Railway flat car and railway vehicle

Abstract

A railway flat car comprises a car body (110), bogies (120) mounted on the car body (110), and weight sensors (130). Each weight sensor (130) is mounted on a lower center plate (121) of a bogie (120) and is located below an upper center plate (111) of the car body (110); each weight sensor (130) has two weight measurement points (130b); the two weight measurement points (130b) are arranged at intervals in the width direction of the car body (110), and are respectively located on two sides of a pin shaft (122) of a bogie (120).

Description

A railway flatcar and railway vehicle

[0001] Cross-reference to related applications

[0002] This application claims priority to Chinese patent application No. 2024117218360, filed on November 28, 2024, the entire contents of which are incorporated herein by reference. Technical Field

[0003] This disclosure pertains to the technical field of rail vehicles, and particularly relates to a railway flatcar and railway vehicle. Background Technology

[0004] As an important component of the entire railway freight car transport system, railway flatcars have a large number of existing vehicles on the lines and a large number of new vehicles built each year.

[0005] Currently, most overload and off-center load detection technologies and methods are based on rail surface fixing, most of which require rail breakage for installation, and can only detect the load and off-center load of vehicles at fixed locations and times, rather than monitoring them while the railway flatcar is in operation. Summary of the Invention

[0006] This disclosure provides a railway flatcar and railway rolling stock, which aims to at least partially solve the technical problem that overloading and off-center loading of railway flatcars cannot be detected on board during operation.

[0007] In a first aspect, an embodiment of this disclosure provides a railway flatcar, including a car body and a bogie mounted on the car body. The railway flatcar further includes a weight sensor mounted on the lower center plate of the bogie and located below the upper center plate of the car body. The weight sensor has two weight detection points, which are spaced apart along the width direction of the car body and located on both sides of the pin shaft of the bogie.

[0008] Secondly, embodiments of this disclosure provide a railway vehicle, including the railway flatcar described in the first aspect above. Attached Figure Description

[0009] To more clearly illustrate the technical solutions in the embodiments of this disclosure, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are some embodiments of this disclosure. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0010] Figure 1 shows a first-view structural schematic diagram of a railway flatcar according to some embodiments of the present disclosure.

[0011] Figure 2 shows a top view of a railway flatcar according to some embodiments of the present disclosure.

[0012] Figure 3 shows a schematic diagram of the structure of the upper center plate, lower center plate, pin shaft, center plate wear plate, and weight sensor connection of a railway flatcar according to some embodiments of the present disclosure.

[0013] Figure 4 shows a schematic diagram of the explosion in Figure 3.

[0014] Figure 5 shows a top view of Figure 3.

[0015] Figure 6 shows a cross-sectional view along the BB direction in Figure 5.

[0016] Figure 7 shows a structural schematic diagram of a railway flatcar from a second perspective in one or more embodiments of this disclosure.

[0017] Figure 8 shows an enlarged view of point C in Figure 7.

[0018] Figure 9 shows an enlarged view of point A in Figure 1.

[0019] Figure 10 shows a schematic diagram of the structure of the first support seat of a railway flatcar according to some embodiments of the present disclosure.

[0020] Figure 11 shows a schematic diagram of the structure of the second support seat of a railway flatcar according to some embodiments of the present disclosure.

[0021] Figure 12 shows a structural schematic diagram of a hose fastener for a railway flatcar according to some embodiments of the present disclosure.

[0022] Reference numerals: 100, railway flatcar; 110, car body; 111, upper center plate; 120, bogie; 121, lower center plate; 121a, upper center plate mounting slot; 121b, sensor mounting slot; 121c, limiting slot; 122, pin; 130, weight sensor; 130a, clearance hole; 131, lug; 130b, weight detection point; 140, center plate wear plate; 150, positioning unit; 160, display unit; 170, power supply unit; 171, second support base; 1711, first support member. ; 1711a, clamping groove; 1712, first clamping plate; 1713, second clamping plate; 1714, first connecting plate; 1715, second support member; 1716, second connecting plate; 1717, third connecting plate; 172, power generation component; 173, energy storage component; 180, first support base; 181, connector; 182, support member; 183, reinforcing member; 190, hose fixing member; 190a, clamping hole; 191, support plate; 1911, first support plate; 1912, second support plate; 192, pipe clamp. Embodiments of the present invention

[0023] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present invention.

[0024] It should be noted that all directional indications in the embodiments of the present invention are only used to explain the relative positional relationship and movement of the components in a specific posture. If the specific posture changes, the directional indications will also change accordingly.

[0025] In this invention, unless otherwise explicitly specified and limited, the terms "connection," "fixed," etc., should be interpreted broadly. For example, "fixed" can mean a fixed connection, a detachable connection, or an integral part; it can mean a mechanical connection or an electrical connection; it can mean a direct connection or an indirect connection through an intermediate medium; it can mean the internal communication of two components or the interaction between two components, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0026] Furthermore, in this invention, descriptions involving "first," "second," etc., are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined with "first" or "second" may explicitly or implicitly include at least one of that feature. Additionally, the technical solutions of the various embodiments can be combined with each other, but only on the basis of being achievable by those skilled in the art. When the combination of technical solutions is contradictory or impossible to implement, such a combination of technical solutions should be considered non-existent and not within the scope of protection claimed by this invention.

[0027] In related technologies, railway flatcars suffer from the technical problem that overloading and off-center loading during operation cannot be detected on board. This disclosure provides a railway flatcar and railway rolling stock that can at least partially solve the technical problem of the inability to detect overloading and off-center loading during railway flatcar operation.

[0028] The technical solutions of this disclosure are described below with reference to the accompanying drawings and specific embodiments.

[0029] As shown in Figures 1 and 2, this embodiment of the present disclosure provides a railway flatcar 100, including a car body 110 and a bogie 120 mounted on the car body 110. The railway flatcar 100 also includes a weight sensor 130. The weight sensor 130 is mounted on the lower center plate 121 of the bogie 120 and is located below the upper center plate 111 of the car body 110. The weight sensor 130 has two weight detection points 130b. The two weight detection points 130b are spaced apart along the width direction of the car body 110 and are respectively located on both sides of the pin 122 of the bogie 120.

[0030] The structures of the car body 110 and the bogie 120 are varied and known to those skilled in the art, and are not limited in this disclosure.

[0031] The weight sensor 130 is fixedly installed above the lower center plate 121 and below the upper center plate 111. That is, the weight sensor 130 is located between the upper center plate 111 and the lower center plate 121. The weight sensor 130 can be fixedly installed on the lower center plate 121 by means of bolts, snap-fit, or other methods.

[0032] The upper plate 111 presses down on the weight sensor 130, applying a downward force to the weight sensor 130, thereby enabling the weight sensor 130 to monitor and detect the weight of the vehicle body 110 and the cargo on it in real time.

[0033] The weight sensor 130 has two weight detection points 130b, meaning it can detect two weight values. In some embodiments, referring to Figure 2, the two weight detection points 130b are spaced apart along the width direction of the car body 110 and are located on both sides of the pin 122 of the bogie 120. With this design, one weight detection point 130b detects the weight on one side of the pin 122, and the other weight detection point 130b detects the weight on the other side of the pin 122. By analyzing the relationship between the values ​​detected by these two weight detection points 130b, it can be determined whether the railway flatcar 100 is overloaded in the width direction. By adding the values ​​of all weight detection points 130b on the railway flatcar 100, the load of the railway flatcar 100 can be obtained, and it can be determined whether the railway flatcar 100 is overloaded.

[0034] With this design, the railway flatcar is equipped with a weight sensor 130. During operation, the railway flatcar 100 can detect the load of the railway flatcar 100 in real time and know whether the railway flatcar 100 is unbalanced in the width direction, providing guidance for the subsequent work of railway staff.

[0035] The railway flatcar 100 may be equipped with one bogie 120, or two or more bogies 120, etc., and this disclosure does not limit the scope. It should be noted that when the railway flatcar 100 is equipped with multiple bogies 120, a weight sensor 130 is installed on the lower center plate 121 of each bogie 120 of the railway flatcar 100, and the sum of the values ​​of each weight detection point 130b of each weight sensor 130 is the load of the railway flatcar 100.

[0036] In some embodiments, the railway flatcar 100 includes two bogies 120 and two weight sensors 130. The two bogies 120 are spaced apart along the length of the car body 110. The two weight sensors 130 are arranged in a one-to-one correspondence with the two bogies 120.

[0037] With this design, the sum of the four weight values ​​detected by the four weight detection points 130b of the two weight sensors 130 is the load capacity of the railway flatcar 100. The sum of the two weight values ​​detected by the two weight detection points 130b of each weight sensor 130 is the load capacity on both sides of the railway flatcar 100 along its length, namely the front load capacity and the rear load capacity. Furthermore, this design also allows for the determination of whether the railway flatcar 100 is unevenly loaded along its length by analyzing the relationship between the front and rear load capacities.

[0038] To facilitate understanding, the following example illustrates the following: Along the forward direction of the railway flatcar 100, the weight detection point 130b on the left side of the leading weight sensor 130 detects a weight value of 21.56t, and the weight detection point 130b on the right side also detects a weight value of 21.56t; the weight detection point 130b on the left side of the trailing weight sensor 130 detects a weight value of 22.23t, and the weight detection point 130b on the right side detects a weight value of 23.56t.

[0039] From the above data, we can see that: the front area of ​​the railway flatcar 100 does not have an off-center load in the width direction 100; the rear area of ​​the railway flatcar 100 does have an off-center load in the width direction 100; the front load of the railway flatcar 100 is: 21.56 + 21.56 = 43.12t; the rear load is 22.23 + 23.56 = 45.79t; the front and rear loads are inconsistent, indicating that the railway flatcar 100 has an off-center load in the length direction; we can also see that the total load of the railway flatcar 100 is: 43.12 + 45.79 = 88.91t, indicating that the railway flatcar 100 is overloaded (the maximum load is 70t, 88.91t > 70t).

[0040] As shown in Figures 3 to 6, the railway flatcar 100 also includes a center plate wear plate 140, which is disposed between the upper center plate 111 and the weight sensor 130. The upper end face of the center plate wear plate 140 contacts the lower end of the upper center plate 111, and the lower end face of the center plate wear plate 140 contacts the upper end face of the weight sensor 130.

[0041] The wear plate 140 is positioned below the upper wear plate 111 and above the weight sensor 130. The upper wear plate 111 contacts and compresses the wear plate 140. The wear plate 140 then contacts the weight sensor 130, transferring the force of the upper wear plate 111 to the weight sensor 130, enabling the weight sensor 130 to detect weight. The structure of the wear plate 140 is known to those skilled in the art; it can be supported by a special oil-impregnated nylon and positioned between the upper wear plate 111 and the weight sensor 130. This avoids direct contact between the upper wear plate 111 and the weight sensor 130, improves the uniformity of load distribution on the upper wear plate 111, and thus extends the service life of the weight sensor 130.

[0042] In some embodiments, the lower center plate 121 has an upper center plate mounting groove 121a, and at least a portion of the upper center plate 111 is located in the upper center plate mounting groove 121a; a sensor mounting groove 121b is provided at the bottom of the upper center plate mounting groove 121a, and a weight sensor 130 is mounted in the sensor mounting groove 121b, with at least a portion of the weight sensor 130 extending out of the sensor mounting groove 121b and located in the upper center plate mounting groove 121a.

[0043] An upper center plate mounting groove 121a is formed on the upper surface of the lower center plate 121, with the groove opening facing upwards. The lower part of the upper center plate 111 is placed in the upper center plate mounting groove 121a, which limits the movement of the upper center plate 111. It should be noted that in the embodiment where the railway flatcar 100 includes a center plate wear plate 140, the center plate wear plate 140 is also installed in the upper center plate mounting groove 121a, which also limits the movement of the center plate wear plate 140.

[0044] A sensor mounting groove 121b is formed at the bottom of the upper center plate mounting groove 121a, and the opening of the sensor mounting groove 121b also faces upward. The weight sensor 130 is fixedly installed in the sensor mounting groove 121b, with the upper part of the weight sensor 130 extending out of the sensor mounting groove 121b and located in the upper center plate mounting groove 121a, so that the upper center plate 111 or the center plate wear plate 140 can press on the weight sensor 130, thereby enabling the weight sensor 130 to detect weight.

[0045] In some embodiments, the weight sensor 130 has a clearance hole 130a for avoiding the pin 122, and the weight sensor 130 is sleeved on the outside of the pin 122 through the clearance hole 130a.

[0046] The pin 122 is fixedly mounted on the bogie 120. The pin passes through the lower center plate 121, the upper center plate 111, and the center plate wear plate 140. The weight sensor 130 has a clearance hole 130a to ensure that the pin 122 can pass smoothly through the upper center plate 111 and the center plate wear plate 140 after passing through the weight sensor 130. The clearance hole 130a of the weight sensor 130 is located in the middle of the weight sensor 130.

[0047] In some embodiments, the weight sensor 130 has a lug 131. A limiting groove 121c is formed in the inner wall of the sensor mounting groove 121b. The lug 131 is located within the limiting groove 121c.

[0048] The weight sensor 130 is limited by the lug 131 and the lower center plate 121 to prevent the weight sensor 130 from rotating around the pin 122 and to ensure the stability of the position of the weight sensor 130.

[0049] In some embodiments, the lug 131 is engaged with the inner wall of the limiting groove 121c so that the weight sensor 130 and the lower center plate 121 are fixedly connected.

[0050] As shown in Figures 7, 8, and 9, in some embodiments, the railway flatcar 100 further includes a positioning unit 150, a display unit 160, and a power supply unit 170; the positioning unit 150 is used for positioning; the display unit 160 is installed on the car body 110 and electrically connected to the weight sensor 130, and is used to display the weight values ​​detected by each weight detection point 130b of the weight sensor 130; the power supply unit 170 is installed on the car body 110 and electrically connected to the weight sensor 130, the positioning unit 150, and the display unit 160, and is used to supply power to the weight sensor 130, the positioning unit 150, and the display unit 160, and the positioning unit 150 is installed on the power supply unit 170.

[0051] The display unit 160 displays the weight values ​​detected at each weight detection point 130b in real time, allowing users to understand the weight values ​​detected at each weight detection point 130b and monitor the railway flatcar 100 for off-center loading and overloading in a timely manner. The positioning unit 150 positions the car body 110, enabling real-time detection of the railway flatcar 100's position and facilitating user operation. The power supply unit 170, such as a battery, is electrically connected to the weight sensor 130, positioning unit 150, and display unit 160, providing power to these components.

[0052] The positioning unit 150 is used to locate the position of the railway flatcar 100. Its structure varies and is known to those skilled in the art; users can directly purchase positioning units from the market, and this disclosure does not limit its use. In some embodiments, the positioning unit 150 employs the BeiDou positioning system.

[0053] In some embodiments, the display unit 160 is connected to the weight sensor 130, the display unit 160 is connected to the power supply unit 170, the positioning unit 150 is connected to the power supply unit 170, and the weight sensor 130 is connected to the power supply unit 170 via wires. In some embodiments, the wires are covered with flexible conduits to protect them and extend their service life.

[0054] As shown in Figures 9 and 12, in some embodiments, the hose is fixed to the vehicle body 110 by a hose fastener 190. The hose fastener includes a support plate 191 and a hose clamp 192. The support plate 191 is L-shaped. A first support plate 1911 of the support plate 191 is fixedly connected to the inner side surface of the side beam or bolster beam of the vehicle body 110. The hose clamp 192 is fixed to a second support plate 1912 of the support plate 191 by bolts, and the second support plate 1912 together form a clamping hole 190a for clamping the hose, so that the hose is clamped in the clamping hole 190a.

[0055] When the railway flatcar 100 traverses curves, specifically when turning, the connection between the weight sensor 130 and the wire is prone to friction with the lower center plate 121, which can easily lead to circuit failure. In some embodiments, an aviation connector is used to connect the wire and the weight sensor 130, which can effectively prevent wire wear. Furthermore, the aviation connector allows for a detachable connection between the weight sensor 130 and the wire, facilitating future maintenance and repair of the weight sensor 130. The structure and installation method of the aviation connector are well known to those skilled in the art and will not be described in detail here.

[0056] As shown in Figures 8 and 10, in some embodiments, the railway flatcar 100 further includes a first support base 180. The first support base 180 includes a connector 181, a support member 182, and a reinforcing member 183. The connector 181 is fixedly connected to the car body 110; the support member 182 is fixedly connected to the connector 181 and is angled relative to the connector 181. A display unit 160 is disposed on the support member 182 and fixedly connected to the connector 181. The reinforcing member 183 is disposed below the support member 182 and is fixedly connected to both the support member 182 and the car body 110.

[0057] The support member 182 and the connector 181 are set at an angle, which can be an acute angle, a right angle, or an obtuse angle, and is not limited in this disclosure. The connector 181 is fixedly connected to the vehicle body 110. The support member 182 is fixedly connected to the lower part of the connector 181. The display unit 160 is placed on the support member 182 and supported by the support member 182. The display unit 160 is fixedly connected to the connector 181, which can be done by snap-fit, bolt connection, welding, or other methods. The reinforcing member 183 is disposed below the support member 182 and is fixedly connected to the support member 182 and the vehicle body 110. The reinforcing member 183 supports the support member 182 and improves the supporting performance of the support member 182.

[0058] In some embodiments, the connector 181 and the support 182 are integrally formed. The connector 181 and the support 182 are arranged vertically. The support 182 is located at the lower end of the connector 181. The connector 181 is arranged vertically. The support 182 is arranged horizontally. The reinforcing member 183 and the connector 181 are both welded to the web surface of the side beam of the vehicle body 110. In some embodiments, multiple support 182s are provided. Multiple support 182s are spaced apart along the length direction of the vehicle body 110. The support 182 is a right-angled triangle. The support 182 is arranged vertically. One straight edge of the support 182 is welded to the lower surface of the support 182, and the other straight edge is welded to the web surface of the side beam.

[0059] In some embodiments, five support members 182 are provided.

[0060] In some embodiments, the power supply unit 170 includes a second support 171, a power generation component 172, and an energy storage component 173. The second support 171 is mounted on the vehicle body 110; the power generation component 172 is mounted on the second support 171, and the positioning unit 150 is mounted on the power generation component 172; the energy storage component 173 is mounted on the power generation component 172 and is electrically connected to the power generation component 172, the display unit 160, and the weight sensor 130.

[0061] The second support 171 is fixedly mounted on the vehicle body 110 to support the power generation component 172. The power generation component 172 is fixedly connected to the second support 171. The energy storage component 173 is used to store electrical energy. The power generation component 172 is used to convert wind energy, etc., into electrical energy. The energy storage component 173 is electrically connected to the power generation component 172 so that the electrical energy generated by the power generation component 172 can be stored in the energy storage component 173. The energy storage component 173 is electrically connected to the display unit 160, the weight sensor 130, and the positioning unit 150 to provide power to the display unit 160, the weight sensor 130, and the positioning unit 150.

[0062] The energy storage component 173 can store electrical energy. It can be a lithium battery or the like, and its structure is known to those skilled in the art. It can also be purchased directly from the market and will not be described in detail here. In some embodiments, the power generation component 172 uses wind power to generate electricity, converting wind energy into electrical energy during the movement of the railway flatcar 100. The structure of the power generation component 172 is diverse and known to those skilled in the art, and will not be described in detail here.

[0063] With this design, the railway flatcar 100 generates electricity using the power generation component 172, which helps save energy.

[0064] In some embodiments, the power generation component 172 is located below the vehicle body 110. The positioning unit 150 and the energy storage component 173 are both mounted above the power generation component 172 and are located between the power generation component 172 and the vehicle body 110.

[0065] As shown in Figure 11, in some embodiments, the second support base 171 includes a first support member 1711 and a second support member 1715. The first support member 1711 has a clamping groove 1711a, and the first support member 1711 is clamped to the vehicle body 110 through the clamping groove 1711a and welded to the vehicle body 110; the second support member 1715 is fixedly connected to the first support member 1711, and the power generation component 172 is installed on the second support member 1715.

[0066] The first support member 1711 is snapped onto the vehicle body 110 via a clamping groove 1711a, and is also welded to the vehicle body 110 to ensure the stability of the connection between the first support member 1711 and the vehicle body 110. The second support member 1715 supports the power generation component 172, and the second support member 1715 and the first support member 1711 can be fixedly connected by welding, bolting, snapping, or other methods.

[0067] In some embodiments, the first support member 1711 includes a first clamping plate 1712, a second clamping plate 1713, and a first connecting plate 1714. The second clamping plate 1713 is parallel to the first clamping plate 1712 and along the height direction of the vehicle body 110. The second clamping plate 1713 and the first clamping plate 1712 are spaced apart to form a clamping groove 1711a. The first connecting plate 1714 is connected to the first clamping plate 1712 and the second clamping plate 1713, and is angled to the first clamping plate 1712. The second support member 1715 is fixedly connected to the second clamping plate 1713.

[0068] Along the height direction of the vehicle body 110, the second clamping plate 1713 and the first clamping plate 1712 are spaced apart, so that at least a portion of the vehicle body 110 can be clamped between the second clamping plate 1713 and the first clamping plate 1712. In some embodiments, two second clamping plates 1713 are provided, with the two second clamping plates 1713 located on opposite sides of the first clamping plate 1712. In some embodiments, the first support member 1711 is integrally formed.

[0069] In some embodiments, the second support member 1715 includes a second connecting plate 1716 and two third connecting plates 1717. The second connecting plate 1716 is parallel to the first clamping plate 1712. The two third connecting plates 1717 are spaced apart along the length of the vehicle body 110. The second connecting plate 1716 is connected to the two third connecting plates 1717. The power generation assembly 172 is fixedly connected to the third connecting plates 1717.

[0070] The second connecting plate 1716 and the third connecting plate 1717 are both fixedly connected to the first connecting plate 1714, ensuring the stability of the connection between the first support member 1711 and the second support member 1715. In some embodiments, the second connecting plate 1716 and the third connecting plate 1717 are both welded to the first connecting plate 1714. The two third connecting plates 1717 are spaced apart along the length of the vehicle body 110, so that there is a certain gap between the two third connecting plates 1717 to avoid the energy storage component 173 and the positioning unit 150.

[0071] In some embodiments, the power generation component 172 is located below the third connecting plate 1717 and is fixedly connected to the third connecting plate 1717 by bolts. The energy storage component 173 and the positioning unit 150 are mounted on the upper end surface of the power generation component 172, and the energy storage component 173 and the positioning unit 150 are located between the two third connecting plates 1717.

[0072] Based on the same inventive concept, this disclosure also provides a railway vehicle, including the aforementioned railway flatcar 100. The railway vehicle may include multiple railway flatcars 100 connected sequentially. The railway vehicle may also include a locomotive connected to the railway flatcar 100 for traction of the railway flatcar 100 along the rails.

[0073] Since the railway vehicle includes the railway flatcar 100 mentioned in the first aspect, it naturally possesses all the beneficial effects of the railway flatcar 100, which will not be elaborated here.

[0074] The railway flatcar includes a car body and bogies mounted on the car body. The railway flatcar also includes a weight sensor, which is mounted on the lower center plate of the bogie and located below the upper center plate of the car body. The weight sensor has two weight detection points, which are spaced apart along the width direction of the car body and located on both sides of the pin shaft of the bogie.

[0075] The weight sensor is fixedly mounted above the lower center plate, with the upper center plate pressing down on it, applying a downward force to enable real-time monitoring of the weight of the car body and its cargo. The weight sensor has two weight detection points, spaced apart along the width of the car body and located on opposite sides of the bogie's pivot pin. This design allows one detection point to measure the weight on one side of the pivot pin, while the other measures the weight on the other. By analyzing the relative values ​​detected at these two points, it can be determined whether the flatcar is unevenly loaded in the width direction. By summing the values ​​from all the weight detection points on the flatcar, the load capacity of the flatcar can be calculated, allowing for the determination of whether the flatcar is overloaded.

[0076] The railway flatcar is equipped with a weight sensor, which can detect the load on the flatcar in real time during operation and know whether there is any off-center loading in the width direction, providing guidance for the subsequent work of railway staff.

[0077] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this disclosure. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. In addition, those skilled in the art can combine and integrate the different embodiments or examples described in this specification.

[0078] Furthermore, the technical solutions of the various embodiments can be combined with each other, but only if they are based on the ability of a person skilled in the art to implement them. When the combination of technical solutions is contradictory or cannot be implemented, it should be considered that such combination of technical solutions does not exist and is not within the scope of protection claimed in this disclosure.

[0079] Although embodiments of the present disclosure have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present disclosure, the scope of which is defined by the claims and their equivalents.

Claims

1. A railway flatcar, comprising, Vehicle body (110); The bogie (120) mounted on the vehicle body (110); and A weight sensor (130) is installed on the lower center plate (121) of the bogie (120) and located below the upper center plate (111) of the car body (110). The weight sensor (130) has two weight detection points (130b), which are spaced apart along the width direction of the car body (110) and located on both sides of the pin (122) of the bogie (120).

2. The railway flatcar according to claim 1, wherein, The lower center plate (121) has an upper center plate mounting groove (121a), at least a portion of the upper center plate (111) is located in the upper center plate mounting groove (121a); ​​a sensor mounting groove (121b) is provided at the bottom of the upper center plate mounting groove (121a), the weight sensor (130) is mounted in the sensor mounting groove (121b), and at least a portion of the weight sensor (130) extends out of the sensor mounting groove (121b) and is located in the upper center plate mounting groove (121a).

3. The railway flatcar according to claim 2, wherein, The weight sensor (130) has a lug (131), and a limiting groove (121c) is formed on the inner wall of the sensor mounting groove (121b), with the lug (131) located in the limiting groove (121c).

4. The railway flatcar according to claim 2, further comprising: The wear plate (140) is disposed between the upper wear plate (111) and the weight sensor (130). The upper end face of the wear plate (140) is in contact with the lower end of the upper wear plate (111), and the lower end face of the wear plate (140) is in contact with the upper end face of the weight sensor (130).

5. The railway flatcar according to claim 1, wherein, The weight sensor (130) has a clearance hole (130a) for avoiding the pin (122), and the weight sensor (130) is sleeved on the outside of the pin (122) through the clearance hole (130a).

6. The railway flatcar according to any one of claims 1-5, wherein, There are two bogies (120) and two weight sensors (130). The two bogies (120) are spaced apart along the length of the vehicle body (110), and the two weight sensors (130) are arranged in a one-to-one correspondence with the two bogies (120).

7. The railway flatcar according to any one of claims 1-5, further comprising: Positioning unit (150) is used for positioning; A display unit (160), mounted on the vehicle body (110) and electrically connected to the weight sensor (130), is used to display the weight values ​​detected by each weight detection point (130b) of the weight sensor (130); and A power supply unit (170) is installed on the vehicle body (110) and is electrically connected to the weight sensor (130), the positioning unit (150) and the display unit (160). It is used to supply power to the weight sensor (130), the positioning unit (150) and the display unit (160). The positioning unit (150) is installed on the power supply unit (170).

8. The railway flatcar according to claim 7 further includes a first support base (180), the first support base (180) comprising: Connector (181) is fixedly connected to the vehicle body (110); A support member (182) is fixedly connected to the connector (181) and is angled relative to the connector (181). The display unit (160) is disposed on the support member (182) and fixedly connected to the connector (181). A reinforcing member (183) is disposed below the support member (182) and is fixedly connected to the support member (182) and the vehicle body (110).

9. The railway flatcar according to claim 7, wherein, The power supply unit (170) includes: The second support (171) is installed on the vehicle body (110). A power generation component (172) is mounted on the second support base (171), and the positioning unit (150) is mounted on the power generation component (172); and The energy storage component (173) is installed on the power generation component (172) and is electrically connected to the power generation component (172), the display unit (160), the weight sensor (130) and the positioning unit (150).

10. The railway flatcar according to claim 9, wherein, The second support (171) includes: The first support member (1711) has a clamping groove (1711a), and the first support member (1711) is clamped to the vehicle body (110) through the clamping groove (1711a) and welded to the vehicle body (110); The second support member (1715) is fixedly connected to the first support member (1711), and the power generation component (172) is installed on the second support member (1715).

11. The railway flatcar according to claim 10, wherein, The first support member (1711) includes: First clamp (1712); The second clamping plate (1713) is parallel to the first clamping plate (1712) and is positioned along the height direction of the vehicle body (110). The second clamping plate (1713) and the first clamping plate (1712) are spaced apart to form the clamping groove (1711a); and The first connecting plate (1714) is connected to the first clamping plate (1712) and the second clamping plate (1713) and is set at an angle to the first clamping plate (1712). The second support member (1715) is fixedly connected to the second clamping plate (1713). The second support member (1715) includes: The second connecting plate (1716) is parallel to the first clamping plate (1712) and is fixedly connected to the first connecting plate (1714); and Two third connecting plates (1717) are spaced apart along the length of the vehicle body (110). The second connecting plate (1716) is connected to the two third connecting plates (1717). The power generation component (172) is fixedly connected to the third connecting plate (1717). The third connecting plate (1717) is fixedly connected to the first connecting plate (1714).

12. A railway vehicle, comprising: The railway flatcar (100) according to any one of claims 1-11.

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