition in FIG42;

[0058] FIG45 is a schematic structural diagram of another specific embodiment of the partition in FIG42;

[0059] FIG46 is a schematic structural diagram of an upper beam body that cooperates with the lower beam body in FIG41;

[0060] Figure 47 is a schematic structural diagram of the bogie in Figure 1;

[0061] Figure 48 is a schematic structural diagram of the coupler buffer device in Figure 1;

[0062] FIG49 is a schematic diagram of the structure in which the non-metallic wear plate in FIG48 is installed on the coupler follower plate;

[0063] Figure 50 is a schematic structural diagram of the braking device in Figure 1;

[0064] Figure 51 is a top view of Figure 50;

[0065] Figure 52 is a schematic structural diagram of the first container lock in Figure 2;

[0066] FIG53 is a schematic structural diagram of the second container lock in FIG2 . DETAILED DESCRIPTION

[0067] In order to enable those skilled in the art to better understand the technical solution of the present invention, the present invention is further described in detail below with reference to the accompanying drawings and specific embodiments.

[0068] In the description of the embodiments of the present invention, the terms "first," "second," and "third" are used for descriptive purposes only and should not be understood to indicate or imply relative importance or implicitly specify the quantity of the technical features indicated. Therefore, a feature specified as "first," "second," or "third" may explicitly or implicitly include one or more of such features.

[0069] In the description of the embodiments of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "install", "connect" and "connect" should be understood in a broad sense. For example, "connection" can be a detachable connection or a non-detachable connection; it can be a direct connection or an indirect connection through an intermediate medium.

[0070] The directional terms mentioned in the embodiments of the present invention, such as "longitudinal", "lateral", and "vertical", are all referenced to the railway flatcar. "Longitudinal" refers to the running direction of the railway flatcar, and also refers to the length direction of the railway flatcar, or is also called the front-to-back direction. "Lateral" refers to the width direction of the railway flatcar. "Vertical" refers to the height direction of the railway flatcar, and is also the up-down direction, where the direction relatively away from the ground is up, and the direction relatively close to the ground is down.

[0071] In the description of the embodiments of the present invention, the term "plurality" refers to two or more than two. Furthermore, when "plurality" is used to indicate the number of certain components, it does not indicate the relationship between the quantities of these components.

[0072] Please refer to Figures 1 and 2. Figure 1 is a structural schematic diagram of the railway flat car provided in an embodiment of the present application; Figure 2 is a top view of Figure 1.

[0073] In this embodiment, the railway flat car includes a car body 100, a bogie 200, a braking device 400, and a coupler buffer device 300. The bogie 200 is located at the bottom of the car body 100 and at both ends of the longitudinal direction of the car body 100. The braking device 400 is also installed at the bottom of the car body 100, and the coupler buffer device 300 is provided at the end of the car body 100.

[0074] Please continue to refer to FIG3 , which is a schematic structural diagram of the vehicle body 100 in FIG1 .

[0075] As shown in Figure 3, the vehicle body 100 includes a center beam 1, a cross beam 2, and two side beams 3. The center beam 1 and the side beams 3 extend longitudinally, the two side beams 3 are arranged opposite each other in the transverse direction, and the center beam 1 is arranged between the two side beams 3. The center beam 1 and the two side beams 3 are roughly parallel, and the two side beams 3 can be arranged symmetrically relative to the center beam 1 to ensure structural stability and balanced force on the vehicle body 100. The center beam 1 and the two side beams 3 are connected by multiple connecting beams distributed longitudinally. In Figure 3, the multiple connecting beams include cross beams, bolsters 4, and end beams 5. The cross beams are specifically large cross beams 21 or small cross beams 22. That is, the multiple connecting beams all extend transversely and have different longitudinal positions. The end beams 5 are located at the ends of the vehicle body 100, and the bolster 4 is the connecting beam closest to the end beams 5. The portion of the center beam 1 located between the bolster 4 and the end beams 5 is a traction beam.

[0076] As mentioned above, the transversely extending connecting beam includes a large crossbeam 21 and a small crossbeam 22. The longitudinal dimension of the large crossbeam 21 can be larger than that of the small crossbeam 22. In this way, the large crossbeam 21 has a stronger reinforcing effect on the vehicle body strength than the small crossbeam 22. Here, the embodiment of the present application does not limit the number and location of the large crossbeam 21 and the small crossbeam 22. In actual application, those skilled in the art can determine it according to the strength design requirements of the vehicle body. In the scheme of the accompanying drawings, as shown in Figure 3, the number of large crossbeam 21 can be one, and the large crossbeam 21 can be roughly arranged at the longitudinal center of the vehicle body 100; the number of small crossbeams 22 can be multiple, and each small crossbeam 22 can be distributed on both sides of the large crossbeam 21 in the longitudinal direction, and can be arranged at intervals in the longitudinal direction. In addition, the embodiment of the present application does not limit the specific structural form of the large crossbeam 21 and the small crossbeam 22. In actual application, those skilled in the art can determine it according to the strength design requirements of the vehicle body.

[0077] It is worth noting that, in this embodiment, each connecting beam includes two beam modules that are distributed in the transverse direction and are independent of each other. As can be seen from Figure 3, the end beam 5 includes two end beam modules 5A, the bolster beam 4 includes two bolster beam modules 4A, the large crossbeam 21 includes two large crossbeam modules 21A, and the small crossbeam 22 includes two small crossbeam modules 22A.

[0078] In this embodiment, at least one connecting beam of the vehicle body 100 is connected to the center beam 1 via a connecting member 6. In FIG3 , each connecting beam is connected to the center beam 1 via a connecting member 6. Specifically, the inner end of one beam module of the connecting beam is connected to the center beam 1 via a connecting member 6, and the outer end is connected to a side beam 3 via a connecting member 6. The inner end of another beam module of the connecting beam is connected to the center beam 1 via a connecting member 6, and the outer end is connected to another side beam 3 via a connecting member 6. In this text, in the transverse direction, the end relatively close to the side beam 3 is referred to as "outside", and the end relatively close to the center beam 1 is referred to as "inside", that is, the direction relatively away from the longitudinal center line of the vehicle body 100 is referred to as "outside", and the direction relatively away from the longitudinal center line of the vehicle body 100 is referred to as "inside". The same understanding shall apply to the following text and shall not be repeated.

[0079] Compared with the welding solution in the related art, in the embodiment of the present application, the transversely extending connecting beam and the center beam 1 and the side beam 3 are all connected by connecting parts 6. There is no problem of collecting welding smoke, and the energy consumption is low. The green level of the vehicle body manufacturing process is significantly improved, which is more conducive to environmental protection.

[0080] The connecting member 6 can be specifically a rivet or a bolt, etc. The specific structure and strength design of the rivet and the bolt are not limited here. In practical applications, those skilled in the art can configure them according to specific needs as long as they can meet the requirements of use.

[0081] The connection methods and structures of different types of connecting beams, the center beam 1 and the side beam 3 are described in detail below.

[0082] Please continue to refer to Figures 4 and 5. Figure 4 is a schematic structural diagram of the large crossbeam 21 in Figure 3, viewed from a longitudinal perspective; Figure 5 is a top view of Figure 4.

[0083] The large beam module 21A in this embodiment may include two cover plates and two web plates 213 .

[0084] The two cover plates can be arranged vertically opposite each other. For ease of description, the two cover plates can be named upper cover plate 211 and lower cover plate 212, respectively. The upper cover plate 211 can be located above the lower cover plate 212. The two web plates 213 can be arranged longitudinally opposite each other and can be connected to the upper cover plate 211 and the lower cover plate 212 to form a box-shaped large beam module 21A, thereby ensuring the structural strength of the large beam module 21A.

[0085] The web 213 and the upper and lower covers 211 and 212 can be connected by welding. This is because the longitudinal dimension of the large crossbeam 21 is much smaller than that of the vehicle body 100 (generally no more than 2 meters), making it relatively easy to collect smoke and dust during the manufacturing process. Of course, the web 213 and the upper and lower covers 211 and 212 can also be connected using the connectors 6 described above, which can greatly reduce welding and thus welding smoke.

[0086] The upper cover plate 211, the lower cover plate 212 and the web plate 213 can all be connected to the side beam 3 through the connecting piece 6. Similarly, the upper cover plate 211, the lower cover plate 212 and the web plate 213 can all be connected to the center beam 1 through the connecting piece 6 to realize the connection between the large crossbeam 21 and the center beam 1, and between the large crossbeam 21 and the side beam 3.

[0087] The upper cover plate 211 and the lower cover plate 212 can both be plate beams. Referring to Figures 4 and 5 , the upper cover plate 211 and the lower cover plate 212 can be provided with a plurality of connecting holes on both sides thereof for engaging with the connecting members 6 for connecting to the center beam 1 and the side beams 3 .

[0088] As shown in FIG5 , the web 213 can be U-shaped, including an integrally formed web base plate 213a and two side web plates 213b. The two side web plates 213b can be disposed opposite each other in the transverse direction. Both side web plates 213b can be provided with connectors 6 to respectively connect to the center beam 1 and the side beams 3. It should be understood that in other embodiments, the web base plate 213a and the side web plates 213b can also be manufactured separately and then connected by welding or connectors 6. This is also a feasible solution.

[0089] The large crossbeam module 21A can also be used to install locks on the vehicle body 100. The locks can be, for example, container locks, such as the first container lock 7 shown in FIG3 . The end beam module 5A in FIG3 is also provided with a lock, namely the second container lock 8. Both the first container lock 7 and the second container lock 8 can be used to secure containers and other facilities placed on the railway flat car. Specifically, the large crossbeam 21 can be connected to the first container lock 7 via the upper cover 211. The first container lock 7 can be installed on the large crossbeam 21 by welding or by connecting it via a connector 6. The specific installation method can be determined based on actual usage needs.

[0090] Furthermore, the large crossbeam 21 may further include a connecting portion 214 , which is used to connect the upper cover plate 211 , the lower cover plate 212 and the two webs 213 to improve the structural strength of the large crossbeam 21 .

[0091] Here, the embodiment of the present invention does not limit the specific structural form, quantity and setting position of the connection part 214. In actual application, those skilled in the art can configure it according to specific needs, as long as it can meet the requirements of use. For example, the connection part 214 can be a plate beam, such as the connection part 214 on the right side of Figure 3 adopts this structural form. In this case, the structural form of the connection part 214 can be relatively simple; or, the connection part 214 can also be a plate beam assembly formed by combining multiple plate beams, such as the connection part 214 on the left side of Figure 5 adopts this structural form, which is composed of two vertical plate beams and two horizontal beams located between the two vertical plate beams. This type of connection part 214 has a better reinforcement effect and is more conducive to providing reliable support for the upper cover plate 211 at the installation position of the first container lock 7, so as to strengthen the structural strength at this position.

[0092] Furthermore, the upper cover plate 211, lower cover plate 212, web plate 213, and connecting portion 214 of the large cross-beam module 21A may be configured with openings (not labeled in the figure). These openings can serve as access holes to facilitate welding and connection with connectors 6. Furthermore, these openings can also serve as weight-reducing holes to reduce the weight of the large cross-beam module 21A, thereby contributing to a lightweight vehicle body.

[0093] 6 and 7 , FIG. 6 is a schematic structural diagram of the small beam module 22A of the small beam 22 in FIG. 3 , viewed from a longitudinal perspective; FIG. 7 is a left side view of FIG. 6 .

[0094] In this embodiment, the small crossbeam module 22A is specifically a bent beam and can include a first plate portion 221 and a second plate portion 222 vertically opposed to each other. The first plate portion 221 can be connected to the upper portion of the center beam 1 and the side beams 3 via connectors 6, and the second plate portion 222 can be connected to the lower portion of the center beam 1 and the side beams 3 via connectors 6.

[0095] The small crossbeam module 22A may further include a third plate portion 223, which may connect the first plate portion 221 and the second plate portion 222 so that the small crossbeam module 22A is roughly in the shape of a "B" or "Z". As shown in FIG7 , the third plate portion 223 may be provided with a transition connecting plate 224, which may be roughly perpendicular to the third plate portion 223, and the transition connecting plate 224 may also be connected to the center beam 1 and the side beam 3 through a connecting member 6.

[0096] The transition plate 224 and the third plate portion 223 can be integrally formed into a one-piece structure. In this case, the transition plate 224 and the third plate portion 223 on both sides can generally form a U-shaped structure. Alternatively, the transition plate 224 and the third plate portion 223 can be manufactured separately and then assembled. The specific assembly process can be welding or connecting with connectors 6. It should be understood that the small crossbeam module 22A is relatively small in size, and even if welding is used, the collection of welding fumes is relatively easy.

[0097] 6 , the third plate portion 223 may also be provided with an opening, which may also serve as an operation hole and a weight-reducing hole.

[0098] In the above description, the vehicle body 100 includes a large crossbeam 21 and a small crossbeam 22 as an example. In fact, the vehicle body 100 may also include only one of the large crossbeam 21 and the small crossbeam 22. This is also feasible, and the embodiment of the present application does not make specific restrictions.

[0099] Please refer to FIG8 , which is a schematic diagram of the connection between the two large beam modules 21A and the center beam 1 and the side beam 3 in FIG4 , viewed from a longitudinal perspective.

[0100] The center beam 1 includes an upper beam body 11, which is provided with a first support portion 113. The side beams 3 may be provided with second support portions 313. The first and second support portions 113, 313 may be arranged in a transverse direction facing each other. During assembly, the large crossbeam module 21A can be directly mounted from top to bottom on the first and second support portions 113, 313. This facilitates subsequent connection of the large crossbeam module 21A to the center beam 1 and side beams 3.

[0101] In this embodiment, the specific structural form of the center beam 1 and the side beams 3 is not limited herein, as long as they can have the above-mentioned first support portion 113 and second support portion 313. In the embodiment of Figure 8, the cross-sectional shape of the center beam 1 can be roughly an inverted "J" shape, and the center beam 1 can include two first support portions 113. The cross-sectional shape of the side beams 3 can be roughly "Y" or "Z" shaped, and each side beam 3 has one second support portion 313.

[0102] Looking at Figure 9 again, Figure 9 is a schematic diagram of the connection between the two small beam modules 22A and the center beam 1 and the side beam 3 in Figure 6. It is a perspective viewed along the longitudinal direction. The structural principle is the same as that of Figure 8. The small beam module 22A can be directly installed on the first support part 113 and the second support part 313 from top to bottom. In this way, the subsequent connection between the small beam module 22A and the center beam 1 and the side beam 3 can be facilitated.

[0103] Please continue to refer to FIG. 10 , which is a schematic diagram of a partial structure of the end region of the vehicle body 100 shown in FIG. 3 .

[0104] In this embodiment, the portion of the center beam 1 between the bolster 4 and the end beams 5 is the traction beam 1A. The bolster 4 includes two independent bolster modules 4A, which extend in the transverse direction. The outer ends of the bolster modules 4A are connected to the side beams 3 via connectors 6, and the inner ends of the bolster modules 4A are connected to the traction beam 1A of the center beam 1 via connectors 6. It will be understood that one bolster module 4A is connected between one side beam 3 and the traction beam 1A, and the other bolster module 4A is connected between another side beam 3 and the traction beam 1A.

[0105] In this embodiment, the two bolster modules 4A are aligned in the transverse direction, that is, the two bolster modules 4A are aligned to form the bolster 4. The inner ends of the two bolster modules 4A can be connected or have a certain distance between them. The same is true for other types of two connecting beam modules, that is, they are all symmetrically arranged relative to the center beam 1 to form corresponding connecting beams, which will not be described one by one.

[0106] In this embodiment, the vehicle body 100 further includes an end beam 5, which includes two independent end beam modules 5A. The end beam modules 5A extend in the transverse direction. The outer ends of the end beam modules 5A are connected to the side beams 3 via connectors 6, and the inner ends of the end beam modules 5A are connected to the traction beam 1A via connectors 6. It will be understood that one end beam module 5A is connected between one side beam 3 and the traction beam 1A of the center beam 1, and the other end beam module 5A is connected between another side beam 3 and the traction beam 1A.

[0107] In this way, the bolster beam 4 and the end beam 5 are modularly designed, which can avoid fixing the bolster beam 4 and the end beam 5 on the side beam 3 and the traction beam 1A by welding, and can avoid welding the bolster beam 5 and the end beam 5 in a larger workshop, thereby avoiding the problem of difficulty in collecting smoke and dust caused by welding in a larger workshop. At the same time, due to the modular design of the bolster beam 4 and the end beam 5, the complexity of the connection structure between each bolster beam module 4A, end beam module 5A and the center beam 1 and the side beam 3 can be easily reduced, which is beneficial to improving the manufacturing processability and also beneficial to improving the reliability and stability of the connection between the bolster beam 5, the end beam 4 and the center beam 1 and the side beam 3.

[0108] Please refer to Figures 11 and 12. Figure 11 is a structural diagram of the bolster module 4A in Figure 3, viewed from a longitudinal perspective; Figure 12 is a top view of Figure 11.

[0109] In this embodiment, the bolster module 4A includes an upper cover plate 41, a lower cover plate 42, and a web plate 43. The upper cover plate 41 and the lower cover plate 42 are arranged vertically opposite each other, and the web plate 43 is fixed between the upper cover plate 41 and the lower cover plate 42. The upper cover plate 41 can be a plate structure parallel to the horizontal plane to facilitate connection with the vehicle floor, providing a foundation for the vehicle body 100 to have a flat support surface for carrying cargo.

[0110] The distance between the outer end of the lower cover plate 42 and the upper cover plate 41 is smaller than the distance between the inner end of the lower cover plate 42 and the upper cover plate 41. In other words, the distance between the side of the upper cover plate 41 near the side beam 3 and the lower cover plate 32 is smaller than the distance between the side of the upper cover plate 41 near the center beam 1 and the lower cover plate 42. In Figure 11, the left end of the bolster module 4A is the outer end, and the right end is the inner end.

[0111] As shown in Figure 11, the lower cover plate 42 comprises a first plate portion 421, a second plate portion 422, and a third plate portion 423, which are connected in sequence. The first plate portion 421 is positioned near the side beam 3, and the third plate portion 423 is positioned near the center beam 1. Both the first plate portion 421 and the third plate portion 423 are parallel to the upper cover plate 41. The second plate portion 422 is tilted relative to the upper cover plate 41 to facilitate the connection between the first plate portion 421 and the third plate portion 423. A side bearing wear plate 9 can be mounted on the bottom surface of the third plate portion 423. This structural design helps ensure the horizontality of the side bearing wear plate 9, facilitates assembly, and simplifies the process. In actual implementation, the side bearing wear plate 9 can be fixedly connected to the third plate portion 423 using fastening structures such as bolts.

[0112] In this embodiment, a first support seat 44 is fixed to the bottom surface of the outer end of the lower cover plate 42. Specifically, the first support seat 44 is fixed to the bottom surface of the first plate portion 421. The bottom end of the first support seat 44 can be flush with the third plate portion 423 to facilitate the connection between the pillow beam module 4A and the side beam 3.

[0113] Specifically, the outer end of the upper cover plate 41 is connected to the side beam 3 via the connector 6, and the inner end of the upper cover plate 41 is fixedly connected to the center beam 1 via the connector 6. The first support base 44 at the outer end of the lower cover plate 42 can be connected to the side beam 3 via the connector 6, and the inner end of the lower cover plate 42 is connected to the center beam 1 via the connector 6.

[0114] In this embodiment, the web 43 of the bolster module 4A extends transversely and includes a web base plate 432. The web base plate 432 has side panels 431 at both its outer and inner ends. The two side panels 431 are laterally opposed and fixedly connected to the side sills 3 and center sill 1, respectively, via connectors 6. Two webs 43 may be provided, with the side panels 432 of the two webs 43 arranged in parallel to improve the reliability and stability of the connection between the bolster module 4A and the center sill 1 and side sill 3, thereby ensuring the structural strength of the vehicle body 100.

[0115] Specifically, to enhance the strength of the bolster module 4A, several connecting portions 45 may be connected between the two webs 43. The term "several" here refers to one, two, or more components of uncertain quantity. The "several" referred to below is also understood in this manner and will not be repeated here. Figure 12 exemplarily illustrates three connecting portions 45 between the two webs 43. These connecting portions 45 are specifically plate beam structures, with two of them relatively close to the mounting locations of the side bearing wear plates 9, which helps enhance the structural strength of the locations where the side bearing wear plates 9 are located. In practical applications, the number and placement of the connecting portions 45 can be adjusted based on specific needs and are not limited here.

[0116] In this embodiment, the upper cover plate 41, lower cover plate 42, web 43, first support base 44, and connecting portion 45 of the bolster module 4A can be secured together by welding. The modular bolster module 4A is relatively small, and the welding of most of its components can be performed in a relatively small workshop, facilitating smoke and dust collection.

[0117] Furthermore, the inner end of the upper cover plate 41 is closer to the longitudinal centerline of the center beam 1 than the inner end of the lower cover plate 42, while the outer end of the upper cover plate 41 is further away from the longitudinal centerline of the center beam 1 than the inner end of the lower cover plate 42. The inner end of the lower cover plate 42 is further away from the longitudinal centerline of the center beam 1 than the inner end of the web plate 43. This structural arrangement facilitates the vertically descending assembly of the bolster module 4A with the center beam 1 and side beams 3 during assembly. Specifically, the inner and outer ends of the upper cover plate 41 can overlap the upper surfaces of the side beams 2 and center beam 1 and be connected via connectors 6. As can be understood from Figures 6 and 7, the large crossbeam module 21A and the small crossbeam module 22A are similarly configured.

[0118] Please refer to Figures 13-14. Figure 13 is a structural diagram of the end beam module 5A in Figure 3, which is viewed from a longitudinal perspective; Figure 14 is a left view of Figure 13.

[0119] In this embodiment, the end beam module 5A includes an end beam body 51, which includes a top plate 511, side plates 512, and a bottom plate 513. The side plates 512 are fixed between the top plate 511 and the bottom plate 513, and the top plate 511 and the bottom plate 513 are located on the same side of the side plates 512. Specifically, the end beam body 51 is an integrally formed structure, which has good structural strength.

[0120] Among them, the outer end of the top plate portion 511 of the end beam module 5A is connected to the side beam 3 through the connecting member 6, and the inner end of the top plate portion 511 is connected to the center beam 1 through the connecting member 6. In Figure 13, the left end of the end beam module 5A is the outer end and the right end is the inner end; the outer end of the bottom plate portion 513 is connected to the side beam 3 through the connecting member 6, and the inner end of the bottom plate portion 513 is connected to the center beam 1 through the connecting member 6.

[0121] In addition, the longitudinal dimension of the bottom plate portion 513 of the end beam module 5A is smaller than the longitudinal dimension of the top plate portion 511 , so as to reserve space for arranging other structures mounted on the vehicle body 100 .

[0122] Referring again to Figures 13 and 14 , the end beam module 5A further includes a support beam 52. The support beam 52 is connected to the side of the top plate 511 relatively away from the side plate 512. The support beam 52 is closer to the bolster module 4A relative to the side plate 512. It can be considered that the side plate 512 of the end beam module 5A constitutes the end face structure of the vehicle body 100. As shown in Figure 14 , the support beam 52 is an L-shaped beam structure in cross-section. It is understood that other beam structures may also be used. The outer end of the support beam 52 is fixedly connected to the side beam 3 via a connector 6, while the inner end of the support beam 52 is connected to the center beam 1 via a connector 6. This helps improve the stability and reliability of the connection between the end beam module 5A and the center beam 1 and side beam 3.

[0123] In this embodiment, the end beam body 51 may further include a plurality of ribs 514, which are fixedly connected between the top plate 511 and the bottom plate 513 to enhance the structural strength of the end beam body 51. The ribs 514 may be positioned in locations of the end beam body 51 subject to significant stress to provide reinforcement. The ribs 514 may also be fixedly connected to both the side plates 512 and the support beams 52 to further enhance the structural strength of the end beam module 5A. To meet reinforcement requirements, the ribs 514 may be provided with weight-reducing holes.

[0124] In addition, the end beam module 5A can also include a connecting corner piece 53, which is an L-shaped structure and includes an integrally formed first plate body and a second plate body, wherein the first plate body is fixedly connected to the outer end of the side plate portion 512 of the end beam body 51 through a connecting piece 6, and the second plate body is fixedly connected to the side beam 3 through the connecting piece 6. In this way, the connection strength between the end beam module 5A and the side beam 3 can be improved.

[0125] Specifically, the top plate 511, side plates 512, and bottom plate 513 of the end beam body 51 can be integrally formed. The ribs 514 can be welded to the top plate 511 and side plates 512, and the support beams 52 can also be welded to the top plate 511. The modular end beam module 5A is relatively small, and its bulk structural assembly can be welded together in a small workshop, facilitating smoke and dust collection.

[0126] In this solution, the inner end of the top plate portion 511 of the end beam main body 51 is closer to the longitudinal center line of the center beam 1 relative to the inner ends of the bottom plate portion 513 and the support beam 52, and the outer end of the top plate portion 511 is farther from the longitudinal center line of the center beam 1 relative to the outer ends of the bottom plate portion 513 and the support beam 52; that is to say, in the transverse direction, the dimension of the top plate portion 511 is larger than the dimension of the bottom plate portion 513 and also larger than the dimension of the support beam 52. The two ends of the top plate 511 extend beyond the two ends of the bottom plate 513 and also extend beyond the two ends of the support beam 52. Such a structural arrangement is conducive to the assembly of the end beam module 5A with the center beam 1 and the side beam 3 in a vertically dropping manner, as described above in the bolster module 4A, the large crossbeam module 21A, and the small crossbeam module 22A.

[0127] As shown in FIGS. 15 and 16, FIG. 15 is an axonometric view of the end beam module 5A in FIG. 13 with a handrail and a footrest installed; FIG. 16 is a front view of FIG. 15.

[0128] In this embodiment, the end beam module 5A is located at the end of the vehicle body 100. For convenient practical application and operation, at least one of the end handrail 01, the end footrest 02, and the side handrail 03 can be fixedly connected to at least one end beam module 5A of an end beam 5 through a connecting member 6. The end beam module 5A shown in FIG. 15 is fixedly connected with the end handrail 01, the end footrest 02, and the side handrail 03 at the same time.

[0129] Please also refer to FIGS. 17 and 18. FIG. 17 is a partial schematic view of the center beam 1 in FIG. 3, showing the position of the drawbar 1A; FIG. 18 is a front view of FIG. 17.

[0130] In this embodiment, the center beam 1 includes an upper beam body 11. The upper beam body 11 includes a first top plate 111, two first side plates 112, and two first support portions 113. The first support portion 113 is a bottom plate, and the upper beam body 11 extends longitudinally. The upper beam body 11 is specifically an integrally formed structure. Among them, the first side plate 112 extends downward from the side edge of the first top plate 111, and the first support portion 113 extends outward from the bottom edge of the first side plate 112. Simply put, the cross-section of the center beam main body 11 is approximately in the shape of a "U".

[0131] The upper beam body 11 further includes a bottom cover plate 12. The bottom cover plate 12 is located in the area of the upper beam body 11 for connecting with the bolster module 4A. The bottom cover plate 12 is located below the upper beam body 11. The bottom cover plate 12 and the first support portion 113 of the upper beam body 11 are connected through a connecting member 6. In the transverse direction, the middle parts of both ends of the bottom cover plate 12 extend beyond the corresponding first support portion 113 on one side. The bottom cover plate 12 can play a role in supporting the bolster module 4.

[0132] An impact seat connecting plate 15 can be connected to the end of the center beam 1. The impact seat connecting plate 15 is used to install the impact seat 61. The center beam 1 has a front follower plate seat 62 and a rear follower plate seat 63 installed on the first side plate 112 of the traction beam 1A to facilitate the installation of the coupler buffer device 300. In addition, the center beam 1 can have a core plate seat 64 on the side of the bottom cover plate 12, and an upper core plate 65 installed at the bottom.

[0133] Due to the structure of the impact seat connecting plate 15, in order to ensure the reliability of the connection between the end beam module 5A and the traction beam 1A, the middle beam 1 also includes an end beam connecting plate 13, which is connected to the side of the first side plate 112 facing the side beam 3. The end beam connecting plate 13 includes a first connecting plate 131 and a second connecting plate 132, wherein the first connecting plate 131 and the first top plate 111 are in the same plane, the first connecting plate 131 is used to connect to the inner end of the end beam module 5A, the second connecting plate 132 is close to the pillow beam module 4A relative to the first connecting plate 131, and is close to the first support portion 113 relative to the first connecting plate 131, and the second connecting plate 132 is used to connect to the inner end of the end beam module 5A.

[0134] In Figure 17, the first connecting plate 131 is an L-shaped structure, including a horizontal plate portion and a vertical plate portion. The horizontal plate portion is flush with and fixedly connected to the first top plate 111, the vertical plate portion is fixedly connected to the first side plate 112, and the vertical plate portion is also fixedly connected to the second connecting plate 132. The second connecting plate 132 is fixedly connected to the first side plate 112. The first connecting plate 131 and the second connecting plate 132 can be fixed by welding to ensure structural strength.

[0135] In practical applications, according to structural requirements, the center beam 1 may further be provided with a reinforcement plate 14 at a location with greater load bearing.

[0136] Please refer to Figures 19 and 20 together. Figure 19 is a partial schematic diagram of the side beam 3 in Figure 3; Figure 20 is a left view of the side beam in Figure 19.

[0137] In this embodiment, the side beam 3 includes a longitudinally extending side beam body 31. The side beam body 31 includes an integrally formed second top plate 311, a second side plate 312, and a second support portion 313. The second support portion 313 is a plate structure. The second top plate 311 is fixedly connected to the top edge of the second side plate 312, and the second bottom plate 313 is fixedly connected to the bottom edge of the second side plate 312. The second top plate 311 is located outside the second side plate 312, and the second bottom plate 313 is located inside the second side plate 312. In other words, the second top plate 311 and the second bottom plate 313 are located on either side of the second side plate 312, with the second top plate 311 extending away from the center beam 1, and the second bottom plate 313 extending toward the center beam 1. As shown in FIG. 20 , the cross-section of the side beam body 21 is approximately B-shaped or Z-shaped.

[0138] In this embodiment, the side beam 3 also includes a second support base 32, which is fixed to the second base plate 313 and corresponds to the position of the end beam module 5A, for connection to the outer end of the end beam module 5A. Furthermore, to facilitate inspection and maintenance, a vehicle lift pad 34 is fixed to the bottom of the side beam 3 via a connector. This pad 34 is specifically located at the connection between the side beam 4 and the bolster module 4A, providing enhanced support for the bolster module 4A. Furthermore, a towing hook 33 is connected to the outer side of the second side plate 312 of the side beam 3 via a connector.

[0139] Please refer to Figures 21-23. Figure 21 is a schematic end view of the vehicle body 100 in Figure 3; Figure 22 is a schematic transverse cross-sectional view of the vehicle body 100 at the position of the bolster 4 in Figure 3; and Figure 23 is a schematic transverse cross-sectional view of the vehicle body 100 at the position of the end beam 5 in Figure 3. For clarity of the schematic structure, Figures 22 and 23 each show partial structures.

[0140] The connection method of the bolster module 4A with the center beam 1 and the side beam 3 in this embodiment is as follows:

[0141] The inner end of the upper cover plate 41 of the bolster module 4A is fixedly connected to the first top plate 111 of the upper beam body 11 of the center beam 1 through the connecting member 6 .

[0142] The inner end of the lower cover plate 42 of the bolster module 4A (i.e., the third plate portion 423) is fixedly connected to the bottom cover plate 12 of the center beam 1 through the connecting member 6; there is a height difference between the bottom cover plate 12 and the first support portion 113, and the inner end surface of the third plate portion 423 of the lower cover plate 42 can abut against the first bottom plate 113 of the center beam 1.

[0143] The web plate 431 at the inner end of the web plate 43 of the bolster module 4A is fixedly connected to the first side plate 112 of the center beam 1 via a connecting piece.

[0144] 11-12 and 17-18 , the structure of the inner end of the bolster module 4A can avoid the position on the center beam 1 for installing the core plate seat 64 , thereby facilitating the connection between the bolster module 4A and the center beam 1 and avoiding interference between the bolster module 4A and the core plate seat 64 .

[0145] The outer end of the upper cover plate 41 of the bolster module 4A is fixedly connected to the second top plate 311 of the side beam 3 via a connecting member 6 .

[0146] The first support base 44, fixedly connected to the outer end of the lower cover plate 42 of the bolster module 4A, is fixedly connected to the second side plate 312 of the side beam 3 via a connector 6. Referring to Figure 12 , the first support base 44 is in a "J" shape with its opening facing the side beam 3. In other embodiments, the first support base 44 may also have other structural forms. Depending on the structure, if there is no interference, the first support base 44 may also be fixedly connected to the second bottom plate 313 of the side beam 3.

[0147] The web side plate 431 at the outer end of the web 43 of the bolster module 4A is fixedly connected to the second side plate 312 of the side beam 3 via the connecting member 6 .

[0148] From the docking structure of the bolster module 4A with the center beam 1 and the side beam 3 above, it can be seen that since the upper cover plate 41 of the bolster module 4A extends from the lower cover plate 42 and the web plate 43 at both ends in the lateral direction, and the lower cover plate 42 and the web plate 43 cooperate with the side areas of the center beam 1 and the side beam 3, the bolster module 4A can be assembled with the center beam 1 and the side beam 3 in a vertically falling manner during actual assembly, thereby simplifying the assembly process.

[0149] In specific implementation, the connection method of the end beam module 5A, the center beam 1 and the side beam 3 is as follows:

[0150] The inner end of the top plate 511 of the end beam module 5A is fixedly connected to the first top plate 111 of the center beam 1 via the connector 6. It is also fixedly connected to the end beam connecting plate 13 fixed to the center beam 1 via the connector 6. Specifically, the top plate 511 is fixedly connected to the first connecting plate 131 of the end beam connecting plate 13. Referring to Figures 17 and 23, due to the provision of related structures such as the impact seat mounting plate 15, the end beam module 5A requires space to avoid, and the space between the top plate 511 and the first top plate 111 of the center beam 1 is limited. The provision of the end beam connecting plate 13 can enhance the reliability and strength of the connection between the top plate 511 and the center beam 1.

[0151] The inner end of the bottom plate portion 513 of the end beam module 5A is connected to the first support portion 113 of the center beam 1 through the connecting member 6; the inner end of the support beam 52 of the end beam module 5A is fixedly connected to the end beam connecting plate 13 fixedly connected to the center beam 1 through the connecting member 6. Specifically, the inner end of the support beam 52 is fixedly connected to the second connecting plate 132 of the end beam connecting plate 13.

[0152] The outer end of the top plate portion 511 of the end beam module 5A is fixedly connected to the second top plate 311 of the side beam 3 through the connecting member 6; the outer end of the bottom plate portion 513 of the end beam module 5A is fixedly connected to the second bottom plate 313 of the side beam 3 through the connecting member 6; the outer end of the support beam 42 of the end beam module 5A is fixedly connected to the second support seat 32 fixed to the second bottom plate 313 of the side beam 3 through the connecting member 6.

[0153] The first plate body of the connecting angle piece 53 of the end beam module 5A is fixedly connected to the side plate portion 412 via a connecting piece, and the second plate body of the connecting angle piece 53 is fixedly connected to the second side plate 312 of the side beam 3 .

[0154] From the docking structure of the end beam module 5A with the center beam 1 and the side beam 3 above, it can be seen that since the top plate portion 511 of the end beam module 5A extends the bottom plate portion 513 and the support beam 52 at both ends in the lateral direction, the support beam 52 and the bottom plate portion 513 are both coordinated with the side area of ​​the center beam 1 and the side beam 3, the end beam module 5A can be assembled with the center beam 1 and the side beam 3 in a vertical falling manner during actual assembly, and the assembly process is simplified.

[0155] As shown in FIG. 21 , a side step 04 may also be fixed to the side beam 3 near the end beam module 5A.

[0156] In summary, the vehicle body 100 provided by the present invention, in which the connecting beams such as the cross beam, end beam 5, and pillow block beam 4 all adopt a modular design. Since the connecting beam is relatively small in size compared to the entire vehicle body 100, a welding process can be adopted inside the connecting beam, and the collection of welding smoke is relatively easy. Of course, the connecting beam can also be connected with the connecting piece 6 inside to eliminate welding smoke. As for the modular connecting beam, it is connected with the longer center beam 1 and side beam 3 by the connecting piece 6, and there is no problem of smoke collection, and the green level is greatly improved. Moreover, when assembling, the connecting beam can be docked with the center beam 1 and the side beam 3 in a vertical falling manner, which has good assembly processability and is more convenient to operate.

[0157] It should be emphasized that the above embodiment mainly describes the specific connection method between the connecting beam and the upper beam body 11 of the center beam 1. The center beam 1 in this embodiment includes an upper beam body 11 and a lower beam body 16. The lower beam body 16 is located below the upper beam body 11. The lower beam body 16 is also installed on the upper beam body 11 through the connecting member 6 to assemble the center beam 1. With such an arrangement, on the one hand, the middle beam 1 is divided into an upper and a lower part, and connected by a connecting piece 6. Since the middle beam 1 is large in size, the split arrangement can also improve the problem of difficult collection of welding smoke; on the other hand, when the middle beam 1 is connected to each connecting beam, it is connected to the upper beam body 11. The split upper beam body 11 is conducive to processing components connected to the connecting beams, such as easier processing of rivet holes, easier connection of end beam connecting plates 13 and bottom cover plates 12, etc. When the connecting beam is connected to the upper beam body 11, the longitudinal impact and traction load of the railway flat car body 100 are mainly borne by the upper beam body 11, and basically will not act on the connection area between the upper beam body 11 and the lower beam body 16. The connecting piece connecting the upper beam body 11 and the lower beam body 16 is not easily damaged, which is conducive to ensuring the connection reliability of the upper beam body 11 and the lower beam body 12.

[0158] Please refer to Figures 24-35, Figure 24 is a structural schematic diagram of the middle beam 1 in Figure 3; Figure 25 is a main view of Figure 24; Figure 26 is a structural schematic diagram of the upper beam body 11 in Figure 25; Figure 27 is a bottom view of Figure 26; Figure 28 is a partial schematic diagram of the upper beam body 11 in Figure 26; Figure 29 is a structural schematic diagram of the lower beam body 16 in Figure 24; Figure 30 is a top view of Figure 29; Figure 31 is an enlarged view of part A in Figure 29; Figure 32 is a structural schematic diagram of the end beam module 161 in Figure 29; Figure 33 is a top view of Figure 32; Figure 34 is a structural schematic diagram of the middle beam module 162 in Figure 29; Figure 35 is a structural schematic diagram of the first connecting seat 163 in Figure 31.

[0159] As shown in Figures 24 and 25, the center beam 1 includes a split upper beam 11 and a lower beam 16, with the lower beam 16 located below the upper beam 11. Specifically, in this embodiment, the lower beam 16 is installed in the middle area of ​​the upper beam 11 in the longitudinal direction, which can well realize the fish-belly structure design of the center beam 1, with low ends and high middle, and can ensure the structural strength requirements.

[0160] Moreover, the above-mentioned split design allows the upper beam 11 and the lower beam 16 to be designed and manufactured separately, so that the wall thickness and strength of the upper beam 11 and the lower beam 16 can be adjusted as needed, which can avoid over-design of strength to a large extent, and thus can effectively reduce the dead weight of the middle beam 1, facilitate the assembly, transportation and assembly of the middle beam 1, and at the same time, is also conducive to the lightweight design of the vehicle body.

[0161] More importantly, the upper beam 11 and the lower beam 16 are connected by a connector 6. Therefore, there is no problem of welding fume collection in the connection between the upper beam 11 and the lower beam 16, energy consumption is low, the green level of the vehicle body manufacturing process is significantly improved, and it is more conducive to environmental protection.

[0162] In addition, since the lower beam 16 is only located in the longitudinal middle area of ​​the upper beam 11, the longitudinal impact and traction load of the railway flat car body are mainly borne by the upper beam 11, and basically do not act on the connection area between the upper beam 11 and the lower beam 16. In other words, the connector 6 connecting the upper beam 1 and the lower beam 16 basically does not need to bear the longitudinal impact and traction load of the railway flat car body, the shear stress borne by the connector 6 is small, and the connector 6 is not easily damaged, which is conducive to ensuring the reliability of the connection between the upper beam 11 and the lower beam 16.

[0163] As shown in Figures 26-28, the main body of the upper beam 11 is a continuous beam extending longitudinally, primarily used to transmit the longitudinal impact and traction loads of the railway flatcar body. The upper beam 11 is also equipped with several auxiliary components that can be mounted to the upper beam 11 via connectors 6 to reduce welding fumes and enhance the green level of production.

[0164] The upper beam 11 can be a beam of equal height. As described above, the upper beam 11 includes a first top plate 111, two first side plates 112, and two first support portions 113. The lower beam 16 can be mounted on the first support portions 113. In practical applications, the upper beam 11 can be made of cold-formed profiles to ensure structural strength.

[0165] It should be understood that the specific structural form of the upper beam 11 is not limited to the above-mentioned cold-bent cross-beam, and other structural forms can also be adopted as long as they can meet the requirements of use. For example, the upper beam 11 can also include two sub-beams arranged separately in the transverse direction, and then the two sub-beams are connected by a connecting structure to form a split upper beam 11. This is also feasible.

[0166] The types of accessory components can be varied, depending on the specific use requirements of the center beam 1. The accessory components may include a front follower plate seat 19, a rear follower plate seat 110, a core plate seat 64, a first reinforcement seat 17, an impact seat connecting plate 15, an impact seat 18, a bottom cover plate 12, and an upper core plate 65.

[0167] Taking the aforementioned cold-bent U-shaped beam as an example, the front sub-plate seat 19, the rear sub-plate seat 110, the core plate seat 64 and the first reinforcement seat 17 can all be arranged inside the U-shaped portion. The front sub-plate seat 19 and the rear sub-plate seat 110 are used to install traction components in the form of couplers. The core plate seat 64 is used to install the upper core plate 65. The first reinforcement seat 17 is used to improve the structural strength of the upper beam body 11. The number of first reinforcement seats 17 can be multiple, and each first reinforcement seat 17 can be arranged inside the U-shaped portion at intervals along the longitudinal direction; the specific structural form of the first reinforcement seat 17 is not limited here. In actual applications, those skilled in the art can determine it based on the installation position of the first reinforcement seat 17, the reinforcement requirements of the upper beam body 11, etc.

[0168] The impact seat connecting plate 15 may be provided at one longitudinal end of the upper beam body 11 , and the impact seat 18 may be mounted on the impact seat connecting plate 15 to be indirectly mounted on the upper beam body 11 .

[0169] The upper center plate 65 can be located on the lower side of the bottom cover plate 12. The connector 6 can connect the upper center plate 65, the bottom cover plate 12, and the center plate seat 64. The bottom cover plate 12 can improve the connection strength between the upper center plate 65 and the center plate seat 64. The upper center plate 65 is used to connect to the lower center plate of the bogie 200 to achieve the connection between the car body 100 and the bogie 200.

[0170] With reference to Figures 29 and 31 , the lower beam 16 comprises two end beam modules 161 and a middle beam module 162. The end beam modules 161 are mounted on either side of the middle beam module 162 in the longitudinal direction via connectors 6. The middle beam module 162 is a beam of uniform height, while the end beam modules 161 are at least partially variable height beams in the longitudinal direction. The variable height beams gradually increase in height as they approach the middle beam module 162, thereby forming a variable cross-section region for the entire center beam 1. This creates a fish-belly structure with low sides and a high center, ensuring the structural strength of the center beam 1. The low sides of the fish-belly structure facilitate connection to the bogie 200, leveraging the strength of the bogie 200 to achieve a rational distribution and adaptable vertical sizing. Other embodiments of the lower beam 16 also employ a low-end, high-center design, which will not be described in detail.

[0171] With such an arrangement, the lower beam body 16 can also be a split structure, and the end beam module 161 and the middle beam module 162 can also be manufactured separately so that their respective wall thickness and strength can be adjusted as needed, which can avoid over-design of strength to a large extent, and thus can effectively reduce the dead weight of the lower beam body 16 and the middle beam 1, which can facilitate the assembly, transportation and assembly of the middle beam 1, and is conducive to the lightweight design of the vehicle body.

[0172] Furthermore, the above-mentioned split design allows the variable cross-section area to be concentrated on the end beam module 161 , which can facilitate the design and manufacture of the end beam module 161 and the middle beam module 162 .

[0173] As shown in Figures 32 and 33, the end beam module 161 can include an end lower cover plate 161a and two first side beam portions 161b. The two first side beam portions 161b can be installed on the end lower cover plate 161a. The two first side beam portions 161b can be arranged opposite to each other in the transverse direction, and the two first side beam portions 161b can be connected to the upper beam body 11 through a connecting member 6.

[0174] The first side beam portion 161b and the end lower cover plate 161a can be connected by welding. This is because the longitudinal dimension of the end beam module 161 is much smaller than that of the vehicle body 100 (generally not more than 2m), and smoke collection is relatively easy during the manufacturing process. Of course, the first side beam portion 161b and the end lower cover plate 161a can also be connected by the aforementioned connecting member 6. In this way, welding can be reduced to a greater extent, and welding smoke can be reduced to a greater extent to improve the environmental friendliness of production. Here, the embodiment of the present application does not limit the specific structural form of the first side beam portion 161b. In actual application, those skilled in the art can set it according to specific needs, as long as it can meet the requirements of use.

[0175] In the embodiment shown in the accompanying drawings, as shown in Figures 32 and 33 , the first side beam portion 161b can be L-shaped, comprising a transverse plate portion 161b-1 and a vertical plate portion 161b-2. The vertical plate portion 161b-2 can be connected to the end lower cover plate 161a, specifically by welding or connection with connectors 6. The transverse plate portion 161b-1 can be connected to the upper beam body 11 via connectors 6, specifically to the aforementioned first support portion 113.

[0176] The end lower cover plate 161a can include an upper plate portion 161a-1 and a lower plate portion 161a-2 that are offset in the vertical direction. The upper plate portion 161a-1 and the lower plate portion 161a-2 can be connected via an inclined plate portion 161a-3. The inclined plate portion 161a-3 and the upper plate portion 161a-1 and the lower plate portion 161a-2 can all be arranged at an angle to form a variable height design for the end beam module 161. The upper plate portion 161a-1 can be connected to the upper beam body 11 via a connector 6, specifically to the aforementioned bottom cover plate 12 and the first support portion 113. The lower plate portion 161a-2 can be connected to the middle beam module 162 via the connector 6, thereby establishing a connection between the end beam module 161 and the middle beam module 162.

[0177] Furthermore, the end beam module 161 may also include a second reinforcement base 161c, which is used to connect at least the two first side beam portions 161b to strengthen the structural strength of the end beam module 161. The second reinforcement base 161c and the first side beam portions 161b can be connected by welding. This is because the end beam module 161 is relatively small, making it easier to collect welding fumes. Of course, the second reinforcement base 161c and the first side beam portions 161b can also be connected by a connector 6 to further reduce welding fumes.

[0178] In specific practice, the second reinforcement seat 161c can also be connected to the end lower cover plate 161a to further improve the structural strength of the end beam module 161.

[0179] The present embodiment does not limit the specific structure of the second reinforcement base 161c. In actual applications, those skilled in the art may configure it according to specific needs, as long as it meets the requirements. For example, the second reinforcement base 161c can be a straight plate, such as the second reinforcement base 161c on the left side in Figure 32; or the second reinforcement base 161c can be a T-shaped plate, such as the second reinforcement base 161c on the right side in Figure 32.

[0180] As shown in Figure 34, the central beam module 162 is also a split structure, comprising two second side beam sections 162a and multiple third reinforcement mounts 162b. Each third reinforcement mount 162b is connected to the two second side beam sections 162a via connectors 6, thereby enhancing the structural strength of the central beam module 162. The two second side beam sections 162a can also be connected to the upper beam body 11 via connectors 6.

[0181] The second side beam portion 162a is U-shaped, specifically made of cold-bent channel steel, and includes an upper side plate 162a-1, a lower side plate 162a-2, and a side upright plate 162a-3. The side upright plate 162a-3 can connect the upper side plate 162a-1 and the lower side plate 162a-2. The upper side plate 162a-1 can be connected to the upper beam body 11 via a connector 6, specifically to the aforementioned first support portion 113. The lower side plate 162a-2 can be connected to the end beam module 161 via a connector 6, specifically to the aforementioned lower plate portion 161a-2. The third reinforcement seat 162b can be specifically connected to the side upright plates 162a-3 of the two second side beam portions 162a.

[0182] It can be seen that the embodiments of the present application do not limit the specific structural form of the third reinforcement seat 162b. In actual applications, those skilled in the art can configure it according to specific needs, as long as it can meet the requirements of use. For example, as shown in Figure 34, the third reinforcement seat 162b can be a U-shaped plate, the two side panels of the U-shaped plate can be connected to the second side beam portion 162a, and a connecting plate portion can be configured between the two side panels to strengthen the structural strength of the third reinforcement seat 162b; depending on the location of the third reinforcement seat 162b, the longitudinal dimensions of the third reinforcement seat 162b can vary to meet the reinforcement requirements at different locations.

[0183] As shown in Figure 30, the lower beam body 16 may further include a first connecting seat 163. The end lower cover plate 161a and the two first side beam portions 161b may be connected to the first connecting seat 163 via a connector 6. Specifically, the first side beam portion 161b may be connected to the first connecting seat 163 via a vertical plate portion 161b-2. The first connecting seat 163 may also be connected to the middle beam module 162 via a connector 6, specifically to the side vertical plate 162a-3.

[0184] Here, the embodiment of the present invention does not limit the specific structural form of the first connecting seat 163. In actual application, those skilled in the art can set it according to specific needs, as long as it can meet the requirements of use. For example, as shown in Figure 35, the first connecting seat 163 may include two connecting side plates 163a, a connecting bottom plate 163b and a connecting partition 163c. The connecting partition 163c is used to connect the two connecting side plates 163a and the connecting bottom plate 163b to improve the structural strength of the first connecting seat 163; the two connecting side plates 163a can be connected to the two first side beams 161b, the two connecting side plates 163a can be connected to the two second side beams 162a, and the connecting bottom plate 163b can be connected to the lower plate 161a-2.

[0185] 31 , in some embodiments, the lower beam body 16 may further include a second connecting seat 164, which may also connect the end beam module 161 and the middle beam module 162. Specifically, the second connecting seat 164 may be connected to the aforementioned transverse plate portion 161b-1 and the upper side plate 162a-1.

[0186] The first connecting base 163 is located between the two first side beams 161b and between the two second side beams 162a, thus acting as an inner connecting base. The second connecting base 164 is located laterally outward from the first side beams 161b and laterally outward from the second side beams 162a, thus acting as an outer connecting base. The coordination of the inner and outer connecting bases significantly improves the connection reliability between the end beam module 161 and the middle beam module 162.

[0187] In the above-mentioned center beam 1, weight-reducing holes and process holes can be configured as needed to achieve the technical purpose of convenient operation and weight reduction. The weight-reducing holes and process holes are reflected in the accompanying drawings and will not be described one by one here.

[0188] Of course, the lower beam body 16 of the center beam 1 is not limited to the above-mentioned structural form. The upper beam body 11 of the center beam 1 can be understood with reference to Figure 26. The lower beam body 16 is shown in Figures 36-40. Figure 36 is a structural schematic diagram of a lower beam body 16 in an embodiment of the present application; Figure 37 is a main view of Figure 36; Figure 38 is a lateral view of Figure 37; Figure 39 is a partial view of Figure 37; Figure 40 is a connection structure diagram of the lower beam body 16, the bottom cover plate 12 and the first support portion 113.

[0189] As shown in Figures 36 and 37 , the lower beam 16 is also a variable-height beam, used to form the variable-section portion of the center beam 1 , but its structure differs from the above-described embodiment. The lower beam 16 includes a bottom cover beam 165 and two side beams 166 . The side beams 166 can be arranged in a transversely opposed relationship. Both side beams 165 can be connected to the bottom cover beam 165 . The bottom cover beam 165 and the side beams 166 can be connected to the upper beam 11 via connectors 6 .

[0190] The side beams 166 and the bottom cover beam 165 can be connected by welding. This is because the longitudinal dimension of the lower beam body 12 is much smaller than that of the vehicle body 100, making it easier to collect welding fumes during the manufacturing process. Of course, the side beams 166 and the bottom cover beam 165 can also be connected by the aforementioned connector 6. This can greatly reduce welding and, in turn, welding fumes, thereby improving the environmental friendliness of production.

[0191] As shown in Figure 38, the side beam 166 can be roughly L-shaped, including a transverse plate portion 166a and a vertical plate portion 166b. The vertical plate portion 166b can be connected to the bottom cover beam 165, specifically by welding or connecting with connectors 6. The transverse plate portion 166a can be connected to the upper beam body 11, specifically to the first support portion 113.

[0192] The bottom cover beam 165 can be an integrally formed bent plate, allowing the lower beam body 12 to form a single, integrated module. The bottom cover beam 165 can include two upper plates 165a and a lower plate 165b. The upper and lower plates 165a and 165b are vertically offset. The lower and upper plates 165b can be connected by a transition plate 165c. The transition plate 165c and the upper and lower plates 165a can be angled, thereby increasing the height of the entire lower beam body 16. The side beams 166 can be connected to the lower plate 165b and the transition plate 165c. The upper plate 165a can be connected to the upper beam body 11 via a connector 6.

[0193] The upper plate 165a can be connected to the bottom cover plate 12 and the upper beam body 11 through the connector 6, and can be specifically connected to the first support portion 113 of the upper beam body 11. The bottom cover plate 12 can also improve the connection strength between the upper plate 165a and the upper beam body 11. The side beam 166 can be connected to the upper beam body 11 through the connector 6, and can be specifically connected to the first support portion 113 of the upper beam body 11.

[0194] As shown in Figures 39 and 40, the lower beam body 16 may further include a connecting plate 167. The connecting plate 167 may be connected to the bottom cover plate 12 and the upper beam body 11 via the connecting member 6. The connecting plate 167 is also connected to the side beam 166 and the upper beam body 11 via the connecting member 6. In other words, the connecting plate 167 may establish a connection between the side beam 166 and the bottom cover plate 12, thereby ensuring the connection strength between the lower beam body 16 and the upper beam body 11 to a greater extent.

[0195] In some embodiments, as shown in FIG40 , the thickness of the transverse plate portion 166a of the side beam 166 may be less than the thickness of the bottom cover 12. In this case, to facilitate the connection between the connecting plate 167, the transverse plate portion 166a, and the bottom cover 12, the lower beam body 16 may be further configured with an adjustment pad 168. The adjustment pad 168 may be located between the connecting plate 167 and the side beam 166 to compensate for the thickness difference between the transverse plate portion 166a and the bottom cover 12. During assembly, the connector 6 may pass through the adjustment pad 168 to connect the first support portion 113, the transverse plate portion 166a, the adjustment pad 168, and the connecting plate 167.

[0196] Furthermore, the lower beam body 16 may also include a reinforcing seat structure 169, which may connect the two side beams 166 and the bottom cover beam 165. The specific connection method may be welding or connection with a connector 6.

[0197] The upper beam body 11 of the middle beam 1 is understood with reference to Figure 26, and the lower beam body 16 can also be the structure shown in Figures 41-46, Figure 41 is a structural schematic diagram of the lower beam body 16 in another embodiment of the present application; Figure 42 is a main view of Figure 41; Figure 43 is a structural schematic diagram of the upper connecting plate in Figure 42; Figure 44 is a structural schematic diagram of a specific implementation of the partition in Figure 42; Figure 45 is a structural schematic diagram of another specific implementation of the partition in Figure 42; Figure 46 is a structural schematic diagram of the upper beam body 11 coordinated with the lower beam body 16 in Figure 41, which is a transverse sectional view.

[0198] In detail, as shown in FIG. 40 and FIG. 41 , the lower beam body 16 may include a bottom base beam 1610 , a connecting beam 1611 and two side beams 1612 .

[0199] The two side beams 1612 can be arranged opposite each other in the transverse direction. The side beams 1612 can include a middle plate 1612a and two end plates 1612b, and the two end plates 1612b can be located on both sides of the middle plate 1612a in the longitudinal direction. The middle plate 1612a and the end plates 1612b are separately arranged. At the same time, the middle plate 1612a is also a split design. The middle plate 1612a includes a plurality of upper connecting plates 1612a-1 and lower connecting plates 1612a-2 that are separately arranged. The upper connecting plates 1612a-1 and the lower connecting plates 1612a-2 can be staggered in the vertical direction. The end plates 1612b and each lower connecting plate 1612a-2 can be connected to the bottom base beam 1610 through the connecting piece 6 to realize the connection between the side beams 1612 and the bottom base beam 1610.

[0200] The connecting beam 1611 is located between the two side beams 1612 and includes a plurality of partitions 1611a. The two side beams 1612 and the partitions 1611a are connected by connectors 6 to achieve a connection between the two side beams 1612, thereby improving the structural strength of the lower beam body 16. In addition, the upper connecting plate 1612a-1 and the lower connecting plate 1612a-2 of the same side beam 1612 can also be connected by the partitions 1611a, which in turn can achieve a connection between the upper connecting plate 1612a-1 and the lower connecting plate 1612a-2 in the middle plate 1612a. The upper connecting plate 1612a-1 and the end plate 1612b can both be connected to the upper beam body 11 via connectors 6. As shown in FIG41 , a plurality of partitions 1611 a are arranged at an angle, and the inclination directions of two adjacent partitions 1611 a are opposite, so that the upper portion of the partition 1611 a is connected to the upper connecting plate 1612 a - 1 , and the lower portion is connected to the lower connecting plate 1612 a - 2 .

[0201] Specifically, as shown in FIG46 , the center beam 1 further includes a transition beam 11 - 1 for connecting to the lower beam body 16 . The specific structural form of the transition beam 11 - 1 is not limited herein. In actual applications, those skilled in the art can configure it according to specific needs, as long as it can meet the requirements of use. In this embodiment, the transition beam 11 - 1 can be U-shaped, including a bottom plate 11 - 1a and a side plate 11 - 1b, wherein the bottom plate portion 11 - 1a can be connected to the upper beam body 11 through a connector 6, specifically connected to the first support portion 113, while the side plate 11 - 1b is used to connect to the lower beam body 16 to achieve the connection between the side beam 1612 and the upper beam body 11.

[0202] In conjunction with Figure 42, the bottom surface of the end plate 1612b may include a sloped portion 1612b-1, and the sloped portion 1612b-1 may be gradually inclined upward in the direction away from the middle plate 1612a. In this way, a variable height beam body of the lower beam body 16 may be formed, and the height gradually increases in the longitudinal direction away from the middle of the middle beam 1.

[0203] 43 , both the upper connecting plate 1612a-1 and the lower connecting plate 1612a-2 can include a main plate portion 1612a-1a and a support plate portion 1612a-1b. The main plate portion 1612a-1a of the lower connecting plate 1612a-2 can be connected to the bottom base beam 1610 via a connector 6, while the main plate portion 1612a-1a of the upper connecting plate 1612a-1 can be connected to the upper beam body 11 via a connector 6. The support plate portion 1612a-1b can be connected to the partition 1611a via a connector 6. The structures of the upper connecting plate 1612a-1 and the lower connecting plate 1612a-2 are essentially the same, but arranged in opposite directions.

[0204] For the same upper connecting plate 1612a-1 or lower connecting plate 1612a-2, the number of support plate portions 1612a-1b may not be limited. In the embodiment of Figure 43, the number of support plate portions 1612a-1b is two. In addition, the number of support plate portions 1612a-1b may also be one or three or more. These are all feasible solutions.

[0205] 44 and 45 , the partition 1611a may be U-shaped, including a base plate portion 1611a - 1 and two connecting plate portions 1611a - 2 . The two connecting plate portions 1611a - 2 may be connected to the two side beams 1612 through a connector 6 , respectively.

[0206] As shown in Figure 46, the center beam 1 also includes a patch plate 11-2, which serves as a structural reinforcement plate. The patch plate 11-2 can be connected to the bottom cover plate 12 via a connector 6. Furthermore, the patch plate 11-2 can be connected to the transition beam 11-1 via the connector 6. This connects the transition beam 11-1 to the bottom cover plate 12, improves the connection reliability between the transition beam 11-1 and the upper beam body 11, and between the bottom cover plate 12 and the upper beam body 11, and thus significantly enhances the structural strength of the upper beam body 11.

[0207] As shown in Figures 47-53, Figure 47 is a structural schematic diagram of the bogie in Figure 1; Figure 48 is a structural schematic diagram of the coupler buffer device in Figure 1; Figure 49 is a structural schematic diagram of the non-metallic wear plate installed on the coupler plate in Figure 48; Figure 50 is a structural schematic diagram of the braking device in Figure 1; Figure 51 is a top view of Figure 50; Figure 52 is a structural schematic diagram of the first container lock in Figure 2; Figure 53 is a structural schematic diagram of the second container lock in Figure 2.

[0208] The bogie 200 is disposed beneath the car body 100 and is primarily used to support the car body 100, bear and transmit various loads and forces from the car body 100 to the wheels or from the wheel rails to the car body 100, and evenly distribute the axle load. The braking device 400 is used to brake the vehicle and includes components such as a hand brake 401, an automatic derailment brake device 402, an air brake valve 403, and an empty and loaded vehicle adjustment device 404. The specific structures of the bogie 200 and the braking device 400 can be understood with reference to the prior art and will not be described in detail here.

[0209] In addition, the coupler buffer device 300 is arranged at the end of the vehicle body 100. The coupler buffer device 300 includes a coupler plate 301 and a coupler tail frame 302. The basic structure of the coupler buffer device 300 can also be understood with reference to the prior art. However, in this embodiment, the coupler plate 301 in the coupler buffer device 300 is equipped with a non-metallic wear plate 302, which can change the friction pair between the coupler plate 301 and the coupler tail frame 302, thereby improving the problem of the wear plate coupler tail frame 302.

[0210] As shown in Figure 1, and in conjunction with Figures 51 and 52, the first container lock 7 can be set at both lateral ends of the large crossbeam 21, that is, a first container lock 7 is set at each end, or it can be said that the outer end of each large crossbeam module 21A is provided with a first container lock 7. The second container lock 8 is respectively set at both lateral ends of the end beam 5, that is, a second container lock 8 is set at each end, or it can be said that the outer end of each end beam module 5A is provided with a second container lock 8. The second container lock 8 is a single fixed lock seat structure, while the first container lock 7 is a double-ended translation lock seat structure. The first container lock 7 and the second container lock 8 can both be connected to the corresponding large crossbeam 21 and end beam 5 via a connector 6, which can reduce welding. Of course, the locks are relatively small, so welding to the corresponding connecting beam position is also possible.

[0211] The above are only preferred embodiments of the present invention. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the principles of the present invention. These improvements and modifications should also be regarded as the scope of protection of the present invention.

Claims

1. A car body of a railway flat car, characterized in that: The invention comprises a central beam (1) and two side beams (3), wherein the two side beams (3) are arranged opposite to each other in the transverse direction, and the central beam (1) is arranged between the two side beams (3); the central beam (1) and the two side beams (3) are connected by a plurality of connecting beams distributed in the longitudinal direction, the connecting beams extend in the transverse direction, and the connecting beams comprise two beam modules distributed in the transverse direction and independent of each other; At least one of the connecting beams is connected to the center beam (1) via a connecting piece (6); an inner end of one of the beam modules of the connecting beam is connected to the center beam (1) via a connecting piece (6), and an outer end is connected to one of the side beams (3) via a connecting piece (6); an inner end of another of the beam modules of the connecting beam is connected to the center beam (1) via a connecting piece (6), and an outer end is connected to another of the side beams (3) via a connecting piece (6); The center beam (1) comprises an upper beam body (11) and a lower beam body (16), wherein the lower beam body (16) is located below the upper beam body (11), and the lower beam body (16) is mounted on the upper beam body (11) via a connecting piece (6).

2. The body of the railway flat car according to claim 1, characterized in that: The connecting beam is a bolster beam (4) or a cross beam or an end beam (5).

3. The body of the railway flat car according to claim 2, characterized in that: The vehicle body (100) comprises a plurality of cross beams, wherein the cross beams are large cross beams (21) or small cross beams (22), and the longitudinal dimension of the large cross beam (21) is greater than the longitudinal dimension of the small cross beam (22); Each beam module of the large cross beam (21) comprises two cover plates and two web plates (213), the two cover plates are arranged opposite to each other in the vertical direction, the two web plates (213) are arranged opposite to each other in the longitudinal direction, and the two web plates (213) are connected to the two cover plates; The cover plate and the web plate (213) are both connected to the side beam (3) via the corresponding connecting piece (6), and the cover plate and the web plate (213) are both connected to the center beam (1) via the corresponding connecting piece (6).

4. The body of the railway flat car according to claim 2, characterized in that: The vehicle body (100) comprises a plurality of cross beams, wherein the cross beams are large cross beams (21) or small cross beams (22), and the longitudinal dimension of the large cross beam (21) is greater than the longitudinal dimension of the small cross beam (22); Each beam module of the small cross beam (22) is a bent beam, and the bent beam includes A first plate portion (221) and a second plate portion (222) arranged opposite to each other, and a third plate portion (223) connecting the first plate portion (221) and the second plate portion (222); The first plate portion (221) is connected to the upper portion of the center beam (1) and the side beam (3) via the corresponding connecting member (6); the second plate portion (222) is connected to the lower portion of the center beam (1) and the side beam (3) via the corresponding connecting member (6); the third plate portion (223) is provided with a transition connecting plate (224), and the transition connecting plate (224) is connected to the center beam (1) and the side beam (3) via the corresponding connecting member (6).

5. The body of the railway flat car according to claim 2, characterized in that: Each beam module of the bolster (4) comprises an upper cover plate (41), a lower cover plate (42), and a web plate (43) which are arranged opposite to each other in the vertical direction; the web plate (43) is connected between the upper cover plate (41) and the lower cover plate (42); the distance between the outer end of the lower cover plate (42) and the upper cover plate (41) is smaller than the distance between the inner end of the lower cover plate (42) and the upper cover plate (42); The outer end of the upper cover plate (41) is connected to the side beam (3) via a corresponding connecting piece (6), and the inner end of the upper cover plate (41) is connected to the middle beam (1) via a corresponding connecting piece (6); A first support seat (44) is provided at the bottom of the outer end of the lower cover plate (42); the first support seat (44) is connected to the side beam (3) via a corresponding connecting piece (6); and the inner end of the lower cover plate (42) is connected to the middle beam (1) via a corresponding connecting piece (6).

6. The body of the railway flat car according to claim 5, characterized in that: The inner end of the upper cover plate (41) is closer to the longitudinal center line of the middle beam (1) relative to the inner end of the lower cover plate (42), and the outer end of the upper cover plate (41) is farther away from the longitudinal center line of the middle beam (1) relative to the outer end of the lower cover plate (42); the inner end of the lower cover plate (42) is farther away from the longitudinal center line of the middle beam (1) relative to the inner end of the web (43).

7. The body of the railway flat car according to claim 2, characterized in that: Each beam module of the end beam (5) comprises an end beam body (51), the end beam body (51) extending in a transverse direction; the end beam body (51) comprises a top plate portion (511), a side plate portion (512) and a bottom plate portion (513), the side plate portion (512) being connected between the top plate portion (511) and the bottom plate portion (513), and the top plate portion (511) and the bottom plate portion (513) being located on the same side of the side plate portion (512); The outer end of the top plate (511) is connected to the side beam (3) via a corresponding connecting piece (6). The inner end of the top plate portion (511) is connected to the center beam (1) via a corresponding connecting piece (6); the outer end of the bottom plate portion (513) is connected to the side beam (3) via a corresponding connecting piece (6), and the inner end of the bottom plate portion (513) is connected to the center beam (1) via a corresponding connecting piece (6).

8. The car body of the railway flat car according to claim 7, characterized in that: Each beam module of the end beam (5) further comprises a support beam (52), wherein the support beam (52) is connected to a side of the top plate portion (511) relatively far from the side plate portion (512), and the support beam (52) is close to the pillow beam (4) relative to the side plate portion (512); a second support seat (32) is provided at the bottom of the side beam (3), and an end beam connecting plate (13) is provided on the middle beam (1); the outer end of the support beam (52) is connected to the second support seat (32) via a corresponding connecting piece (6), and the inner end of the support beam (32) is connected to the end beam connecting plate (13) via a corresponding connecting piece (6); and the inner end of the top plate portion (511) is also connected to the end beam connecting plate (13) via a corresponding connecting piece (6).

9. The body of the railway flat car according to claim 2, characterized in that: The upper beam body (11) extends longitudinally, and comprises a first top plate (111), two first side plates (112) and two first support portions (113), wherein the first side plates (112) extend downward from the side edges of the first top plate (111), and the first support portions (113) extend outward from the bottom edges of the first side plates (112); The center beam (1) further comprises a bottom cover plate (12); the bottom cover plate (12) is connected to the first support portion (113) via a corresponding connecting piece (6); in a transverse direction, at least a portion of the bottom cover plate (12) extends outside the first support portion (113), and at least a portion of the bottom cover plate (12) extending outside the first support portion (113) is used to be connected to the bolster (4).

10. The car body of the railway flat car according to claim 9, characterized in that: The upper beam body (11) also includes an end beam connecting plate (13), and the end beam connecting plate (13) is connected to the side of the first side plate (112) facing the side beam (3); the end beam connecting plate (13) includes a first connecting plate (131) and a second connecting plate (132), the first connecting plate (131) and the first top plate (111) are in the same plane, the first connecting plate (131) is used to connect with the inner end of the beam module of the end beam (5), the second connecting plate (132) is closer to the pillow beam (4) relative to the first connecting plate (131), and the second connecting plate (132) is closer to the first supporting portion (113) relative to the first connecting plate (131), and the second connecting plate (132) is used to connect with the inner end of the beam module of the end beam (5).

11. The body of the railway flat car according to claim 2, characterized in that: The vehicle body (100) also includes a lock. The vehicle body (100) includes a plurality of the cross beams, wherein the cross beams are large cross beams (21) or small cross beams (22). The longitudinal dimension of the large cross beam (21) is greater than the longitudinal dimension of the small cross beam (22). The large cross beam (21) is located in the middle of the vehicle body (100). The large cross beam (21) and the end beam (5) are both connected to the corresponding lock via a connecting piece (6).

12. The body of a railway flat car according to any one of claims 1 to 11, characterized in that: The lower beam body (16) is installed in the middle area of ​​the upper beam body (11) in the longitudinal direction, and at least two ends of the lower beam body (16) in the longitudinal direction are variable-height beam bodies, and in the longitudinal direction, the height of the variable-height beam body gradually increases towards the middle of the lower beam body (16).

13. The car body of the railway flat car according to claim 12, characterized in that: The lower beam body (16) comprises two end beam modules (161) and a middle beam module (162), the two end beam modules (161) are respectively installed on both sides of the middle beam module (162) in the longitudinal direction through connecting pieces (6), the middle beam module (162) is a beam body of equal height, and at least part of the end beam module (161) in the longitudinal direction is a beam body of variable height, and the height of the variable height beam body gradually increases in the longitudinal direction in the direction close to the middle beam module (162).

14. The car body of the railway flat car according to claim 12, characterized in that: The lower beam body (16) comprises a bottom cover beam (165) and two side beams (166), the two side beams (166) are arranged opposite to each other in the transverse direction, the two side beams (166) are connected to the bottom cover beam (165), and the bottom cover beam (165) and the two side beams (166) are connected to the upper beam body (11) via a connecting piece (6); The bottom cover beam (165) includes two upper plates (165a) and a lower plate (165b), wherein the upper plates (165a) and the lower plate (165b) are staggered in the vertical direction, and the lower plate (165b) and the upper plate (165a) are connected via a transition plate (165c), wherein the transition plate (165c) and the upper plate (165a) are arranged at an angle, and the transition plate (165c) and the upper plate (165a) are arranged at an angle. c) and the lower plate (165b) are arranged at an angle; the side beam (166) is connected to the lower plate (165b) and the transition plate (165c); the upper plate (165a) is connected to the upper beam body (11) via a connecting piece (6); the portion of the lower beam body (16) corresponding to the transition plate (165c) is a heightened beam body, and the portion of the lower beam body (16) corresponding to the lower plate (165b) is Equal sorghum body.

15. The body of the railway flat car according to claim 12, characterized in that: The lower beam body (16) comprises a bottom base beam (1610), a connecting beam (1611) and two side beams (1612), wherein the two side beams (1612) are arranged opposite to each other in the transverse direction, and the side beams (1612) comprise a middle plate (1612a) and two end plates (1612b), wherein the two end plates (1612b) are located on both sides of the middle plate (1612a) in the longitudinal direction, and the middle plate (1612a) and the two end plates (1612b) are connected to each other. The end plate (1612b) is separately arranged, and the middle plate (1612a) includes a plurality of separately arranged upper connecting plates (1612a-1) and lower connecting plates (1612a-2), and the end plate (1612b) and each of the lower connecting plates (1612a-2) are connected to the bottom base beam (1610) via a connecting piece (6); the portion of the lower beam body (16) corresponding to the end plate (1612b) is a variable height beam body; The connecting beam (1611) is located between the two side beams (1612), and the connecting beam (1611) includes a plurality of partitions (1611a). The two side beams (1612) and the partitions (1611a) are connected via a connecting piece (6). The upper connecting plate (1612a-1) and the lower connecting plate (1612a-2) of the same side beam (1612) are connected via the partitions (1611a). The upper connecting plate (1612a-1) and the end plate (1612b) are both connected to the upper beam body (11) via a connecting piece (6).

16. The body of a railway flat car according to any one of claims 1 to 11, characterized in that: The center beam (1) is provided with a first support portion (113), and the side beam (3) is provided with a second support portion (313); the first support portion (113) and the second support portion (313) are arranged opposite to each other, and the connecting beam can be mounted on the first support portion (113) and the second support portion (313) from top to bottom.

17. A railway flat car, comprising a car body (100), characterized in that: The car body (100) is the car body (100) of the railway flat car described in any one of claims 1-16.

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