198results about "Underframes" patented technology

The utility model belongs to the technical field of sleeper beam structures, and particularly relates to a railway vehicle sleeper beam structure which comprises a sleeper beam, a left supporting beam is fixedly connected to the left side of the sleeper beam, a right supporting beam is fixedly connected to the right side of the sleeper beam, the left supporting beam and the right supporting beam are the same in size, an upper through hole is formed in the sleeper beam, and a lower through hole is formed in the right side of the sleeper beam. The lower end of the sleeper beam is fixedly connected with a supporting column, the supporting column is provided with a lower through hole, the interior of the upper through hole is communicated with the interior of the lower through hole, the upper through hole is formed in the upper end of the lower through hole, the lower ends of the sleeper beam, the left supporting beam and the right supporting beam are each provided with a reinforcing mechanism, and the left supporting beam and the right supporting beam are each provided with a lifting rod mechanism. The front reinforcing block and the rear reinforcing block are connected to the front portion and the rear portion of the reinforcing rib respectively, the left supporting claw and the right supporting claw are connected to the left side and the right side of the reinforcing rib respectively, the stability of the reinforcing rib for connecting the sleeper beam, the left supporting beam and the right supporting beam is improved, protection on the sleeper beam, the left supporting beam and the right supporting beam is improved, and the probability of slag falling after long-time use is reduced.

To provide a thin structural member which contributes to the improvement of assemblability of a vehicle body, is light-weight and has high rigidity, and a railroad vehicle that forms a floor surface with an underframe structure with such a structural member.SOLUTION: A body bolster of a railroad vehicle includes: a plurality of radial ribs arranged radially from the center of a vertical load input unit and having a shape of a protrusion on the surface of a flat plate arranged horizontally with a curvature provided in the longitudinal or width direction of a vehicle more gently as it moves away from the center of the vertical load input unit; and a circular rib arranged intermittently around a vertical load input seating surface so as to overlap the plurality of radial ribs.SELECTED DRAWING: Figure 4

An underframe for a machine may have a first beam extending in a longitudinal direction and a second beam disposed generally parallel to and spaced apart from the first beam in a transverse direction. At least one of the first beam and the second beam may have a lower plate, an upper plate, and a web extending between the lower plate and the upper plate. The underframe may have a cross beam attached to the first and second beams. Further, the underframe may have a bracket transversely aligned with the cross beam. The bracket may include a first leg extending from the lower plate to the upper plate and attached to the web. The bracket may also include a second leg extending from the first leg, the second leg attached to the upper plate. The bracket and the cross beam may be disposed on opposite sides of the web.

The invention relates to a method for under-floor machining, wherein in a first method step (2) a first wheelset (10) or a first wheel (6) and in a second method step (3) a second wheelset (11) or a second wheel (7) is machined by means of a first tool (17), wherein a relative movement between a rail vehicle (1) and the first tool (17) is carried out between the first method step (2) and the second method step (3). According to the invention, in a third method step (4) a third wheelset (12) or a third wheel (8) and in a fourth method step (5) the first wheelset (10), a fourth wheelset (13), the first wheel (6) or a fourth wheel (9) is machined by means of a second tool (18), the second tool (18) being moved between the third method step (4) and the fourth method step (5) for a change in machining position. An increase in servicing and / or maintenance efficiency is thereby made possible.

According to the anti-collision railway vehicle body provided by the utility model, the structure of the chassis of the vehicle body is optimized; the chassis comprises boundary beams located on the left side and the right side respectively, a cross beam connected with the boundary beams on the two sides, end beams located on the front side and the rear side respectively, a sleeper beam connected with the boundary beams on the two sides, an aluminum floor laid above the cross beam and the sleeper beam, and a car coupler seat arranged below the aluminum floor, and the cross beam, the sleeper beam and the aluminum floor are arranged in a frame structure defined by the boundary beams and the end beams. The structural strength of the chassis is improved, the collision energy absorbing capacity of the chassis of the vehicle body is improved, and the anti-creeper is installed on the end beam located on the front side. The collision capacity is absorbed through the collision anti-creeper and the vehicle body, the vehicle body structure is not damaged at a certain collision speed of the vehicle, and the safety of the railway vehicle is greatly improved. The utility model further provides a railway vehicle with the anti-collision railway vehicle body.

The present application belongs to the field of rail transit, and particularly relates to a modular body suspension shunting locomotive, which comprises the following parts: a power source module, a chassis, a bogie and an undercarriage universal shaft; wherein the bogie is connected with and supports the chassis, the undercarriage universal shaft is connected with the chassis, and meanwhile, the undercarriage universal shaft is connected with the bogie, and the power source module is supported by the chassis; a driving device assembly module is arranged on the chassis, the driving device assembly module penetrates through the chassis and is connected with the undercarriage universal shaft, and meanwhile, the driving device assembly module is connected with the power source module, so that the locomotive moves. The present application uses a body suspension structure, sets a driving device assembly in the middle of the chassis and matches the original hydraulic transmission locomotive bogie interface, realizes the upgrading of the locomotive from hydraulic transmission to electric transmission technology on the basis of retaining the original hydraulic transmission locomotive chassis and bogie structure; and the components such as the converter and the power source are integrated into an independent box type unit, so that the upgrading and assembling efficiency of the locomotive is greatly improved.

The utility model discloses a two-way telescopic portable rail emergency vehicle which comprises an emergency vehicle frame. The emergency vehicle frame comprises a vehicle body, first sliding rails, a first vehicle frame, a second vehicle frame, a supporting plate and second sliding rails, the left end and the right end of the vehicle body are each provided with the two first sliding rails, the first vehicle frame is located on the front side of the vehicle body, the left end and the right end of the first vehicle frame are each provided with a driving wheel, the second vehicle frame is located on the rear side of the vehicle body, and the left end and the right end of the second vehicle frame are each provided with a driven wheel. The first vehicle frame and the second vehicle frame are staggered up and down, supporting plates are arranged at the left end and the right end of a transverse plate of the first vehicle frame and the left end and the right end of a transverse plate of the second vehicle frame correspondingly, second sliding rails are arranged on the surfaces of the supporting plates correspondingly, and the second sliding rails are longitudinally and slidably connected with the first sliding rails corresponding to the first sliding rails in the longitudinal position correspondingly. The space occupation of the rail emergency vehicle is reduced, the human labor investment is reduced, the portability and practicability of the rail emergency vehicle are greatly improved, and the efficiency of rail emergency rescue and construction operation is improved.

The utility model discloses a lower side beam assembly of a rail wagon and the rail wagon. The lower side beam assembly comprises a vertical part, a transverse part and a U-shaped part; the length directions of the vertical part, the transverse part and the U-shaped part are consistent with the length direction of the railway wagon; the vertical part is in a flat plate shape and is vertically arranged; the transverse part is in a flat plate shape and is horizontally arranged; one side of the transverse part is connected with one side of the vertical part through an arc-shaped structure, and the radian of the arc-shaped structure is larger than 85 degrees and smaller than 95 degrees. The plane of the upper surface of the transverse part is lower than the plane of the bottom surface of the vertical part; the U-shaped part is located below the transverse part, the transverse section of the U-shaped part is in a U shape, and an opening of the U shape faces the transverse part and is closed by the transverse part; the central face, perpendicular to the width direction, of the U-shaped part is perpendicular to the transverse part. The lower side beam assembly is favorable for reducing the self weight on the basis of stable structure, and is suitable for railway wagons for transporting large-size containers.

A railcar includes a frame configured to support a first container and a second container in an end-to-end configuration. The first bogie assembly is coupled to a first end of the frame such that movement of the frame is decoupled from the first bogie assembly, and the second bogie assembly is coupled to a second end of the frame such that movement of the frame is decoupled from the second bogie assembly. Thereby, twisting and bending of the railcar enables bending and twisting of the frame to maintain the first and second bogie assemblies in contact with the railway, especially when traveling along a bend or slope.

The invention relates to housings for arrangement on the car body of a rail vehicle, wherein the housing comprises a fundamentally cuboid-shaped, closed housing base body with two side walls, two end walls, an upper wall, and a lower wall, wherein the housing base body has an interior space in which electrical, electronic, and / or pneumatic devices can be arranged, is characterized in that it has four support arm sections with a respective mounting area for attaching the housing to supports of the car body, wherein the support arm sections are arranged completely outside the housing base body, and has two frame structures, each made of at least one metal profile, wherein the frame structures are each connected to two of the support arm sections and to edge areas of one of the side walls, the upper wall, and the lower wall, and wherein the frame structures are configuredtogether with the support arm sections, to fully bear the load of the housing body with devices arranged therein, or has two support arms each made of a continuous metal profile, wherein the support arms each form or are connected to two of the support arm sections, wherein the side walls are each made of a metal sheet in a trough shape, wherein a respective trough edge is connected to edge areas of at least the upper wall and the lower wall, wherein the support arms are each arranged on a concave inner surface of one of the side walls facing the interior of the housing and are connected to this side wall, and wherein the side walls are designed to partially bear the load of the housing body with the devices arranged therein.

The invention discloses a railway tank car with heat preservation and heat insulation functions for transporting liquid carbon dioxide. The railway tank car comprises an underframe assembly, a car accessory, a tank body assembly, a loading and unloading system and a tank body support assembly. The tank body assembly comprises a cylinder body, sealing heads are arranged at the two ends of the cylinder body respectively, overhauling assemblies are embedded in the sealing heads, and a transverse tank body base plate and a longitudinal tank body base plate are arranged at the bottom of the cylinder body; an upper support plate of a longitudinal support of the tank support assembly is connected with a longitudinal tank base plate, and the upper support plate is connected with a lower support plate through a longitudinal heat insulation plate; a transverse support of the tank support assembly comprises a web plate, a first supporting plate and a second supporting plate are arranged on the web plate, a first heat insulation plate is arranged on the first supporting plate, a second heat insulation plate is arranged on the second supporting plate, and the second heat insulation plate and the first heat insulation plate are both connected with a transverse tank base plate. The problems that an existing railway tank car heat preservation structure is difficult to manufacture and cannot meet the heat preservation and insulation requirements of liquid carbon dioxide transportation are solved.

The invention relates to the technical field of coal mine fully-mechanized coal mining equipment, in particular to a coal mine fully-mechanized coal mining face self-moving type equipment train. Rectangular grooves are formed in the front and rear sides of the middles of a plurality of sequentially-arranged supporting plates correspondingly, and rails are fixed to the front and rear ends of the top faces of the supporting plates; the rail clamping assembly comprises a base fixed to the middle of the bottom face of the flat car, rail clamping mechanisms with the top ends slidably clamped to the two sides of the middle of the base and a driving mechanism. Brake blocks are fixed to the bottoms of the rail clamping mechanisms. The third lug seats are fixed to the two sides of the middle of the top face of the bottom plate, the bottom ends of piston rods of the jacking oil cylinders are connected to the third lug seats, and the top ends of the piston cylinders are fixed to the bottom face of the flat car. The two ends of the trolley moving oil cylinder are connected to the first lugs corresponding to the two adjacent flat cars correspondingly. The two ends of the plate moving oil cylinder are connected to the second lug seats corresponding to the two adjacent supporting plates correspondingly. The rigid connecting piece is used for connecting two adjacent flat cars; the problem that the rail equipment train on the fully mechanized coal mining face is difficult to safely and efficiently move is well solved.

A chassis edge beam, a chassis structure and a rail vehicle. The chassis edge beam is an aluminum alloy profile structure that is integrally extruded and formed, and comprises a first-layer cavity, a second-layer cavity, a third-layer cavity and a fourth-layer cavity, which are sequentially stacked from top to bottom, wherein the top of the first-layer cavity is provided with a profile insertion structure, which is configured to be inserted in and welded to a side wall of a vehicle body; a profile lap-joint structure with an opening facing an inner side of the vehicle body is formed at an upper edge of an inner side face of the second-layer cavity; and the third-layer cavity has two square-shaped cavities arranged side by side, and a transverse wall of the bottom of each square-shaped cavity is thickened, so as to be used to form a planar structure for mounting an under-vehicle apparatus, an anti-yaw damper and an under-vehicle apparatus compartment, and for connecting a bogie to the vehicle body. The chassis edge beam can meet limiting requirements of different vehicle limits at home and abroad for the outer contour of a vehicle body structure, and can be flexibly fit with vehicle body structures having different vehicle widths.

The utility model discloses an end chassis of a railway transport vehicle and the railway transport vehicle. The end chassis comprises a rear end beam assembly, a traction beam assembly, a sleeper beam web and a lower cover plate assembly. The rear end beam assembly comprises a rear end beam web; the traction beam assembly comprises a first traction beam web and a second traction beam web; two groups of sleeper beam webs are arranged; each group of sleeper beam web plates comprises two web plates, and each group of sleeper beam web plates is vertically connected with one side of the first traction beam web plate and one side of the second traction beam web plate respectively; the lower cover plate assembly comprises a middle part, a first extension part, a second extension part, a first side wing part and a second side wing part; one end of the first extension part away from the middle part is connected with the rear end beam web; the first extension part, the middle part and the second extension part are all connected with the traction beam assembly; the first side wing part and the second side wing part are respectively connected with the sleeper beam web. The end chassis of the railway transport vehicle is suitable for a lengthened railway transport vehicle to transport large-size double-layer containers.

The utility model discloses a sectional material vibration attenuation structure based on particle damping and a rail train, the sectional material vibration attenuation structure comprises a chassis sectional material of a train body, a plurality of particle dampers are arranged on the upper surface and / or the lower surface of the chassis sectional material, each particle damper comprises a shell and damping particles filled in the shell, and the damping particles are arranged on the upper surface and / or the lower surface of the chassis sectional material. Acoustic radiation energy and / or vibration energy is consumed by the impact and friction between the damping particles. According to the utility model, the full-band vibration magnitude can be effectively reduced, the full-band sound insulation index is improved, the comfort level of passengers in the vehicle is improved, the influence of temperature is avoided, the original structure of the vehicle body is not changed, and the installation is convenient.

The present application provides a kind of rail vehicle cleaning device, including sliding mechanism and underframe, sliding mechanism travels along parallel track, underframe is arranged on sliding mechanism, and underframe is used to carry vehicle body;Sliding mechanism includes four track wheels and two connecting side frames, connecting rod is erected between two connecting side frames, rocker is fixedly connected on connecting rod, and rocker is used to carry underframe;Underframe includes bottom plate and single hole block, the bottom surface of bottom plate is provided with connecting frame, three-way pipe is fixedly connected on connecting frame, two ends of three-way pipe are fixedly connected with gas collecting pipe, first air conditioning valve and windward pipe, the opening direction of windward pipe is towards the direction of travel of track wheel, filter screen is inlaid in the opening of windward pipe, the other end of three-way pipe is fixedly connected with shunt pipe, and two ends of shunt pipe are each provided with one second air conditioning valve;The two ends of bottom plate are fixedly connected with air jet pipe, and air jet is used to clean track impurities, with the characteristics of improving track vehicle running stability and reducing maintenance cost.

A method for manufacturing a multiple axle railcar utilizing a non-stressed span bolster is disclosed. The span bolster supports the load of the railcar using camber to efficiently distribute the load from the railcar among the truck assemblies and axles. The manufacturing method discloses the fabrication and layout of a span bolster where non-stressed camber is incorporated into the structural elements of the span bolster. The camber is produced geometrically by parallelogram shaped plates supporting the weight of the railcar. The amount of camber may be modified for different load ratings. The railcar and span bolster are constructed of alloy steel to minimize railcar tare weight and maximize load capacity.

The invention particularly relates to a heavy oil tank truck for a narrow gauge railway, and solves the problems that the existing domestic standard oil tank truck is poor in axial deformation resistance, more in weld joints at key stress positions of a traction beam lower cover plate and a sleeper beam lower cover plate, insufficient in steam heating efficiency and low in cost. The arrangement of a steam collecting joint of the heating pipe is unreasonable; and a steam inlet pipeline is connected with external heating equipment in a threaded connection manner, so that the operation is tedious. The traction and bolster connecting base plate matched with the length of the tank body is arranged at the bottom of the tank body in the axial direction, and the axial deformation resisting capacity is improved through the thickened wall thickness of the tank body; the traction beam lower cover plate is of an integrated structure, a sleeper beam web is connected to a wing plate of the traction beam lower cover plate, and weld joints at key stress positions are reduced. A steam inlet pipe of the steam heating assembly is connected with external heating equipment through a quick coupler, and an external heating groove heats a heating blind area at the bottom of the tank body and forms internal and external heating with a calandria type heater, so that the heating efficiency is improved.

Compared with an existing structure, the traction beam structure suitable for flexible marshalling has the advantages that the structural form, the welding heat influence, the welding manufacturability, the production manufacturability, the material selection, the compatibility of related systems and other aspects are comprehensively considered, reasonable design is carried out, under the condition that the structural strength is guaranteed, the occupied space of the structure is reduced, and the construction cost is reduced. And the existing system interface is compatible, the flexible marshalling requirement is met, and the blank that flexible marshalling cannot be achieved due to the structure is filled.

The application discloses a shooting device on a roller coaster, which comprises a connecting piece, an assembling groove arranged on the connecting piece, a fixed plate fixed on the connecting piece and located at the left and right side walls of the assembling groove, a magnetic plate assembly assembled on the fixed plate, and a trolley plate arranged on one side of the connecting piece; the shooting device is installed on a roller coaster frame of the roller coaster. Further, the trolley plate is connected to the bottom of the connecting piece, and a connecting recess is arranged at the connecting position of the trolley plate and the connecting piece; a first installation corner which can be clamped in the connecting recess is arranged on one side of the connecting piece below the assembling groove. The shooting device on the roller coaster is provided with the trolley plate, the trolley plate has magnetism, electromagnetic conversion is used to act on the trolley plate, the trolley plate can run forward, and the roller coaster is pushed to complete shooting start. The trolley plate is fixed on the roller coaster frame, so that the roller coaster does not need to be combined with a car feeding mechanism to push the roller coaster out to start shooting.

The invention relates to the technical field of railway vehicles, and provides a vehicle chassis and a vehicle. The vehicle chassis comprises a chassis main body, a mounting structure and a supporting structure; the mounting structure is arranged at one end of the chassis body, the first side of the mounting structure is suitable for being connected with a cab framework, the supporting structure is connected with the second side of the mounting structure, the first end of the supporting structure is suitable for corresponding to the anti-creeping energy absorption device, the second end of the supporting structure is connected with the chassis body, and the supporting structure is connected with the cab framework through the mounting structure; the anti-creeping energy-absorbing device is supported through the supporting structure, so that the supporting strength of the anti-creeping energy-absorbing device is met, and meanwhile the advantages that the number of parts is small, and distribution is concentrated are achieved.

A running gear for a rail vehicle with a supporting structure, which has at least a first longitudinal member and a second longitudinal member and at least a first cross member and to which at least a first wheel and a second wheel are rotatably connected, and with at least a first motor and at least a first transmission coupled to the at least first motor, which are coupled to at least the first wheel for torque transmission, wherein the at least first motor is inserted into a first opening of the first longitudinal member, where an idler pair is formed from the first wheel and the second wheel, such that the available installation space budget can thus be enlarged.

The application discloses a bottom frame of a rail vehicle and an end frame of the rail vehicle, wherein the end frame comprises a coupler seat, a traction beam group installed on the coupler seat, the traction beam group comprising a first traction beam, a second traction beam and two third traction beams, the first traction beam and the second traction beam being respectively located on longitudinal two sides of the coupler seat, and the two third traction beams being respectively located on transverse two sides of the coupler seat; a buffer beam, one end of the first traction beam away from the coupler seat in the longitudinal direction being connected with the buffer beam; two side beams, the two side beams being spaced apart along the transverse direction, transverse two ends of the buffer beam being respectively connected with the two side beams, and one end of the third traction beam away from the coupler seat in the transverse direction being connected with the corresponding side beam; and a bolster, transverse two ends of the bolster being respectively connected with the two side beams, and one end of the second traction beam away from the coupler seat in the longitudinal direction being connected with the bolster.

The utility model discloses an underpinning type air track transport vehicle and transport system, the underpinning type air track transport vehicle is connected below a bogie assembly of an air track and comprises a frame assembly and two underpinning assemblies, the frame assembly comprises a middle beam and two sleeper beams oppositely connected to the middle beam, and the two underpinning assemblies are connected to the two sleeper beams. The two sleeper beams are connected with the two bogie assemblies correspondingly and located below the bogie assemblies. The two bottom supporting assemblies are oppositely connected with the two sleeper beams, located below the sleeper beams and used for abutting against the bottom of the material box. Wherein a discharging opening is formed in the bottom of the material box. The bottom supporting assembly abuts against the bottom of the material box, the material box can move along with the bottom supporting type aerial rail transport vehicle, and the problem that an existing funnel type material box cannot be connected to the aerial rail transport vehicle in a suspended mode is solved.

The invention relates to a lightweight railway operation platform which comprises a chassis, a wheel set connected to the lower portion of the chassis, a front enclosure connected to the front portion of the upper portion of the chassis, a seat connected to the rear portion of the upper portion of the chassis and side frames connected to the left side and the right side of the upper portion of the chassis. A brake mechanism is arranged in a side frame beside the seat, the chassis comprises a high-strength hollow rectangular aluminum alloy frame structure and a carbon fiber bottom plate fixed to the upper surface of the hollow rectangular aluminum alloy frame structure, and the high-strength hollow rectangular aluminum alloy frame structure comprises a front cross beam, a rear cross beam and a plurality of longitudinal beams clamped between the front cross beam and the rear cross beam. The two longitudinal beams on the left side and the right side of the longitudinal beam adopt inverted-U-shaped sections, the inverted-U-shaped sections are clamped into and lock the wheel set bases, and the longitudinal beams with the inverted-U-shaped sections on the left side and the right side form lateral frame beams at the same time, so that two persons can quickly carry the vehicle to go up and down a road, the dependence on large hoisting equipment is thoroughly eliminated, and the deployment efficiency is greatly improved.

To provide a fastening seat structure which maintains smoothness of an underframe upper surface without an increase in weight nor making the center of gravity of a vehicle body high, and can adjust a fastening position.SOLUTION: In a fastening seat structure 1, a mounting part 2 for mounting an internal object is arranged on a lower side of an upper surface plate 8a of an underframe. An operation part 4 is fixed onto an upper side of the upper surface plate 8a integrally with the mounting part 2 through a spacer 6 having the almost same thickness dimension as the upper surface plate 8a. The mounting part 2 is provided along position adjusting long holes 8a3 to be horizontally possible, and is configured so as to be fastened to the upper surface plate 8a by screws 10 after positioning. The internal object is fastened to first fastening holes 2a of the mounting part 2 through insertion holes 8a1 of the upper surface plate 8a.SELECTED DRAWING: Figure 2

The invention relates to the field of railway vehicles, and provides a vehicle body chassis, a vehicle body and a railway vehicle. The vehicle body floor is located below the built-in floor, and a first air duct is arranged between the vehicle body floor and the built-in floor; and the air supply device communicates with the first air duct. The space between the interior floor and the vehicle body floor is used as the first air duct, the space under the vehicle is not occupied, and the problem that the vehicle floor structure limits air duct arrangement and affects motor cooling is solved. The inner cavity of the profile is designed to be a ventilation channel of equipment cooling air, an air channel can be naturally formed, airflow can be accurately guided, and the profile is perfectly matched with the installation environment with the limited space. The problems that a traditional vehicle body chassis is limited by the vehicle section size, a floor structure restricts air duct arrangement, the air supply cooling effect of air equipment is affected, and the risk that the working temperature of the equipment is too high or even the equipment is burnt out is easily caused are solved.

The invention relates to the field of locomotives, in particular to a modularized frame of a new energy locomotive. The car frame comprises a car frame middle beam, a car frame end module, a car coupler frame box module, a traction pin beam module and a car frame auxiliary supporting beam. The vehicle frame is characterized in that the vehicle frame middle beam serves as a main bearing beam of the vehicle frame and is arranged in the longitudinal direction of the vehicle frame, the interior of the vehicle frame middle beam is of a box-shaped cavity structure, and the cavity is divided into an independent traction motor cooling air channel, an independent locomotive balance weight cavity and an independent traction converter cabinet cooling air channel through partition plates; the frame end modules are installed at the front end and the rear end of the frame middle beam. The traction motor cooling air duct, the locomotive counterweight chamber and the traction converter cabinet cooling air duct are integrated in the inner cavity of the frame middle beam, so that high function integration is realized, and the layout of equipment on the locomotive is optimized. The frame is divided into the frame middle beam, the frame end modules, the car coupler frame box modules, the traction pin beam modules and the frame auxiliary supporting beams, so that the modularization level is improved, and production, manufacturing and maintenance are facilitated.

The application discloses a rail transit vehicle body underframe structure, a vehicle body and a rail vehicle, which comprises an upper structure and a lower structure, the upper structure frame beam comprises a left middle longitudinal beam and a right middle longitudinal beam, the lower structure comprises a lower bottom plate, the middle and both sides of the lower bottom plate are provided with a sealed cavity, the left middle longitudinal beam and the right middle longitudinal beam are connected with the corresponding side of the lower bottom plate through upper and lower layer connecting plates, the lower bottom plate, the left middle longitudinal beam, the right middle longitudinal beam and the upper and lower layer connecting plates jointly enclose a box type force transmission structure, a traction seat and a coupler mounting seat are installed in the box type force transmission structure, the upper two sides of the traction seat are connected with the left middle longitudinal beam and the right middle longitudinal beam respectively, and the lower part of the traction seat is connected with the sealed cavity in the middle of the lower bottom plate, the upper two sides of the coupler mounting seat are connected with the left middle longitudinal beam and the right middle longitudinal beam through the upper connecting plate, and the lower two sides of the coupler mounting seat are connected with the sealed cavities on the both sides of the lower bottom plate through the lower connecting plate. The vehicle body underframe structure has high strength, high rigidity and light weight.

A railcar includes a frame configured to support a first container and a second container in an end-to-end configuration. A first truck assembly is coupled to a first end of the frame so that movement of the frame is decoupled from the first truck assembly, and a second truck assembly coupled to a second end of the frame so that movement of the frame is decoupled from the second truck assembly. Accordingly, the torsional and bending of the railcar is such that the frame can bend and twist to maintain the first and second truck assemblies in contact with a railway, in particular, when traveling along curves or grades.