## 1 Introduction  
During railway transportation, the stress state of tank containers, especially the frame, will be drastically changed due to impact from transport vehicles, accompanied by high local stresses, which may lead to damage to the frame in the form of strength failure and affect the safety of tank containers. Therefore, it is essential to analyze the stress and deformation of the frame under impact to ensure that it meets the corresponding specifications. Furthermore, reducing the weight of the frame while maintaining its safety can save transportation costs, which also has a high significance in engineering applications. Studies on tank containers have been extensively performed. [PERSON] et al. [1] introduced a novel technique for determining the vacuum pressure of tank containers: measuring the temperature (T0) of the outside surface of the multilayer insulating material. The vacuum pressure tank containers with multilayer insulation material can be easily and consistently monitored using this technology. [PERSON] et al. [2] used three different types of experiments--prototype, field, and self-pressurization experiments--to examine how ship motion affected the pressurization and holding time of LNG tank containers. [PERSON] et al. [3] assessed the movement of semitrailer vehicles carrying tank containers during and right after forceful braking. They also conducted a comparison between tank containers that had breakwater plates and those that did not. [PERSON] et al. [4] addressed the feasibility of using a tank container as the fuel tank for an LNG-fueled ship and investigated the advantages of doing so. Additionally, static analysis of the structure using the finite element method and the impact test was performed. [PERSON] et al. [5] carried out a transportation test for LNG tank containers in order to evaluate the safety of LNG tank container transportation on waterways. The test findings show that the LNG tank container's pressure increased gradually throughout waterway transportation, staying within a safety range. [PERSON] et al. [6; 7; 8] discovered that fittings' impact interaction with corner castings causes increased stresses in both containers and the flat wagon's structural components. To decrease the impact loads, it was suggested that fittings were filled with viscous or viscoelastic compounds with dumping or anticorrosive qualities. Furthermore, because of the potential for movements of the tank container in relation to the flat wagon frame because of a technological gap in the pair \"fitting stop-fitting\", the acceleration exceeds that allowed by the regulatory standards. A 3D finite element model was created by [PERSON] et al. [9] to simulate the shape and real layups of the wound and infused composite layers of the tank. In addition to the normative load instances, coupled Eulerian-Lagrangian analyses were used to perform the FE simulation of the dynamic crash test. The finite element research was carried out under various design loads and operating conditions by [PERSON] et al. [10], who provided a thorough method for figuring out the scantling size of the LNG-type 20 ft ISO container. According to [PERSON] et al. [11], the highest value of the stresses can be significantly reduced by altering parameters like the plate and skirt thickness and then acting on the arrangement of the corner supports. This improves the distribution of stiffness in the structure and reduces the weight of the tank container, albeit slightly. Real holding time testing was conducted on ISO LNG tank containers by [PERSON] et al. [12]. The internal pressure of the LNG tank container immediately increased upon LNG filling, then it decreased throughout container movement, according to the results. But with time, it stabilized and began to follow the graph of liquid-vapor equilibrium. In order to determine how dynamic qualities depend on factors such as amplitude, frequency, gap size, and others, [PERSON] et al.