A bridging cover applied to an integrated under-vehicle equipment system

Abstract

The present invention discloses a bridging cover applied to a combined under-vehicle equipment system. The combined under-vehicle equipment system includes functional equipment, and the functional equipment includes an equipment housing having a first outer contour surface. The bridging cover is located on one or both longitudinal sides of the functional equipment and has a second outer contour surface. The first outer contour surface and the second outer contour surface are combined to form the under-vehicle outer contour surface of the rail vehicle. The bridging cover includes a bottom member and two side members, and the two side members are spaced apart in the transverse direction. At least one of the side member and the bottom member is used to be connected to the equipment housing. In the above solution, the bridging cover is located on one or both longitudinal sides of the functional equipment and is used to cover the area under the vehicle where no functional equipment is provided. The bridging cover has a second outer contour surface, and the second outer contour surface can directly participate in forming the under-vehicle outer contour surface.

Description

Technical Field

[0001] The present invention relates to the technical field of rail vehicles, and particularly relates to a bridging cover applied to an integrated under-vehicle equipment system. Background Art

[0002] Rail vehicles include a car body system and an under-vehicle equipment system. Among them, the car body system includes a chassis, carriages, etc., and is used to form the upper structure of the rail vehicle.

[0003] Please refer to Figure 1 , Figure 1 which is a structural schematic diagram of a specific implementation manner of the under-vehicle equipment system of a rail vehicle in the related art.

[0004] As Figure 1 shown, in the related art, the under-vehicle equipment system 01 includes functional equipment 011 and an equipment cabin 012. The functional equipment 011 refers to various auxiliary equipment installed below the chassis 02, such as an inverter, an air-conditioning unit, etc. These functional equipment 011 are all equipped with an equipment shell 011a, and the equipment shell 011a is fixedly installed on the chassis 02 to realize the installation and fixation of each functional equipment 011 in the car body system. The equipment cabin 012 is also fixedly installed on the chassis 02 and can cover each functional equipment 011, so as to protect each functional equipment 011. The outer wall surface of the equipment cabin 012 has a conformal design, which can improve the smoothness of the under-vehicle contour of the rail vehicle, and thus can reduce air resistance.

[0005] The equipment cabin 012 is configured with a cabin door 012a, and the equipment shell 011a is also configured with a box door 011b. When maintenance operations need to be performed on the functional equipment 011, the staff can open the cabin door 012a and the box door 011b in sequence, and then perform maintenance operations on the corresponding functional equipment 011. Summary of the Invention

[0006] The object of the present invention is to provide a bridging cover applied to an integrated under-vehicle equipment system. The bridging cover is located on one or both longitudinal sides of the functional equipment in the integrated under-vehicle equipment system and is used to cover the area under the vehicle where no functional equipment is provided. The bridging cover has a second outer contour surface, and the second outer contour surface can directly participate in forming the under-vehicle outer contour surface.

[0007] To solve the above technical problems, the present invention provides a bridging cover applied to a combined under-vehicle equipment system. The combined under-vehicle equipment system includes functional equipment, and the functional equipment includes an equipment housing having a first outer contour surface. The bridging cover is located on one or both longitudinal sides of the functional equipment. The bridging cover has a second outer contour surface, and the first outer contour surface and the second outer contour surface are combined to form the under-vehicle outer contour surface of the rail vehicle. The bridging cover includes a bottom member and two side members. The two side members are spaced apart transversely, and at least one of the side member and the bottom member is used to connect to the equipment housing.

[0008] The combined under-vehicle equipment system is a completely new under-vehicle equipment system. Specifically, it combines the functional equipment and the equipment compartment in the related art. By performing a conformal design on the equipment housing of the functional equipment, the equipment housing of the functional equipment can have a first outer contour surface, and this first outer contour surface can directly participate in forming the under-vehicle outer contour surface. In this way, the equipment compartment in the related art can be omitted, the redundancy of the under-vehicle equipment system can be reduced, the utilization rate of the under-vehicle space can be improved, at the same time, the vehicle weight can be reduced, and the maintenance can be facilitated.

[0009] The bridging cover provided by the present invention is located on one or both longitudinal sides of the functional equipment and is used to cover the area under the vehicle where no functional equipment is provided. The outer wall surface of the bridging cover can also be subjected to a conformal design so that the bridging cover has a second outer contour surface. The first outer contour surface and the second outer contour surface can be combined to form the under-vehicle outer contour surface to improve the smoothness during the operation of the rail vehicle, and further reduce the running resistance during the operation of the rail vehicle.

[0010] Optionally, the bottom member includes a slide rail and a second bottom plate. The slide rail can be fixedly installed on the longitudinal side of the equipment housing, and the second bottom plate is slidably assembled on the slide rail.

[0011] Optionally, the second bottom plate includes a plurality of sub-plates arranged transversely. A third sealing member is provided between adjacent sub-plates, and adjacent sub-plates are in contact through the third sealing member.

[0012] Optionally, the bottom member further includes a lower side beam. The lower side beam is located on the transverse side of the slide rail, and the lower side beam is connected to the slide rail.

[0013] Optionally, it further includes an adapter plate. The adapter plate includes a first plate portion and a second plate portion. The first plate portion and the second plate portion are arranged at an angle. The first plate portion is connected to the slide rail, and the second plate portion is connected to the lower side beam.

[0014] Optionally, the lower side beam and the second plate part are connected by connecting bolts, and the lower side beam is further provided with an anti-rotation member that can limit the rotation of the connecting bolts.

[0015] Optionally, a fourth sealing member is further included, and the fourth sealing member is used to seal the gap between the lower side beam and the second bottom plate.

[0016] Optionally, a second locking member is further included, and the second locking member can lock the second bottom plate to the lower side beam.

[0017] Optionally, the second locking member includes a locking pin and a lock cylinder seat. The lock cylinder seat is fixedly installed on the second bottom plate. The locking pin is installed in the lock cylinder seat and can displace relative to the lock cylinder seat; and / or, the second locking member includes a locking bolt, a locking block and a locking rope. The head of the locking bolt is provided with a locking hole extending along its radial direction. The locking block is fixedly arranged. The locking rope can penetrate through the locking hole, and the locking rope can be connected to the locking block.

[0018] Optionally, a pressing member is further included, and the pressing member is used to press the second bottom plate in the vertical direction.

[0019] Optionally, the pressing member includes a pressing wheel. The pressing wheel is installed on the slide rail. The second bottom plate is provided with a protruding portion, and the pressing wheel is used to abut against the protruding portion in the vertical direction.

[0020] Optionally, the side member is rotatably assembled to the bottom member; or, the side member can be rotatably assembled to the underframe of the rail vehicle.

[0021] Optionally, a fifth sealing member is further included, and the fifth sealing member is used to seal between the side member and the bottom member, between the side member and the equipment shell, and between the side member and the underframe.

[0022] Optionally, the side member is provided with a second locking member, and the underframe is provided with a second locking and engaging member. The cooperation of the second locking member and the second locking and engaging member can lock or unlock the side member. Description of the Drawings

[0023] Figure 1 It is a schematic structural diagram of a specific implementation manner of the under-vehicle equipment system of a rail vehicle in the related art;

[0024] Figure 2 It is a simplified lateral cross-sectional view of the rail vehicle provided by the present invention;

[0025] Figure 3 It is a partial structural diagram of the integrated under-vehicle equipment system provided by the present invention;

[0026] Figure 4 Connection structure diagram of the skeleton, the first bottom plate and the inspection door;

[0027] Figure 5 is Figure 4 Schematic diagram of the structure of the middle skeleton;

[0028] Figure 6 is Figure 5 Partial enlarged view of area A in the middle;

[0029] Figure 7 is Figure 4 Schematic diagram of the structure of the first bottom plate in the middle;

[0030] Figure 8 is Figure 7 Cross-sectional view in the B-B direction;

[0031] Figure 9 is Figure 7 Cross-sectional view in the C-C direction;

[0032] Figure 10 is Figure 4 Schematic diagram of the structure of the inspection door in the middle;

[0033] Figure 11 Relative position diagram of the equipment system under the vehicle and the underframe;

[0034] Figure 12 is Figure 11 Partial enlarged view of area D in the middle;

[0035] Figure 13 is Figure 12 Schematic diagram of the structure of the deformation scheme of;

[0036] Figure 14 Schematic diagram of the air intake scheme of the functional equipment;

[0037] Figure 15 Schematic diagram of another air intake scheme of the functional equipment;

[0038] Figure 16 Schematic diagram of the structure of a specific implementation manner of the bridging cover;

[0039] Figure 17 is Figure 16 Connection structure diagram of the bottom member and the first bottom plate in the middle;

[0040] Figure 18 is Figure 17 Schematic diagram of the structure of the deformation scheme of;

[0041] Figure 19 is Figure 16 Cross-sectional view in the transverse direction of;

[0042] Figure 20 is Figure 19 a partial enlarged view of area E in ;

[0043] Figure 21 is Figure 19 a partial enlarged view of area F in ;

[0044] Figure 22 is a connection structure diagram of a slide rail and a lower side beam;

[0045] Figure 23 is a connection structure diagram of an adapter plate and an anti-rotation member;

[0046] Figure 24 is a structural schematic diagram of a specific implementation manner of a second locking member;

[0047] Figure 25 is Figure 24 a structural schematic diagram of the connection of the second locking member to the second bottom plate and the lower side beam in ;

[0048] Figure 26 is a structural schematic diagram of another specific implementation manner of the second locking member;

[0049] Figure 27 is Figure 26 a structural schematic diagram of the connection of the second locking member to the second bottom plate and the lower side beam in .

[0050] Figure 1 The reference numeral descriptions in are as follows:

[0051] 01 Underbody equipment system, 011 Functional equipment, 011a Equipment shell, 011b Box door, 012 Equipment compartment, 012a Compartment door, 02 Underframe.

[0052] Figures 2 - 27 The reference numeral descriptions in are as follows:

[0053] 1 Car body system, 1a Outer contour surface of the car body, 11 Underframe, 111 Connecting member, 112 Underframe side beam;

[0054] Under-vehicle equipment system, 2a under-vehicle outer contour surface, 2a-1 first outer contour surface, 2a-2 second outer contour surface, 21 functional equipment, 211 equipment housing, 211-1 transition cavity, 211a maintenance door, 211a-1 first sealing component, 211a-2 first locking component, 211a-3 second sealing component, 211a-4 first ventilation opening, 211a-5 second hinge cylinder, 211b framework, 211b-1 transverse side frame, 211b-1a upper side beam, 211b-1b transition side beam, 211b-1c locking hole, 211b-2 top frame, 211b-3 longitudinal side frame, 211b-4 connecting seat, 211b-5 first accommodating groove, 211c first bottom plate, 211c-1 bottom wall, 211c-2 transverse side wall, 211c-2a second accommodating groove, 211c-2b first hinge cylinder, 211c-3 longitudinal side wall, 211c-3a mounting interface, 211d inspection opening, 211e covering plate, 211e-1 partition board, 211e-1a second ventilation opening, 22 bridging cover, 221 bottom member, 221a slide rail, 221a-1 transverse plate portion, 221a-1a sliding engagement portion, 221a-2 vertical plate portion, 221b second bottom plate, 221b-1 split plate, 221b-2 third sealing component, 221b-3 protruding portion, 221c lower side beam, 221c-1 anti-rotation component, 221c-1a clamping groove, 222 side member, 222a fifth sealing component, 222b third locking component, 224 adapter plate, 224a first plate portion, 224b second plate portion, 225 connecting bolt, 226 fourth sealing component, 227 second locking component, 227a locking pin, 227a-1 pin portion, 227a-2 handle portion, 227b lock cylinder seat, 227b-1 grooved track, 227c locking bolt, 227c-1 locking hole, 227d locking block, 227e locking rope, 227f lock nut, 227g lock plate seat, 228 pressing component, 228a pressing wheel;

[0055] I first chamber, II second chamber, III outer space. Detailed implementation manners

[0056] In order to enable those skilled in the art to better understand the technical solutions of the present invention, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0057] In the embodiments of the present invention, the terms "first", "second", "third", "fourth", and "fifth" are only used for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, features defined with "first", "second", "third", "fourth", and "fifth" may explicitly or implicitly include one or more of such features.

[0058] In the description of the embodiments of the present invention, it should be noted that unless otherwise clearly specified and defined, the terms "installed", "connected", and "coupled" should be understood in a broad sense. For example, "connected" can be a detachable connection or a non-detachable connection; it can be a direct connection or an indirect connection through an intermediate medium.

[0059] The orientation terms mentioned in the embodiments of the present invention, such as "longitudinal", "lateral", "vertical", "inner", "outer", etc., are the orientation and positional relationships defined with reference to the rail vehicle. Among them, "longitudinal" refers to the running direction of the rail vehicle and also the length direction of the rail vehicle; "lateral" refers to the width direction of the rail vehicle, and "lateral" is perpendicular to "longitudinal"; "vertical" refers to the height direction of the rail vehicle and also the up and down direction.

[0060] In the description of the embodiments of the present invention, unless otherwise specified in the present invention, the "plurality" described in the present invention means two or more. And when using "plurality" to represent the quantity of several components, it does not represent the mutual relationship in quantity of these components.

[0061] In the description of the embodiments of the present invention, the term "comprising", "including" or any other variant thereof is intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements not only includes those elements, but also includes other elements not expressly listed, or also includes elements inherent to such process, method, article or device. Without further limitation, an element defined by the statement "including one..." does not exclude the existence of additional identical elements in the process, method, article or device including that element.

[0062] In the embodiments of the present invention, "and / or" is merely a description of the association relationship of associated objects, indicating that three relationships may exist. For example, A and / or B may represent: A exists alone, A and B exist simultaneously, and B exists alone. In addition, the character " / " in this article generally represents an "or" relationship between the associated objects before and after.

[0063] Please refer to Figure 2 , Figure 2 which is a simplified cross-sectional view of the lateral direction of the rail vehicle provided by the present invention.

[0064] As Figure 2 shown, the present invention provides a rail vehicle, including a car body system 1 and an undercarriage equipment system 2.

[0065] The car body system 1 includes a car body frame, carriages, etc., and is used to form the upper structure of a rail vehicle. The car body system 1 has an outer contour surface 1a of the car body (the thickened lines in the attached drawings). The undercarriage equipment system 2 is located below the car body system 1 and is used to arrange the functional equipment of the rail vehicle, such as an inverter, an air-conditioning unit, an undercarriage water tank, a sewage tank, a battery box, etc. The undercarriage equipment system 2 has an outer contour surface 2a of the undercarriage (the thickened lines in the attached drawings).

[0066] The car body contour surface 1a and the undercarriage outer contour surface 2a jointly form the outer contour of the rail vehicle. In specific practice, both the car body contour surface 1a and the undercarriage outer contour surface 2a adopt a conforming design to optimize the outer contour of the rail vehicle, so as to improve the smoothness of the rail vehicle during operation and further reduce the air resistance during the operation of the rail vehicle.

[0067] Here, the embodiments of the present invention do not limit the specific shapes of the outer contour surface 1a of the car body and the outer contour surface 2a of the undercarriage. In practical applications, those skilled in the art can determine them in combination with actual needs and certain simulation tests, etc. Generally speaking, on the basis of meeting requirements such as height limit and width limit, the outer contour surface 1a of the car body and the outer contour surface 2a of the undercarriage should be designed as streamlined as possible to greatly reduce the running resistance and wear of the rail vehicle.

[0068] As described in the background art section, in the related art, the undercarriage equipment system includes functional equipment and an equipment compartment. The functional equipment has an independent equipment shell, and the equipment compartment can cover and shield the functional equipment. The outer wall surface of the equipment compartment can form the outer contour surface of the undercarriage.

[0069] In this solution, the undercarriage equipment system 2 actually has two layers of shells, namely the equipment compartment and the equipment shell, which has a certain redundancy in structure. When it is necessary to repair the functional components in the functional equipment, it is necessary to open the equipment compartment and the equipment shell successively, which is not conducive to improving the repair efficiency itself. And considering factors such as the openability requirements of the inspection doors provided on the equipment shell, there will be space waste both vertically and horizontally for the equipment compartment and the functional equipment, resulting in a relatively low utilization rate of the undercarriage space.

[0070] In response to this, the embodiments of the present invention also provide a combined undercarriage equipment system, which can integrate the functional equipment and the equipment compartment. By performing a conforming design on the equipment shell of the functional equipment, the equipment shell of the functional equipment can directly participate in forming the outer contour surface 2a of the undercarriage. A bridging cover can be arranged on one or both longitudinal sides of the functional equipment to cover the area where no functional equipment is provided under the car body. The outer wall surface of the bridging cover can also be subjected to a conforming design, so that the bridging cover can also directly participate in forming the outer contour surface 2a of the undercarriage.

[0071] By adopting this solution, the equipment compartment in the related technology can be omitted, the number of components can be reduced, and the redundancy of the under-vehicle equipment system 2 can be decreased. Through verification with a specific vehicle model, when the solution in the embodiment of the present invention is adopted, the reduction in the number of under-vehicle components can reach 15%, and the reduction in the number of components is very significant. Moreover, due to the reduction in the number of under-vehicle components, the available space under the vehicle is expanded, which facilitates the installation and layout of functional devices. At the same time, it is also beneficial to reduce the weight of the rail vehicle to meet the design requirements of vehicle lightweighting.

[0072] When maintenance operations need to be carried out, the staff only need to open this layer of the housing of the equipment shell, and then they can perform maintenance on the relevant functional devices, and the maintenance efficiency can be improved. Moreover, since there is only this layer of the housing of the equipment shell, the staff do not need to go too deep into the interior of the under-vehicle equipment system to contact the relevant functional devices, the space for maintenance operations is expanded, and the convenience of maintenance can also be improved.

[0073] Please refer to Figures 3 - 15 , Figure 3 which is the partial structure diagram of the integrated under-vehicle equipment system provided by the present invention, Figure 4 is the connection structure diagram of the skeleton, the first bottom plate and the maintenance door, Figure 5 is Figure 4 the schematic structural diagram of the middle skeleton, Figure 6 is Figure 5 the partial enlarged view of area A in Figure 7 is Figure 4 the schematic structural diagram of the first bottom plate in Figure 8 is Figure 7 the sectional view in the B-B direction of Figure 9 is Figure 7 the sectional view in the C-C direction of Figure 10 is Figure 4 the schematic structural diagram of the maintenance door in Figure 11 is a relative position diagram of the under-vehicle equipment system and the car body frame, Figure 12 is Figure 11 the partial enlarged view of area D in Figure 13 is Figure 12 the schematic structural diagram of the deformation solution of Figure 14 is the schematic structural diagram of an air intake solution for the functional equipment, Figure 15 is the schematic structural diagram of another air intake solution for the functional equipment.

[0074] As Figure 3As shown in the figure, the integrated under-vehicle equipment system provided by the present invention includes a functional device 21 and a bridging cover 22. The functional device 21 includes a device housing 211 and functional components. The functional components are installed inside the device housing 211. The types of the functional components are related to the type of the functional device 21, which is not limited herein; the device housing 211 is also used to be connected to the underframe 11 to realize the installation and fixation of the functional device 21 at the bottom of the vehicle body system 1. The bridging cover 22 is located on one or both longitudinal sides of the functional device 21 and can be connected to the functional device 21 to cover the area under the rail vehicle where the functional device 21 is not provided.

[0075] The device housing 211 has a first outer contour surface 2a-1, and the bridging cover 22 has a second outer contour surface 2a-2. The first outer contour surface 2a-1 and the second outer contour surface 2a-2 together form the under-vehicle outer contour surface 2a.

[0076] Here, the embodiment of the present invention does not limit the number of the functional devices 21. In practical applications, those skilled in the art can determine it in combination with the type of the rail vehicle, etc. Exemplarily, the number of the functional devices 21 can be one; or, the number of the functional devices 21 can also be multiple. At this time, the functional devices 21 can be arranged at intervals longitudinally, and a bridging cover 22 is arranged between two adjacent functional devices 21.

[0077] In addition, the embodiment of the present invention does not limit the installation position of the functional device 21. In practical applications, those skilled in the art can determine it in combination with the related functions of the specific functional device 21, etc. Exemplarily, the functional device 21 can be located at the longitudinal end of the under-vehicle equipment system 2. At this time, the first outer contour surface 2a-1 also participates in forming the end contour of the under-vehicle equipment system 2; or, the functional device 21 can also be arranged away from the longitudinal end. At this time, the bridging cover 22 can form the longitudinal end of the under-vehicle equipment system 2, and the second outer contour surface 2a-2 can participate in forming the end contour of the under-vehicle equipment system 2.

[0078] A local area of the device housing 211 can form a maintenance door 211a, and the outer wall surface of the maintenance door 211a can constitute a part of the first outer contour surface 2a-1.

[0079] The maintenance door 211a can have an open state and a closed state. In the open state, the functional components can be directly exposed, which is convenient for the staff to repair and maintain the functional components inside the device housing 211. In the closed state, the maintenance door 211a can isolate the functional components from the external environment to protect the functional components.

[0080] The maintenance door 211a can be located on the lateral side of the equipment housing 211 or at the bottom of the equipment housing 211, and can be specifically configured according to actual needs as long as it can meet the usage requirements. For the convenience of description, in the relevant descriptions below, the case where the maintenance door 211a is located on the lateral side of the equipment housing 211 is taken as an example for elaboration.

[0081] The maintenance door 211a can be installed and fixed through detachable connectors in the form of screws or the like. In this way, when it is necessary to switch the maintenance door 211a to the open state, the detachable connectors can be removed to remove the maintenance door 211a as a whole and place it on the ground or other operating platform surfaces; and when it is necessary to switch the maintenance door 211a to the closed state, the maintenance door 211a can be assembled again through the detachable connectors.

[0082] Alternatively, the maintenance door 211a can also be rotationally arranged. In this implementation manner, the maintenance door 211a can always be located in the under-vehicle equipment system 2. When the maintenance door 211a is switched between the open state and the closed state, there is no need for overall disassembly and assembly, which is beneficial to improving the maintenance efficiency; and when it is switched to the open state, the maintenance door 211a does not need to "land", which can also reduce the occupied space of relevant components during maintenance operations and improve the convenience of maintenance operations.

[0083] The equipment housing 211 can include a framework 211b. The framework 211b can specifically be a frame structure composed of multiple beam bodies, which is used to meet the strength requirements of the equipment housing 211, and the aforementioned functional devices can be directly installed on the framework 211b.

[0084] The structural form of the equipment housing 211 is diverse and specifically needs to be determined in combination with actual usage requirements. In the embodiments of the drawings, as Figure 4 and Figure 5 shown, the framework 211b can include two lateral frames 211b-1, a top frame 211b-2, and two longitudinal frames 211b-3. The two lateral frames 211b-1 are arranged opposite to each other in the transverse direction, the two longitudinal frames 211b-3 are arranged opposite to each other in the longitudinal direction, and the tops of the two lateral frames 211b-1 and the tops of the two longitudinal frames 211b-3 are both connected to the top frame 211b-2.

[0085] The device housing 211 may further include a first bottom plate 211c. The first bottom plate 211c may be fixedly assembled to the lower ends of the two lateral frames 211b-1 and the two longitudinal frames 211b-3 to shield the lower side of the functional device 21. It should be understood that in some other embodiments, the framework 211b may also include a bottom frame, and the bottom frame may be connected to the two lateral frames 211b-1 and the two longitudinal frames 211b-3. The first bottom plate 211c may be installed on the bottom frame, and this is also feasible. Of course, in the embodiments of the present invention, the former solution is preferably adopted, that is, the solution of omitting the bottom frame, so as to facilitate the weight reduction of the whole vehicle.

[0086] After the installation of the first bottom plate 211c is completed, the first bottom plate 211c and the lateral frame 211b-1 may enclose a maintenance opening 211d. The staff can perform maintenance operations on the functional devices through the maintenance opening 211d. The aforementioned maintenance door 211a can specifically block and open the maintenance opening 211d.

[0087] The size of the maintenance door 211a in the longitudinal direction may be basically the same as that of the functional device 21. At this time, the maintenance opening 211d of the functional device 21 can be made relatively large, and the maintenance area can be large. Or, the maintenance door 211a may also be distributed only in a partial area in the longitudinal direction of the functional device 21, and this is also feasible.

[0088] As Figure 4 shown, the lateral frame 211b-1 may include an upper side beam 211b-1a and two transition side beams 211b-1b spaced longitudinally. The two ends of the transition side beam 211b-1b may be respectively connected to the upper side beam 211b-1a and the first bottom plate 211c. The maintenance opening 211d may specifically be formed by enclosing the upper side beam 211b-1a, the first bottom plate 211c, and the two transition side beams 211b-1b; in Figure 4 the embodiment, the maintenance opening 211d is generally rectangular. In some other embodiments, the maintenance opening 211d may also be trapezoidal or other structural shapes.

[0089] The maintenance door 211a may be rotatably connected to the first bottom plate 211c. At this time, a downward-flipping structure may be formed, and the maintenance door 211a may rotate downward to switch to the open state. This embodiment can be referred to Figure 4 . In addition, the maintenance door 211a may also be an upward-flipping structure. At this time, the maintenance door 211a may be rotatably connected to the upper side beam 211b-1a or other positions on the upper part of the device housing 211. The maintenance door 211a may rotate upward to switch to the open state. This embodiment can be referred to Figure 13 .

[0090] Combined with Figures 7 - 9, the first bottom plate 211c may include a bottom wall 211c-1, two transverse side walls 211c-2, and two longitudinal side walls 211c-3. The two transverse side walls 211c-2 may be spaced apart in the transverse direction, and the inner wall surfaces of the two transverse side walls 211c-2 may be connected to the two transverse side frames 211b-1. The two longitudinal side walls 211c-3 may be spaced apart in the longitudinal direction, and the inner wall surfaces of the two longitudinal side walls 211c-3 may be connected to the two longitudinal side frames 211b-3.

[0091] An outer wall surface of the transverse side wall 211c-2 may be formed with a first hinge cylinder 211c-2b. In combination Figure 10 , an inner wall surface of the access door 211a may be formed with a second hinge cylinder 211a-5. During specific assembly, a hinge shaft may also be configured, and the hinge shaft may pass through the first hinge cylinder 211c-2b and the second hinge cylinder 211a-5, thereby enabling a rotational connection between the access door 211a and the first bottom plate 211c.

[0092] In fact, the specific implementation form of the rotational connection can be diverse as long as it can meet the usage requirements. Exemplarily, in the access door 211a and the first bottom plate 211c, one may be provided with an arc plate and the other may be provided with a hinge shaft. Through the cooperation of the hinge shaft and the arc plate, the rotational setting of the access door 211a can also be achieved; alternatively, a hinge structure or the like may also be provided to achieve the rotational setting of the access door 211a.

[0093] As Figure 10 shown, the access door 211a may be provided with a first sealing member 211a-1, and the first sealing member 211a-1 may be disposed around the access opening 211d. When the access door 211a is in a closed state, the access door 211a may contact the frame 211b and the first bottom plate 211c through the first sealing member 211a-1. The first sealing member 211a-1 can absorb the manufacturing tolerances between the access door 211a and the frame 211b and the first bottom plate 211c, and can effectively eliminate the gaps between the access door 211a and the frame 211b and the first bottom plate 211c, thereby improving the sealing performance of the equipment housing 211 at the access door 211a.

[0094] In combination Figure 6 and Figure 8, the upper side beam 211b-1a and the transition side beam 211b-1b can be provided with a first accommodation groove 211b-5, and the transverse side wall 211c-2 of the first bottom plate 211c can be provided with a second accommodation groove 211c-2a. When the inspection door 211a is in the closed state, the first sealing member 211a-1 can be embedded in the above-mentioned first accommodation groove 211b-5 and the second accommodation groove 211c-2a, so as to effectively reduce the lateral dimension of the equipment housing 211 when the inspection door 211a is in the closed state; and, the first accommodation groove 211b-5 and the second accommodation groove 211c-2a can also define the deformation range of the first sealing member 211a-1, which can reduce the possibility of the first sealing member 211a-1 falling off from the inspection door 211a.

[0095] The inspection door 211a can also be configured with a first locking member 211a-2, and the equipment housing 211 can also be configured with a first locking component. The first locking member 211a-2 can cooperate with the first locking component to lock or unlock the inspection door 211a.

[0096] Adopting this solution, the inspection door 211a does not need to cooperate with the vehicle body system 1 to achieve locking, which can improve the structural independence of the under-vehicle equipment system 2, is beneficial to eliminating the fit tolerance between the first locking member 211a-2 and the first locking component, and thus can facilitate the docking and assembly of the under-vehicle equipment system 2 and the vehicle body system 1.

[0097] The specific structural form and quantity of the first locking member 211a-2 and the first locking component are not limited herein. In actual applications, those skilled in the art can design according to specific needs as long as they can meet the usage requirements. Exemplarily, the first locking component can be a lock seat (not shown in the figure) that can cooperate with the first locking member 211a-2. The lock seat can be assembled to the equipment housing 211, specifically, it can be installed at positions such as the skeleton 211b, etc.; and / or, the first locking component can also be a locking hole 211b-1c provided on the equipment housing 211. This solution can be referred to Figure 5 , the locking hole 211b-1c can be specifically provided on the upper side beam 211b-1a. At this time, the structural form of the first locking component can be relatively simple and is beneficial to reducing the weight of the whole vehicle.

[0098] It should be understood that the solution of setting both the first locking member 211a-2 and the first locking component in the under-vehicle equipment system 2 above is only a preferred solution of the embodiment of the present invention, but cannot be used as a limitation on the implementation scope of the integrated under-vehicle equipment system provided by the present invention. In actual applications, the first locking component can also be provided on the vehicle body system 1, which does not affect the realization of the locking function of the inspection door 211a.

[0099] Combined with Figure 3 andFigure 4 In the area where the first bottom plate 211c and the inspection door 211a are not provided on the framework 211b, that is, at the top frame 211b-2 and the longitudinal side frame 211b-3, a covering plate 211e can be configured to cover the top and the longitudinal sides of the functional device 21, so as to better isolate and protect the functional devices.

[0100] As Figure 11 As shown, the underframe 11 of the vehicle body system 1 can include a connecting component 111 and two underframe side beams 112 arranged oppositely in the transverse direction. The connecting component 111 is used to connect the two underframe side beams 112 to form the underframe 11 into an integral component. The connecting component 111 can specifically be an underframe cross beam and a vehicle body floor; or, the connecting component 111 can also only include the vehicle body floor, and in this case, the thickness of the vehicle body floor can be appropriately increased.

[0101] The under-vehicle equipment system 2 can also include a connecting seat 211b-4, and the connecting seat 211b-4 can be installed on the framework 211b, or can also be installed on the covering plate 211e. Among the aforementioned connecting component 111 and the underframe side beam 112, at least one of them can be connected to the connecting seat 211b-4 to realize the connection and assembly of the under-vehicle equipment system 2 and the vehicle body system 1.

[0102] When the inspection door 211a is in the closed state, the inspection door 211a can be in contact with the underframe side beam 112. In this way, the gap between the inspection door 211a and the underframe side beam 112 can be effectively eliminated, and further, the possibility of dust and other impurities in the outer space III on the transverse side of the rail vehicle entering the interior of the under-vehicle equipment system 2 can be reduced, which is beneficial to ensuring the cleanliness of the interior of the under-vehicle equipment system 2; and it is also beneficial to improving the aerodynamic performance of the whole vehicle.

[0103] As Figure 12 As shown, the inspection door 211a can be configured with a second sealing component 211a-3, and the inspection door 211a can specifically be in contact with the underframe side beam 112 through the second sealing component 211a-3. The second sealing component 211a-3 can absorb the manufacturing tolerance between the inspection door 211a and the underframe side beam 112 through its own deformation and can improve the sealing effect.

[0104] It should be understood that the installation position of the second sealing component 211a-3 is related to the opening and closing mode of the inspection door 211a and the compression deformation direction of the second sealing component 211a-3.

[0105] In one implementation manner, the second sealing component 211a-3 can be compressed in the transverse direction. Under this condition of compression deformation, the wear of the second sealing component 211a-3 during use is relatively small; this implementation manner can be referred to Figure 12, at this time, the inspection door 211a is of a downward-folding structure, and the second sealing member 211a-3 can be installed on the inner wall surface of the inspection door 211a in the transverse direction; alternatively, this implementation can also be referred to Figure 13 , at this time, the inspection door 211a is of an upward-folding structure, and the second sealing member 211a-3 can be installed on the outer wall surface of the inspection door 211a in the transverse direction.

[0106] In another implementation, the second sealing member 211a-3 can also be compressed in the vertical direction. At this time, the second sealing member 211a-3 can be installed on the top of the inspection door 211a, and this is also feasible.

[0107] As Figure 14 shown, the inspection door 211a can be configured with a first ventilation opening 211a-4, and the first ventilation opening 211a-4 can also be configured with a first filtering member (not shown in the figure). The first filtering member can specifically be a filter screen, etc. Through the setting of the first ventilation opening 211a-4, the functional device 21 can take air from the outer space III in the transverse direction of the under-vehicle equipment system 2 to achieve ventilation and heat dissipation for the functional components.

[0108] As Figure 15 shown, in actual use, a first chamber I can be formed between the equipment housing 211 and the chassis 11. The first chamber I can specifically be located above the equipment housing 211, and there is also air in the first chamber I.

[0109] Based on this, in the embodiment of the present invention, the equipment housing 211 can have an inner cavity (not shown in the figure) and a transition cavity 211-1. The functional components can be installed in the inner cavity. A first opening can be provided at the top of the equipment housing 211, and this first opening can be used to connect the transition cavity 211-1 and the first chamber I; the inner cavity and the transition cavity 211-1 can be separated by a partition 211e-1, and the partition 211e-1 is a part of the covering plate 211e; the partition 211e-1 can be provided with a second ventilation opening 211e-1a, and the second ventilation opening 211e-1a is also configured with a second filtering member (not shown in the figure). The second filtering member can specifically be a filter screen; the first ventilation opening 211a-4 can be communicated with the transition cavity 211-1. In this way, in addition to taking air from the outer space III in the transverse direction of the under-vehicle equipment system 2, the functional device 21 can also take air from the first chamber I, which can enhance the effect of ventilation and heat dissipation.

[0110] In fact, a second chamber II is also formed inside the bridging cover 22, and there is also air inside the second chamber II. Thus, a second opening can also be provided on the longitudinal side of the device housing 211. This second opening is used to connect the transition chamber 211-1 and the second chamber II, and the second chamber II and the first chamber I can be connected. At this time, the functional device 21 can also take in air from inside the second chamber II, and the ventilation and heat dissipation effect can be further enhanced.

[0111] It should be understood that there is a corresponding relationship between the differences in the ventilation and heat dissipation structural forms and the types of functional devices provided inside the functional device 21. If the heat dissipation requirements of the functional devices inside the functional device 21 are general, air can be directly taken in from the outer space III through the first ventilation opening 211a-4; if the heat dissipation requirements of the functional devices inside the functional device 21 are large, air can be taken in through both the first ventilation opening 211a-4 and the second ventilation opening 211e-1a; as for the functional devices with very small heat dissipation requirements inside the functional device 21, there is no need to be arranged close to the first ventilation opening 211a-4 or the second ventilation opening 211e-1a, and only the air after the heat dissipation of other functional devices can be used to meet the basic heat dissipation requirements. That is to say, in specific use, the ventilation and heat dissipation structural form of the device housing 211 can be adjusted according to the differences in the types and installation positions of the heat dissipation devices inside the functional device 21.

[0112] Please refer to Figures 16 - 27 , Figure 16 is a schematic structural diagram of a specific implementation manner of the bridging cover, Figure 17 is Figure 16 the connection structure diagram of the bottom member and the first bottom plate in Figure 18 is Figure 17 the schematic structural diagram of the deformation scheme of Figure 19 is Figure 16 the transverse sectional view of Figure 20 is Figure 19 the partial enlarged view of the E area in Figure 21 is Figure 19 the partial enlarged view of the F area in Figure 22 is the connection structure diagram of the slide rail and the lower side beam, Figure 23 is the connection structure diagram of the adapter plate and the anti-rotation member, Figure 24 is a schematic structural diagram of a specific implementation manner of the second locking member, Figure 25 is Figure 24 the schematic structural diagram of the second locking member connecting the second bottom plate and the lower side beam in Figure 26 is a schematic structural diagram of another specific implementation manner of the second locking member, Figure 27 is Figure 26 the schematic structural diagram of the second locking member connecting the second bottom plate and the lower side beam in

[0113] Such asFigure 16 As shown, the bridging cover 22 may include a bottom member 221 and two side members 222, and the two side members 222 may be spaced apart transversely.

[0114] Among the side member 222 and the bottom member 221, at least one of them may be connected to the equipment housing 211 to connect the bridging cover 22 and the functional device 21 into an integral component. In this way, the integrity of the under-vehicle equipment system 2 is better, which is more conducive to the docking and assembly of the under-vehicle equipment system 2 and the vehicle body system 1. It should be understood that the bridging cover 22 may actually not be connected to the functional device 21 either. In this case, the bridging cover 22 may be directly connected to the vehicle body system 1 to fix the bridging cover 22. The bridging cover 22 and the functional device 21 may be in a state of being in contact but not connected. For the convenience of description, in the following related descriptions, the case where the bridging cover 22 is connected to the functional device 21 is taken as an example for elaboration.

[0115] An installation interface 211c-3a extending transversely may be provided on the longitudinal side of the equipment housing 211. A connecting member in the form of a bolt or the like may be assembled in the installation interface 211c-3a and connected to the bottom member 221 to realize the installation and fixation of the bottom member 221 and the equipment housing 211. Combining Figure 9 , the installation interface 211c-3a may be provided on the longitudinal side wall 211c-3 of the first bottom plate 211c. Of course, the installation interface 211c-3a may also be provided at other positions of the equipment housing 211, such as being installed on the covering plate 211e of the longitudinal side frame 211b-3, etc.

[0116] As Figure 16 and Figure 17 shown, the bottom member 221 may include a slide rail 221a and a second bottom plate 221b. The slide rail 221a may be fixedly installed on the longitudinal side of the equipment housing 211, and the second bottom plate 221b may be slidably assembled on the slide rail 221a. In this way, the relative position between the second bottom plate 221b and the slide rail 221a can be conveniently adjusted. When the second bottom plate 221b slides outwards transversely relative to the slide rail 221a, an opening may be formed on the bottom member 221, and the staff can enter the second chamber II inside the bridging cover 22 through the opening, so as to facilitate the maintenance operation of the relevant areas inside the bridging cover 22 or the longitudinal side of the functional device 21.

[0117] As an alternative to the above solution, as Figure 18 shown, the bottom member 221 may also be an integral structure and then integrally fixedly assembled on the first bottom plate 211c, which is also feasible.

[0118] For the convenience of description, in the following embodiments of the present invention, only the solution in which the bottom member 221 includes a slide rail 221a and a second bottom plate 221b is taken as an example for elaboration.

[0119] Please continue to refer to Figure 17 wherein, the slide rail 221a may include a horizontal plate portion 221a-1 and a vertical plate portion 221a-2 arranged at an included angle. Among them, the vertical plate portion 221a-2 is used to connect with the first bottom plate 211c. The horizontal plate portion 221a-1 is provided with a sliding engagement portion 221a-1a. The longitudinal ends of the second bottom plate 221b are provided with sliding fit portions, and the sliding fit portions can slide along the sliding engagement portion 221a-1a to realize the sliding assembly of the second bottom plate 221b on the slide rail 221a.

[0120] Among the sliding engagement portion 221a-1a and the sliding fit portion, one may be a concave structure, and the other may be a convex structure. The convex structure and the concave structure can form a sliding guide.

[0121] Furthermore, the bridging cover 22 may further include a pressing component 228. The pressing component 228 can be installed on the slide rail 221a to improve the integration of the device. Alternatively, the pressing component 228 can also be separately assembled on the device housing 211. The pressing component 228 is used to press the second bottom plate 221b vertically to reduce the relative displacement between the second bottom plate 221b and the slide rail 221a in the vertical direction during the operation of the rail vehicle, and thus can improve the structural stability of the bridging cover 22.

[0122] Here, the embodiments of the present invention do not limit the specific structural form of the pressing component 228. In practical applications, those skilled in the art can configure it according to specific needs as long as it can meet the usage requirements. Exemplarily, as Figure 20 and Figure 21 shown, the pressing component 228 may include a pressing wheel 228a. The pressing wheel 228a can be installed on the slide rail 221a, and the pressing wheel 228a can rotate, which can reduce the sliding resistance of the second bottom plate 221b, and thus can reduce the wear during the disassembly and assembly of the second bottom plate 221b; alternatively, the pressing component 228 can also be a limiting structure in the form of a pressing block, etc.

[0123] During specific installation, the vertical installation position of the pressing component 228 can be adjusted, and thus the distance between the pressing component 228 and the second bottom plate 221b can be adjusted to avoid excessive frictional resistance between the pressing component 228 and the second bottom plate 221b.

[0124] Further, the second bottom plate 221b may also be provided with a convex portion 221b-3, and the pressing member 228 may specifically abut against the convex portion 221b-3 in the vertical direction. By providing the convex portion 221b-3, the wear on the main structure of the second bottom plate 221b can be reduced; moreover, during installation, the installation position of the pressing member 228 can be appropriately elevated so that the pressing member 228 only contacts the convex portion 221b-3, thereby reducing the wear on other areas of the second bottom plate 221b. The specific structural form of the convex portion 221b-3 is not limited herein.

[0125] In practical applications, it is also possible to limit the vertical displacement of the second bottom plate 221b by adjusting the sliding fit structure between the slide rail 221a and the second bottom plate 221b. Exemplarily, a chute may be provided on the slide rail 221a, and the second bottom plate 221b may slide within the chute. In this implementation manner, the side wall of the chute can limit the second bottom plate 221b, thereby suppressing the vertical displacement of the second bottom plate 221b.

[0126] The second bottom plate 221b may be an integral structure.

[0127] Alternatively, the second bottom plate 221b may also include a plurality of sub-plates 221b-1 arranged in the horizontal direction, so that the processing difficulty of the second bottom plate 221b can be reduced. Figure 21 Combined with

[0128] In some alternative embodiments, the bottom member 221 may further include a lower side beam 221c. The lower side beam 221c may be located on the lateral side of the slide rail 221a, and the lower side beam 221c may be connected to the slide rail 221a. In this way, the lower side beam 221c and the slide rail 221a can form a frame-like structure, thereby enhancing the structural strength of the bridging cover 22.

[0129] Here, the embodiments of the present invention do not limit the specific connection manner between the lower side beam 221c and the slide rail 221a. In practical applications, those skilled in the art can adjust according to specific needs as long as the usage requirements can be met.

[0130] Such as Figure 22 and Figure 23As shown, the bridging cover 22 may further include an adapter plate 224. The adapter plate 224 may include a first plate portion 224a and a second plate portion 224b, and the first plate portion 224a and the second plate portion 224b may be arranged at an angle, specifically a ninety-degree angle; the first plate portion 224a may be connected to the slide rail 221a, and the second plate portion 224b may be connected to the lower side beam 221c, thereby realizing the connection and assembly of the lower side beam 221c and the slide rail 221a.

[0131] The lower side beam 221c and the second plate portion 224b may specifically be connected by connecting bolts 225. In combination Figure 23 , the lower side beam 221c may further be provided with an anti-rotation member 221c-1. The anti-rotation member 221c-1 may have a card slot 221c-1a, and the head of the connecting bolt 225 can be inserted into the card slot 221c-1a to limit the rotation of the connecting bolt 225; in this way, when assembling the lower side beam 221c and the second plate portion 224b, the nut can be directly screwed, and the installation is more convenient.

[0132] In Figure 23 embodiment, the anti-rotation member 221c-1 may specifically be a channel steel, and the anti-rotation of the connecting bolt 225 can be better realized through the two side wall plates of the channel steel. In addition, the anti-rotation member 221c-1 may also be an anti-rotation plate, an anti-rotation rod and other structural members. The anti-rotation plate can still cooperate with the outer wall surface of the head of the connecting bolt 225 to realize anti-rotation, and the anti-rotation rod can be inserted radially through the head of the connecting bolt 225 to achieve the purpose of anti-rotation.

[0133] Based on the sliding assembly of the second bottom plate 221b, in the embodiment of the present invention, the bridging cover 22 may further include a second locking member 227, and the second locking member 227 can lock the second bottom plate 221b to the lower side beam 221c to lock the installation position of the second bottom plate 221b under normal conditions. Here, the embodiment of the present invention does not limit the specific structural form of the second locking member 227. In practical applications, those skilled in the art can design according to specific needs as long as the requirements of use can be met.

[0134] In one embodiment, as Figure 24 and Figure 25 shown, the second locking member 227 may include a locking pin 227a and a lock cylinder seat 227b.

[0135] The lock cylinder base 227b can be fixedly installed on the second bottom plate 221b, and a groove-shaped track 227b-1 can be provided on the cylinder wall of the lock cylinder base 227b. The lock pin 227a includes a pin part 227a-1 and a handle part 227a-2. The pin part 227a-1 can be inserted into the lock cylinder base 227b, the handle part 227a-2 can be connected to the pin part 227a-1 and can be located within the groove-shaped track 227b-1. The handle part 227a-2 can drive the pin part 227a-1 to displace, and by adjusting the position of the handle part 227a-2 within the groove-shaped track 227b-1, the second locking member 227 can lock or unlock the second bottom plate 221b.

[0136] In another embodiment, as Figure 26 and Figure 27 shown, the second locking member 227 can include a locking bolt 227c, a lock block 227d, a lock rope 227e, a lock nut 227f, and a lock plate seat 227g.

[0137] The lock plate seat 227g can be installed on the second bottom plate 221b, the lock block 227d can be installed on the lock plate seat 227g. The head of the locking bolt 227c is provided with a lock hole 227c-1 extending radially along it. The locking bolt 227c can pass through the lock plate seat 227g and the lower side beam 221c, and then be connected to the lock nut 227f to achieve the locking of the second bottom plate 221b and the lower side beam 221c; the lock rope 227e can be inserted into the lock hole 227c-1, and the lock rope 227e can be connected to the lock block 227d to lock the locking bolt 227c, thereby reducing the possibility of the locking bolt 227c loosening and falling off. Adopting this solution, the second locking member 227 is an independent component and does not require other structural parts to be machined on the second bottom plate 221b, which is beneficial to simplifying the structure of the second bottom plate 221b.

[0138] As a variation of the above embodiment, the lock plate seat 227g can also be omitted. At this time, the lock block 227d can be directly installed on the second bottom plate 221b, and the locking bolt 227c can directly pass through the second bottom plate 221b to connect the second bottom plate 221b and the lower side beam 221c.

[0139] Combined with Figure 25 and Figure 27 , the bridging cover 22 can also include a fourth sealing member 226, and the fourth sealing member 226 is used to seal the gap between the lower side beam 221c and the second bottom plate 221b to improve the sealing performance.

[0140] The side member 222 and the bottom member 221 can be fixedly connected, so that the structural form of the bridging cover 22 can be relatively simple.

[0141] Alternatively, the side member 222 and the bottom member 221 can also be rotatably connected. In this way, the side member 222 can also be switched between the open state and the closed state, which can increase the maintenance positions and facilitate the maintenance operation of the under-vehicle equipment system 2. Similar to the aforementioned maintenance door 211a, the rotatably arranged side member 222 also includes an upward-folding structure and a downward-folding structure; when it is an upward-folding structure, the side member 222 is rotatably assembled to the underframe 11; when it is a downward-folding structure, the side member 222 is rotatably assembled to the lower side beam 221c. For the solution that does not include the lower side beam 221c, the side member 222 can also be directly rotatably assembled to the second bottom plate 221b.

[0142] Furthermore, a fifth sealing member 222a can be further included. The fifth sealing member 222a is used to achieve the sealing between the side member 222 and the bottom member 221, between the side member 222 and the equipment housing 211, and between the side member 222 and the underframe 11. In this way, the possibility of dust and other impurities in the outer space III entering the bridging cover 22 can be reduced, which is beneficial to ensuring the cleanliness inside the bridging cover 22 and improving the aerodynamic performance of the whole vehicle.

[0143] The first sealing member 211a-1, the second sealing member 211a-3, the third sealing member 221b-2, the fourth sealing member 226, and the fifth sealing member 222a involved in the embodiments of the present invention above can have the same or different types and structures. Specifically, those skilled in the art can configure them according to actual needs as long as they can meet the usage requirements. Exemplarily, these sealing members can be prepared from materials such as rubber, latex, and resin that have a certain flexible deformation ability.

[0144] The structural form of the bridging cover 22 is different from that of the equipment housing 211. The bridging cover 22 does not have the upper side beam 211b-1a and the transition side beam 211b-1b in the equipment housing 211. Therefore, the structural form of the bridging cover 22 is relatively simple, and the weight of the bridging cover 22 is also relatively light, which is beneficial to realizing the lightweight of the whole vehicle. Under this condition, the fifth sealing member 222a between the side member 222 and the equipment housing 211 can be arranged in the longitudinal gap between the side member 222 and the equipment housing 211.

[0145] As for the fifth sealing member 222a between the side member 222 and the underframe 11, it can be arranged with reference to the aforementioned second sealing member 211a-3, and no repetitive description will be made here.

[0146] Furthermore, the side member 222 can also be configured with a third locking member 222b, and the underframe 11 is configured with a second locking member. The cooperation between the third locking member 222b and the second locking member can realize the locking or unlocking of the side member 222.

[0147] The structural forms of the third locking component 222b and the second locking component can refer to the aforementioned first locking component 211a-2 and the first locking component, and no repetitive description will be made here.

[0148] The above are only the preferred embodiments of the present invention. It should be noted that for those of ordinary skill in the art, without departing from the principle of the present invention, several improvements and refinements can be made, and these improvements and refinements should also be regarded as the protection scope of the present invention.

Claims

1. A bridging cover applied to a combined under-vehicle equipment system, characterized in that, The integrated under-vehicle equipment system includes a functional device (21), and the functional device (21) includes an equipment housing (211), and the equipment housing (211) has a first outer contour surface (2a-1); The bridging cover (22) is located on one or both longitudinal sides of the functional device (21), the bridging cover (22) has a second outer contour surface (2a-2), and the first outer contour surface (2a-1) and the second outer contour surface (2a-2) are combined to form an under-vehicle outer contour surface (2a) of the rail vehicle; The bridging cover (22) includes a bottom member (221) and two side members (222), the two side members (222) are spaced apart in the transverse direction, and at least one of the side member (222) and the bottom member (221) is used to connect to the equipment housing (211).

2. The bridging cover applied to the integrated under-vehicle equipment system according to claim 1, wherein, The bottom member (221) includes a slide rail (221a) and a second bottom plate (221b), the slide rail (221a) can be fixedly installed on the longitudinal side of the equipment housing (211), and the second bottom plate (221b) is slidably assembled on the slide rail (221a).

3. The bridging cover applied to the integrated under-vehicle equipment system according to claim 2, characterized in that, The second bottom plate (221b) includes a plurality of sub-plates (221b-1) arranged in the transverse direction, a third sealing member (221b-2) is provided between adjacent two of the sub-plates (221b-1), and adjacent two of the sub-plates (221b-1) are in contact through the third sealing member (221b-2).

4. The bridging cover applied to the integrated under-vehicle equipment system according to claim 2, wherein The bottom member (221) further includes a lower side beam (221c), the lower side beam (221c) is located on one transverse side of the slide rail (221a), and the lower side beam (221c) is connected to the slide rail (221a).

5. The bridging cover applied to the integrated under-vehicle equipment system according to claim 4, characterized in that, It further includes an adapter plate (224), the adapter plate (224) includes a first plate portion (224a) and a second plate portion (224b), the first plate portion (224a) and the second plate portion (224b) are arranged at an angle, the first plate portion (224a) is connected to the slide rail (221a), and the second plate portion (224b) is connected to the lower side beam (221c).

6. The bridging cover applied to the integrated under-vehicle equipment system according to claim 5, wherein The lower side beam (221c) and the second plate portion (224b) are connected by a connecting bolt (225), and the lower side beam (221c) is further provided with an anti-rotation member (221c-1), and the anti-rotation member (221c-1) can limit the rotation of the connecting bolt (225).

7. The bridging cover applied to the integrated under-vehicle equipment system according to claim 4, characterized in that It further includes a fourth sealing member (226), and the fourth sealing member (226) is used to seal the gap between the lower side beam (221c) and the second bottom plate (221b).

8. The bridging cover applied to the integrated under-vehicle equipment system according to claim 4, wherein It further includes a second locking member (227), and the second locking member (227) can lock the second bottom plate (221b) to the lower side beam (221c).

9. The bridging cover applied to the integrated under-vehicle equipment system according to claim 8, characterized in that, The second locking member (227) includes a locking pin (227a) and a lock cylinder seat (227b). The lock cylinder seat (227b) is fixedly installed on the second bottom plate (221b). The locking pin (227a) is installed in the lock cylinder seat (227b) and can be displaced relative to the lock cylinder seat (227b); and / or, The second locking member (227) includes a locking bolt (227c), a locking block (227d) and a locking rope (227e). The head of the locking bolt (227c) is provided with a locking hole (227c-1) extending radially along it. The locking block (227d) is fixedly arranged. The locking rope (227e) can be inserted through the locking hole (227c-1), and the locking rope (227e) can be connected to the locking block (227d).

10. The bridging cover applied to the integrated under-vehicle equipment system according to claim 2, characterized in that, It further includes a pressing member (228). The pressing member (228) is used for pressing the second bottom plate (221b) vertically.

11. The bridging cover applied to the integrated under-vehicle equipment system according to claim 10, characterized in that, The pressing member (228) includes a pressing wheel (228a). The pressing wheel (228a) is installed on the slide rail (221a). The second bottom plate (221b) is provided with a protruding portion (221b-3). The pressing wheel (228a) is used for abutting against the protruding portion (221b-3) vertically.

12. The bridging cover applied to the integrated under-vehicle equipment system according to any one of claims 1-11, characterized in that, The side member (222) is rotatably assembled to the bottom member (221); or, the side member (222) can be rotatably assembled to the underframe (11) of the rail vehicle.

13. The bridging cover applied to the integrated under-vehicle equipment system according to claim 12, wherein It further includes a fifth sealing member (222a). The fifth sealing member (222a) is used for achieving sealing between the side member (222) and the bottom member (221), between the side member (222) and the equipment shell (211), and between the side member (222) and the underframe (11).

14. The bridging cover applied to the integrated under-vehicle equipment system according to claim 12, wherein The side member (222) is configured with a third locking member (222b). The underframe (11) is configured with a second locking member. The third locking member (222b) and the second locking member cooperate to be able to lock or unlock the side member (222).

Images