Two-unit fixed marshalling rail tank car set and marshalling method therefor

Abstract

A two-unit fixed marshalling rail tank car set, comprising a front rail tank car (01) and a rear rail tank car (02) which are connected by means of a drawbar (03) and are arranged in a horizontally mirror-symmetrical manner. The front rail tank car comprises a tank body (1), a first traction bolster device (2), a second traction bolster device (3), a coupler buffering device (4), and two sets of bogies (5); a manhole (11) is formed at the center of the top of the tank body; the first traction bolster device and the second traction bolster device are respectively located below the front end and the rear end of the tank body and are both fixedly connected to the tank body; the rear end of the coupler buffering device is fixedly connected to the first traction bolster device; the two sets of bogies are located below the first traction bolster device and the second traction bolster device, respectively; the distance between the centers of the manholes on the two tank bodies is equal to the gap between two crane pipes; and the distance between the outer sides of the front end and the rear end of the two coupler buffering devices is equal to the total length of two coupled conventional standard rail tank cars. Also provided is a marshalling method for the two-unit fixed marshalling rail tank car set. The use of the tank car set solves the problem that manholes on tank bodies of an extended tank car are partially misaligned with crane pipes.

Description

A railway tank car group with two fixed cars and its grouping method Technical Field

[0001] The present invention relates to a railway tank car group and a marshaling method thereof, and in particular to a railway tank car group with a double-car fixed marshaling and a marshaling method thereof. Background Art

[0002] With the continuous advancement of railway freight technology, the load capacity of railway freight cars, including railway tank cars, has continued to increase. To increase the load capacity of each railway tank car, the most direct way to increase the length of the tank car is to lengthen the car. However, during loading and unloading of railway tank cars, the manholes on the tank body need to be aligned with the crane pipes of existing ground loading and unloading facilities. After the car is lengthened, some manholes on the tank body of the entire train will not align with the crane pipes of the existing ground loading and unloading facilities. This will require the entire train to be unloaded. This not only significantly reduces unloading efficiency, but also reduces unloading safety.

[0003] In order to solve the problem that the manhole on the tank body of the existing heavy-duty railway tank car does not align with the crane pipe of the existing ground loading and unloading facilities after the vehicle is lengthened, there are two solutions, as follows:

[0004] The first solution is to add manholes to each tanker. Generally, a tanker will have 2 to 3 or even more manholes. However, multi-manhole tankers are inconvenient to operate, increase costs, complicate the tank shape, and do not effectively solve the problem of unloading. After unloading, a lot of residual liquid will remain, resulting in waste.

[0005] The second option is to design each rail tank car length to be a multiple of the crane spacing of existing ground loading and unloading facilities (a value greater than 1 and less than 2). Since the crane spacing of existing ground loading and unloading facilities is essentially the same, the calculated vehicle length must also be relatively fixed. Therefore, this option is difficult to meet the actual length requirements of rail tank cars and cannot completely solve the problem of loading and unloading alignment. It can only reduce the number of unloading times.

[0006] Summary of the Invention

[0007] The purpose of the present invention is to provide a railway tank car group with a fixed formation of two cars and a formation method thereof, so as to solve the problem that part of the manholes on the tank body of the entire train do not align with the crane pipes of the existing ground loading and unloading facilities due to the lengthening of the cars to increase the load capacity of each railway tank car. The existing technology solves this problem by adding manholes, but there are inconveniences in operation, increased costs, and the shape of the tank body becomes more complicated. It cannot solve the unloading problem well, and a large amount of residual liquid will remain after the tank body is unloaded, causing waste. Or when solving this problem by designing the length of each railway tank car to a length value that is a certain multiple of the crane pipe spacing of the existing ground loading and unloading facilities, the vehicle length is basically fixed, which makes it difficult to meet the actual length requirements of the current railway tank cars and cannot completely solve the technical problem of loading and unloading alignment.

[0008] In order to solve the above technical problems, the technical solution adopted by the present invention is:

[0009] A fixed double-car railway tank car group, which is special in that:

[0010] Including the front rail tank car, the rear rail tank car, the drawbar and the braking device;

[0011] The front railway tank car and the rear railway tank car are arranged in sequence from front to back; the rear railway tank car is a front and rear mirror-symmetrical tank car of the front railway tank car, and the two are arranged in a front and rear mirror-symmetrical manner;

[0012] The front railway tank car includes a tank body, a first-position traction device, a second-position traction device, a coupler buffer device and two sets of bogies;

[0013] A manhole is provided at the center of the top of the tank body to match the crane pipe in the existing ground loading and unloading facilities;

[0014] The first-position and second-position pillow pulling devices are respectively located below the tank body near the front end and the rear end, and are both fixedly connected to the tank body.

[0015] The coupler buffer device is located below the tank body, with its rear end fixedly connected to a traction device, and its front end being the front end of the entire front railway tank car;

[0016] The two sets of bogies are respectively located below the first and second traction devices, and the tank body is placed on the two sets of bogies through the first and second traction devices;

[0017] The front and rear ends of the drawbar are respectively connected to the two-position drawbar devices in the front and rear railway tank cars, and the front and rear railway tank cars are connected together through the drawbar;

[0018] The center distance between the manholes on the two tank bodies of the leading and trailing railway tank cars is equal to the distance between the two crane pipes in existing ground loading and unloading facilities; the distance between the front end of the coupler buffer device in the leading railway tank car and the rear end of the coupler buffer device in the trailing railway tank car is equal to the total length of two conventional standard railway tank cars after being coupled together;

[0019] There are two sets of braking devices, which are respectively arranged under the tank body of the front railway tank car and the rear railway tank car, or there is one set of braking devices, which is arranged under the tank body of the front railway tank car, and the front railway tank car and the rear railway tank car share one set of braking devices.

[0020] Furthermore, the two-position bolster pulling device comprises a bolster beam assembly, a traction beam assembly, an impact seat connecting seat and an impact seat;

[0021] The bolster assembly and the traction beam assembly are arranged in a cross shape and are fixedly connected; an arc surface is provided above the bolster assembly and the traction beam assembly to match the arc surface of the bottom of the tank body, and the two are fixedly connected to the tank body;

[0022] The impact seat connecting seat is fixedly connected to the rear end surface of the traction beam assembly;

[0023] The impact seat is fixedly connected to the rear end of the impact seat connecting seat;

[0024] The front and rear ends of the traction rod are respectively assembled and connected with the traction beams on the two-position traction sleeper devices in the front railway tank car and the rear railway tank car, and the front railway tank car and the rear railway tank car are connected together through the traction rod.

[0025] In this way, the two-position traction device eliminates the side beams and end beams in the existing structure, which not only reduces the vehicle's own weight, but also avoids the problem of the end beams in the existing structure interfering with each other when the two vehicles turn.

[0026] Furthermore, in order to facilitate maintenance, the front and rear ends of the traction rod are respectively assembled and detachably connected to the traction beams on the two-position traction sleeper devices in the front railway tank car and the rear railway tank car.

[0027] Furthermore, in order to improve the unloading efficiency when the vehicle is unloaded, the tank body has an inclined bottom structure, and a liquid collecting pocket is provided at the bottom of the tank body cavity at a position directly opposite to the manhole.

[0028] Furthermore, in order to satisfy the braking requirements of the train during operation and reduce the vehicle's own weight, the braking device is a set;

[0029] The front railway tank car and the rear railway tank car share a set of braking devices.

[0030] Furthermore, in order to make it more convenient for the operator to climb to the top of the tank body, the front railway tank car further includes an end ladder, which is arranged at the front end and above the tank body and is fixedly connected to the tank body;

[0031] The single-position traction device, coupler buffer device, bogie, end ladder and traction rod all adopt existing structures in conventional standard railway tank cars.

[0032] Furthermore, for vehicle transportation safety, a safety valve and a safety monitoring system are also provided on the top of the tank;

[0033] The safety monitoring system is used to monitor the tank pressure, temperature and liquid level, and to locate the vehicle.

[0034] Furthermore, in order to achieve a high degree of standardization and facilitate design and processing, the front railway tank car and the rear railway tank car have the same structure.

[0035] At the same time, the present invention also provides a method for marshaling the above-mentioned two-car fixed marshaling railway tank car group, which is special in that it includes the following steps:

[0036] Step 1: Calculate the maximum length that the tank can be extended to based on the spacing between the two cranes in the existing ground loading and unloading facilities, the preset safety distance between the leading and trailing rail tank cars, and the total length of two conventional standard rail tank cars coupled together;

[0037] Step 2: Within the maximum length range of the tank body that can be extended calculated in step 1, calculate the actual required tank body length according to the load requirements;

[0038] Step 3: Under the conditions that the center distance between the two manholes in the front and rear railway tank cars is equal to the distance between the two crane pipes in the existing ground loading and unloading facilities, and the distance between the front end of the coupler buffer device in the front railway tank car and the rear end of the coupler buffer device in the rear railway tank car is equal to the total length of two conventional standard railway tank cars after being coupled, calculate the relative position dimensions of the first and second traction bolster devices and the tank body in the front-to-back direction based on the actual required tank body length calculated in Step 2, as well as the structural dimensions of the drawbar, the second traction bolster device, the first traction bolster device, and the coupler buffer device in the front-to-back direction;

[0039] Step 4: According to the relative position dimensions of the first and second traction pillow devices and the tank body along the front-to-back direction calculated in step 3, the first and second traction pillow devices are fixedly connected to the tank body respectively, and all other structures are grouped and assembled according to the connection relationship to complete the grouping.

[0040] Furthermore, the step 1 is specifically as follows:

[0041] Step 1.1: Calculate the maximum length to which the half of the tank body at one end in the middle direction between the front and rear tank cars can be extended, as well as the maximum length to which the half of the tank body at one end in the front direction of the front tank car can be extended, specifically:

[0042] The maximum length to which the half tank body at one end between the front and rear tank cars can be extended is obtained by subtracting the difference between the distance between the two cranes in the existing ground loading and unloading facilities and the preset safety distance between the front and rear tank cars, and dividing it by 2.

[0043] The maximum length of the half tank body at the front end of the first tank car can be extended by subtracting the difference between the distance between the two cranes in the existing ground loading and unloading facilities from the total length of the two conventional standard railway tank cars after coupling, and dividing by 2.

[0044] Step 1.2: Calculate the maximum length to which the tank can be extended;

[0045] Take the smaller of the two maximum lengths to which the half tank body can be extended calculated in step 1.1 and multiply it by 2 to obtain the maximum length to which the tank body can be extended.

[0046] The beneficial effects of the present invention are:

[0047] (1) The double-car fixed-marshaling railway tank car group of the present invention connects the front railway tank car and the rear railway tank car together through a traction rod, which saves the space required for the carriage coupling structure when the two railway tank cars are used as a single carriage, and the traction rod cannot be disassembled during the operation of the train. Therefore, while meeting the buffer stroke under the longitudinal impact of the train operation and leaving a certain margin, the two tank bodies can be extended and lengthened toward the middle direction of the two railway tank cars, thereby achieving the purpose of increasing the tank body volume and increasing the tank car load; at the same time, by adjusting the relative positions of the first-position traction device and the second-position traction device and the tank body, the tank body on the front railway tank car can be extended and lengthened toward the front end, and the tank body on the rear railway tank car can be extended and lengthened toward the rear end; in this way, the distance between the front end of the coupler buffer device in the front railway tank car and the rear end of the coupler buffer device in the rear railway tank car is kept equal to that of a conventional standard railway tank car Under the premise of the total length of the two vehicles after being coupled, the center distance between the manholes provided at the center positions of the top of the two tank bodies of the front and rear railway tank cars can be made always equal to the distance between the two crane pipes in the existing ground loading and unloading facilities; furthermore, the distance between the manhole provided at the center position of the top of the tank body of the front railway tank car and the front end of the front railway tank car, and the distance between the manhole provided at the center position of the top of the tank body of the rear railway tank car and the rear end of the rear railway tank car, are always kept equal to the distance between the manhole provided at the center position of the top of the tank body of a single conventional standard railway tank car and the end of the carriage; in this way, when multiple groups of double-car fixed-marshaling railway tank cars of the present invention are coupled, all manholes can be aligned with the crane pipes in the existing ground loading and unloading facilities; therefore, the present invention solves the problem that part of the manholes on the tank bodies of the entire train are not aligned with the crane pipes of the existing ground loading and unloading facilities due to the lengthening of the vehicles in order to increase the load capacity of each railway tank car;

[0048] In addition, the present invention does not add a manhole on the tank body, thus avoiding the problem of misalignment between the manhole and the crane pipe in the prior art by adding a manhole.

[0049] Furthermore, the tank body length of the double-car fixed-marshaling railway tank car set of the present invention can be designed and selected according to actual needs within a certain range, thereby avoiding the problem of the vehicle length being basically fixed when the conventional technology solves the problem of misalignment between the manhole and the crane pipe by designing the length of each railway tank car to a length value that is a certain multiple of the crane pipe spacing of the existing ground loading and unloading facilities;

[0050] In summary, the present invention solves the problem that some of the manholes on the tank body of the entire train do not align with the crane pipes of the existing ground loading and unloading facilities due to the lengthening of the vehicle in order to increase the load capacity of each railway tank car. While the existing technology solves this problem by adding manholes, it is inconvenient to operate, the cost increases, the shape of the tank body becomes more complicated, and it cannot solve the unloading problem well. A lot of residual liquid will remain after the tank body is unloaded, causing waste. Or when the existing technology solves this problem by designing the length of each railway tank car to a length value that is a certain multiple of the crane pipe spacing of the existing ground loading and unloading facilities, the vehicle length is basically fixed, which makes it difficult to meet the actual length requirements of the current railway tank cars and cannot completely solve the technical problem of loading and unloading alignment.

[0051] (2) In the double-car fixed-formation railway tank car group of the present invention, the two-position traction sleeper device preferably includes a sleeper beam assembly, a traction beam assembly, an impact seat connecting seat and an impact seat, eliminating the side beams and end beams in the existing structure. This arrangement not only reduces the vehicle's own weight, but also avoids the problem of the end beams in the existing structure interfering with each other when the two vehicles turn.

[0052] (3) When multiple sets of fixed double-car railway tank car groups of the present invention are connected, not only can all manholes be aligned with the crane pipes in the existing ground loading and unloading facilities to meet the unloading needs of each tank car, but also the load capacity of each tank car can be increased, and the volume of the tank body can be selected according to actual needs within a certain range.

[0053] (4) The double-car fixed marshaling railway tank car group of the present invention still uses the existing coupler buffer device at both ends during marshaling, so it meets the need for coupling with other cars.

[0054] (5) In the double-car fixed-formation railway tank car group of the present invention, the manhole is set at the center position of the top of the tank body, and the tank body is preferably a slanted bottom structure, and a liquid collection pocket is set at the bottom of the tank body cavity at a position opposite to the manhole. This arrangement can greatly improve the unloading rate compared with the solution of setting multiple manholes on the tank body.

[0055] (6) In the double-car fixed-formation railway tank car group of the present invention, it is preferred that the front railway tank car and the rear railway tank car share a set of braking devices. This arrangement can not only meet the braking requirements during train operation, but also reduce the vehicle's own weight. BRIEF DESCRIPTION OF THE DRAWINGS

[0056] FIG1 is a schematic diagram of the overall structure of an embodiment of a railway tank car group with two cars fixed in formation according to the present invention;

[0057] FIG2 is a schematic structural diagram of a tank body in an embodiment of a railway tank car set with two cars fixed in formation according to the present invention;

[0058] FIG3 is a schematic structural diagram of a two-position traction sleeper device in an embodiment of a double-car fixed marshaling railway tank car group of the present invention.

[0059] The descriptions of the numbers in the figure are as follows:

[0060] 01-front railway tank car, 1-tank body, 11-manhole, 12-liquid collection nest, 13-safety valve, 14-safety monitoring system, 2-first-position traction device, 3-second-position traction device, 31-bolster assembly, 32-traction beam assembly, 321-traction rod connecting hole, 33-impact seat connecting seat, 34-impact seat, 4-coupler buffer device, 5-bogie, 6-end ladder, 02-rear railway tank car, 03-traction rod, 04-brake device. DETAILED DESCRIPTION

[0061] The present invention will be described in detail below with reference to the accompanying drawings and specific embodiments.

[0062] 1 , a fixed double-car railway tank car group according to the present invention includes a front railway tank car 01 , a rear railway tank car 02 , a traction rod 03 and a braking device 04 .

[0063] 1 and 2 , the front railway tank car 01 and the rear railway tank car 02 are arranged in sequence from front to rear; the rear railway tank car 02 is a front and rear mirror-symmetrical tank car of the front railway tank car 01, and the two are arranged in a front and rear mirror-symmetrical manner; the front railway tank car 01 includes a tank body 1, a first-position traction pillow device 2, a second-position traction pillow device 3, a coupler buffer device 4 and two sets of bogies 5; a manhole 11 is provided at the center of the top of the tank body 1 to cooperate with the crane pipe in the existing ground loading and unloading facilities; the first-position traction pillow device 2 and the second-position traction pillow device 3 are respectively located below the side of the tank body 1 near the front end and the side near the rear end, and are both fixedly connected to the tank body 1; the coupler buffer device 4 is located below the tank body 1, and its rear end is fixedly connected to the first-position traction pillow device 2, and its front end is the front end of the entire front railway tank car 01; the two sets of bogies 5 are respectively located below the first-position traction pillow device 2, the second-position traction pillow device 3 Below the first-position traction device 3, the tank body 1 is placed on two sets of bogies 5 through the first-position traction device 2 and the second-position traction device 3; the front and rear ends of the above-mentioned traction rod 03 are respectively connected to the second-position traction device 3 in the front railway tank car 01 and the rear railway tank car 02, and the front railway tank car 01 and the rear railway tank car 02 are connected together through the traction rod 03; the center distance between the above-mentioned manholes 11 on the two tank bodies 1 in the front railway tank car 01 and the rear railway tank car 02 is equal to the distance between two crane pipes in existing ground loading and unloading facilities; the distance between the front end of the coupler buffer device 4 in the front railway tank car 01 and the rear end of the coupler buffer device 4 in the rear railway tank car 02 is equal to the total length of the two conventional standard railway tank cars after coupling; the above-mentioned braking device 04 is arranged below the tank body 1 of the front railway tank car 01 and the rear railway tank car 02 for vehicle braking.

[0064] Referring to Figure 2 , in this embodiment, the tank body 1 is welded together from a head and a cylinder. To improve the clean unloading efficiency during vehicle unloading, the tank body 1 preferably has a sloping bottom structure, and a liquid collection pit 12 is provided at the bottom of the tank body 1, directly opposite the manhole 11. Furthermore, for vehicle transportation safety, a safety valve 13 and a safety monitoring system 14 are also installed on the top of the tank body 1. The safety monitoring system 14 is used to monitor the pressure, temperature, and liquid level of the tank body 1 and to locate the vehicle.

[0065] In this embodiment, a traction device 2 adopts an existing mature traction structure in a conventional standard railway tank car.

[0066] Referring to Figure 3, in this embodiment, the two-position traction bolster device 3 includes a bolster assembly 31, a traction beam assembly 32, an impact seat connector 33, and an impact seat 34. The bolster assembly 31 and the traction beam assembly 32 are arranged in a cross shape and are fixedly connected. In this embodiment, the two are fixedly connected by welding. The bolster assembly 31 and the traction beam assembly 32 are provided with an arc surface above the bolster assembly 31 and the traction beam assembly 32, and are fixedly connected to the tank body 1. In this embodiment, the bolster assembly 31 and the traction beam assembly 32 are fixedly connected to the tank body 1 by welding. The impact seat connector 33 is fixedly connected to the rear end face of the traction beam assembly 32. In this embodiment, the impact seat connector 33 is fixedly connected to the rear end face of the traction beam assembly 32 by welding. The impact seat 34 is fixedly connected to the rear end of the impact seat connector 33. In this embodiment, the impact seat 34 is riveted to the rear end of the impact seat connector 33. The front and rear ends of the drawbar 03 are connected to the drawbeam assembly 32 on the two-position traction bolster 3 of the leading and trailing tank cars 01 and 02, respectively, connecting the two tank cars 01 and 02 together. To facilitate maintenance, the drawbar 03 is removably connected to the drawbeam assembly 32 on the two-position traction bolster 3 of the leading and trailing tank cars 01 and 02, respectively. As shown in Figure 3, the drawbar connection holes 321 provided on the drawbeam assembly 32 serve as mounting holes for connecting the drawbar 03. The drawbar 03 is not disassembled during train operation and is only disassembled for maintenance. The drawbar 03 utilizes the existing structure found in conventional standard tank cars. As described above, the two-position traction bolster 3 in this embodiment eliminates the side beams and end beams found in conventional structures, reducing vehicle weight while also preventing interference between the end beams when the two vehicles turn.

[0067] In this embodiment, the coupler buffer device 4 and the bogie 5 both adopt existing mature structures in conventional standard railway tank cars.

[0068] In order to make it easier for operators to climb to the top of the tank body 1, the front railway tank car 01 further includes an end ladder 6, which is arranged at the front end and above the tank body 1 and is fixedly connected to the tank body 1. In this embodiment, the end ladder 6 adopts an existing mature structure in conventional standard railway tank cars.

[0069] In order to both meet the braking requirements of the train and reduce the vehicle's own weight, in this embodiment, the above-mentioned braking device 04 is preferably a set; the front railway tank car 01 and the rear railway tank car 02 share a set of braking devices 04. The braking device 04 adopts the existing mature structure of conventional standard railway tank cars.

[0070] In order to achieve a high degree of standardization and facilitate design and processing, in this embodiment, it is preferred that the structures of the front railway tank car 01 and the rear railway tank car 02 are the same.

[0071] The present invention also provides a method for forming the above-mentioned two-car fixed railway tank car group, comprising the following steps:

[0072] Step 1: Based on the distance between the two cranes in the existing ground loading and unloading facilities, the preset safety distance between the front tank car 01 and the rear tank car 02, and the total length of two conventional standard tank cars coupled together, calculate the maximum length to which the tank body 1 can be extended. Specifically,

[0073] Step 1.1: Calculate the maximum length to which the half of the tank body 1 located between the front tank car 01 and the rear tank car 02 can be extended, as well as the maximum length to which the half of the tank body 1 located at the front end of the front tank car 01 can be extended. Specifically,

[0074] The maximum length to which the half tank body 1 at one end between the front and rear tank cars 01 and 02 can be extended is obtained by subtracting the difference between the distance between the two cranes in the existing ground loading and unloading facilities and dividing it by 2.

[0075] The maximum length of the half tank body 1 at the front end of the first tank car 01 can be obtained by subtracting the difference between the distance between the two cranes in the existing ground loading and unloading facilities from the total length of the two conventional standard railway tank cars after coupling and dividing it by 2.

[0076] Step 1.2: Calculate the maximum length to which the tank 1 can be extended;

[0077] Take the smaller of the two maximum lengths to which the half tank body 1 can be extended calculated in step 1.1 and multiply it by 2 to obtain the maximum length to which the tank body 1 can be extended;

[0078] Step 2: Within the maximum length range of the tank body 1 that can be extended calculated in step 1, the actual required length of the tank body 1 is designed and calculated according to the load requirements;

[0079] Step 3: Under the conditions that the center distance between the two manholes 11 in the front railway tank car 01 and the rear railway tank car 02 is equal to the distance between the two crane pipes in the existing ground loading and unloading facilities, and the distance between the front end of the coupler buffer device 4 in the front railway tank car 01 and the rear end of the coupler buffer device 4 in the rear railway tank car 02 is equal to the total length of two conventional standard railway tank cars after being coupled, calculate the relative position dimensions of the first and second traction bolster devices 2 and 3 in the front and rear directions with respect to the tank body 1 according to the actual required length of the tank body 1 obtained by the design calculation in Step 2, as well as the structural dimensions of the drawbar 03, the second traction bolster device 3, the first traction bolster device 2, and the coupler buffer device 4 in the front and rear directions;

[0080] Step 4: According to the relative position dimensions of the first-position traction pillow device 2 and the second-position traction pillow device 3 along the front-to-back direction with the tank body 1 calculated in step 3, the first-position traction pillow device 2 and the second-position traction pillow device 3 are respectively fixed to the tank body 1, and all other structures are grouped and assembled according to the connection relationship to complete the grouping.

[0081] When multiple sets of double-car fixed-marshaling railway tank car groups of the present invention are connected, not only can all manholes be aligned with the crane pipes in the existing ground loading and unloading facilities to meet the unloading needs of each tank car, but the load capacity of each tank car can also be increased, and the volume of the tank body can be selected within a certain range according to actual needs.

Claims

1. A railway tank car group with a fixed double - car formation, characterized in that: It includes a front railway tank car (01), a rear railway tank car (02), a drawbar (03), and a braking device (04) for vehicle braking; The front railway tank car (01) and the rear railway tank car (02) are arranged in sequence from front to rear; the rear railway tank car (02) is a mirror - symmetric tank car of the front railway tank car (01) in the front - rear direction, and the two are arranged in a front - rear mirror - symmetric manner; The front railway tank car (01) includes a tank body (1), a first bolster device (2), a second bolster device (3), a coupler buffer device (4), and two sets of bogies (5); At the center position of the top of the tank body (1), there is a manhole (11) that cooperates with the loading and unloading arm in the existing ground loading and unloading facilities; The first bolster device (2) and the second bolster device (3) are respectively located below the front - end side and the rear - end side of the tank body (1), and are both fixedly connected to the tank body (1); The coupler buffer device (4) of the front railway tank car (01) is located below the tank body (1), its rear end is fixedly connected to the first bolster device (2), and its foremost end is the foremost end of the entire front railway tank car (01); The two sets of bogies (5) are respectively located below the first bolster device (2) and the second bolster device (3), and the tank body (1) is placed on the two sets of bogies (5) through the first bolster device (2) and the second bolster device (3); The front and rear ends of the drawbar (03) are respectively connected to the second bolster devices (3) in the front railway tank car (01) and the rear railway tank car (02), and the front railway tank car (01) and the rear railway tank car (02) are connected together through the drawbar (03); The center distance between the manholes (11) on the two tank bodies (1) of the front railway tank car (01) and the rear railway tank car (02) is equal to the distance between the two loading and unloading arms in the existing ground loading and unloading facilities; the distance between the foremost end of the coupler buffer device (4) in the front railway tank car (01) and the rearmost end of the coupler buffer device (4) in the rear railway tank car (02) is equal to the total length after two conventional standard railway tank cars are coupled; The braking device (04) is of two sets, which are respectively arranged below the tank bodies (1) of the front railway tank car (01) and the rear railway tank car (02), or the braking device (04) is of one set, which is arranged below the tank body (1) of the front railway tank car (01), and the front railway tank car (01) and the rear railway tank car (02) share one set of braking device (04).

2. The railway tank car group with a fixed double - car formation according to claim 1, characterized in that: The second bolster device (3) includes a bolster assembly (31), a drawbar assembly (32), an impact seat connecting seat (33), and an impact seat (34); The bolster assembly (31) and the drawbar assembly (32) are arranged in a cross - shape and are fixedly connected to each other; above the bolster assembly (31) and the drawbar assembly (32), there is an arc surface adapted to the bottom arc surface of the tank body (1), and they are fixedly connected to the tank body (1); The impact seat connecting seat (33) is fixedly connected to the rear end face of the drawbar assembly (32); The impact seat (34) is fixedly connected to the rear end of the impact seat connecting seat (33); The front and rear ends of the drawbar (03) are respectively connected to the drawbar assemblies (32) on the second bolster devices (3) of the front railway tank car (01) and the rear railway tank car (02), and the front railway tank car (01) and the rear railway tank car (02) are connected together through the drawbar (03).

3. The railway tank car group with double-car fixed formation according to claim 2, characterized in that: The front and rear ends of the drawbar (03) are respectively detachably connected to the drawbar assemblies (32) on the second bolster devices (3) of the front railway tank car (01) and the rear railway tank car (02).

4. The railway tank car group with double-car fixed formation according to claim 1, characterized in that: The tank body (1) has an inclined bottom structure, and a liquid collecting pit (12) is provided at the bottom of the inner cavity of the tank body (1) at a position opposite to the manhole (11).

5. The railway tank car group with double-car fixed formation according to claim 1, characterized in that: The front railway tank car (01) further includes an end ladder (6), and the end ladder (6) is arranged at the front end and above the tank body (1) and is fixedly connected to the tank body (1); The first bolster device (2), the coupler buffer device (4), the bogie (5), the end ladder (6) and the drawbar (03) all adopt the existing structures in conventional standard railway tank cars.

6. The railway tank car group with double-car fixed formation according to claim 1, characterized in that: A safety valve (13) and a safety monitoring system (14) are further provided on the top of the tank body (1); The safety monitoring system (14) is used to monitor the pressure, temperature and liquid level of the tank body (1) and position the vehicle.

7. The railway tank car group with double-car fixed formation according to any one of claims 1 to 6, characterized in that: The front railway tank car (01) and the rear railway tank car (02) have the same structure.

8. A method for forming a railway tank car group with double cars fixedly marshaled according to any one of claims 1 to 7, characterized in that, Including the following steps: Step 1: Calculate the maximum value of the length to which the tank body (1) can be extended according to the distance between two loading arms in the existing ground loading and unloading facilities, the preset safety distance between the front railway tank car (01) and the rear railway tank car (02), and the total length of two conventionally standard railway tank cars after being coupled; Step 2: Design and calculate the actual required length of the tank body (1) within the maximum value of the length to which the tank body (1) can be extended calculated in Step 1 according to the load requirement. Step 3: Under the condition that the center distance between two manholes (11) in the front railway tank car (01) and the rear railway tank car (02) is equal to the distance between two loading and unloading arms in the existing ground loading and unloading facilities, and the distance between the foremost end of the coupler buffer device (4) in the front railway tank car (01) and the rearmost end of the coupler buffer device (4) in the rear railway tank car (02) is equal to the total length of two conventionally standard railway tank cars after being coupled, according to the actually required length of the tank body (1) obtained from the design calculation in Step 2, as well as the structural dimensions of the drawbar (03), the second bolster device (3), the first bolster device (2), and the coupler buffer device (4) in the front-rear direction, calculate the relative position dimensions of the first bolster device (2) and the second bolster device (3) with respect to the tank body (1) in the front-rear direction respectively; Step 4: According to the relative position dimensions of the first bolster device (2) and the second bolster device (3) with respect to the tank body (1) in the front-rear direction calculated in Step 3, fixedly connect the first bolster device (2) and the second bolster device (3) to the tank body (1) respectively, and group and assemble all the remaining structures according to the connection relationship, thus completing the formation.

9. The formation method of the railway tank car group with double-car fixed formation according to claim 8, characterized in that: The specific content of Step 1 is as follows: Step 1.1: Calculate the maximum length that half of the tank body (1) at one end in the middle direction between the front railway tank car (01) and the rear railway tank car (02) can be extended to, and the maximum length that half of the tank body (1) at one end in the front end direction in the front railway tank car (01) can be extended to. Specifically: Subtract the preset safety distance between the front railway tank car (01) and the rear railway tank car (02) from the distance between two loading and unloading arms in the existing ground loading and unloading facilities, and then divide the difference by 2, thus obtaining the maximum length that half of the tank body (1) at one end in the middle direction between the front railway tank car (01) and the rear railway tank car (02) can be extended to; Subtract the distance between two loading and unloading arms in the existing ground loading and unloading facilities from the total length of two conventionally standard railway tank cars after being coupled, and then divide the difference by 2, thus obtaining the maximum length that half of the tank body (1) at one end in the front end direction in the front railway tank car (01) can be extended to; Step 1.2: Calculate the maximum length that the tank body (1) can be extended to; Take the smaller value of the two maximum lengths that the half tank bodies (1) can be extended to calculated in Step 1.1, and multiply it by 2, thus obtaining the maximum length that the tank body (1) can be extended to.

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