Rail vehicle body structure and railway rail vehicle

Abstract

The invention relates to a rail vehicle body structure and a railway rail vehicle. The rail vehicle body structure comprises a main vehicle body. The trolley body structure is connected to one end, in the lengthwise direction, of the main trolley body, and the cross sectional area of the trolley body structure is smaller than that of the main trolley body; wherein a mounting space is formed between the outer side of the trolley body structure and the main trolley body, and the mounting space is at least used for mounting detection equipment. As the cross sectional area of the trolley body structure is smaller than that of the main trolley body, a concave part in the width direction can be formed on the whole track trolley body structure, and the concave part can be provided with a mounting space, so that when the track trolley body structure enters a tunnel, the space between the outer contour of the trolley body structure and a tunnel limit is enlarged; therefore, the detection equipment is reliably installed, and the convenience and reliability of tunnel detection are improved.

Description

Technical Field

[0001] This application relates to the field of railway vehicle technology, and in particular to a railcar body structure and a railway vehicle. Background Technology

[0002] Currently, the main defects in domestic railway tunnels include lining cracks, water seepage, leakage, deformation, and voids, posing a serious threat to the operation of railway locomotives, rolling stock, and high-speed trains. Therefore, the market demand for railway vehicles with inspection capabilities is becoming increasingly diversified, which also places higher standards on car body structural design.

[0003] In related technologies, the outer contour of a regular railway passenger car is generally arched at the top and rectangular at the bottom. After the passenger car enters a tunnel, there is insufficient space between this outer contour of the car body and the tunnel clearance, making it impossible to install tunnel detection equipment on the outside of the car body. Summary of the Invention

[0004] Therefore, it is necessary to provide a railcar body structure and railway rail vehicle to address the problem that the railcar body structure in related technologies cannot install tunnel detection equipment on the outside of the car body.

[0005] This application provides a railcar body structure, including:

[0006] Main body;

[0007] The small vehicle body structure is connected to one end of the main vehicle body along its longitudinal direction, and the cross-sectional area of ​​the small vehicle body structure is smaller than that of the main vehicle body.

[0008] The outer side of the small vehicle body structure forms an installation space with the main vehicle body, and the installation space is used for at least the installation of testing equipment.

[0009] In one embodiment, the main vehicle body includes a chassis, two main side walls, a first end wall, a second end wall, a middle end wall, and a main vehicle roof; the first end wall and the second end wall are disposed opposite to each other at both ends of the chassis along the longitudinal direction of the main vehicle body and are connected to the chassis, the middle end wall is disposed between the first end wall and the second end wall, the two main side walls are disposed opposite to each other along the width direction of the main vehicle body, the two ends of the two main side walls along the longitudinal direction of the main vehicle body are respectively connected to the first end wall and the middle end wall, and the two ends of the two main side walls along the height direction of the main vehicle body are respectively connected to the chassis and the main vehicle roof;

[0010] The trolley body structure is located between the middle end wall and the second end wall, and is connected to the middle end wall, the second end wall and the base frame.

[0011] In one embodiment, a reinforcing plate is provided at the connection between the top of the vehicle body structure and the middle end wall, and a reinforcing corner plate is also connected between the reinforcing plate and the top surface of the vehicle body structure.

[0012] In one embodiment, the vehicle body structure includes a vehicle roof, the vehicle roof includes a vehicle roof plate and a plurality of staggered first crossbeams and first longitudinal beams connected to the inner side of the vehicle roof plate. The end of the vehicle roof connected to the middle end wall is also provided with at least one first reinforcing crossbeam and at least two first reinforcing longitudinal beams. The end of each first reinforcing longitudinal beam away from the middle end wall is connected to the end of a corresponding first longitudinal beam. Each first reinforcing crossbeam is connected between two adjacent first reinforcing longitudinal beams.

[0013] The first reinforcing crossbeam has a U-shaped cross-section, while the first reinforcing longitudinal beam has a rectangular cross-section.

[0014] In one embodiment, the main roof includes at least two arched roof sections and at least one flat roof section. All the arched roof sections are spaced apart from each other along the longitudinal direction of the main vehicle body, and a flat roof section is provided between any two adjacent arched roof sections. The flat roof section is recessed into the adjacent arched roof section to form a load-bearing space between the three sections.

[0015] In one embodiment, the flat top includes a flat plate and at least two mounting crossbeams and a plurality of second reinforcing longitudinal beams connected to the flat plate. The mounting crossbeams extend as a whole along the width direction of the main body, and each second reinforcing longitudinal beam extends along the longitudinal direction of the main body.

[0016] Each mounting beam is connected to multiple second reinforcing longitudinal beams on both sides, and these multiple second reinforcing longitudinal beams are spaced apart along the longitudinal direction of the mounting beam.

[0017] In one embodiment, the underframe includes two side beams, a floor and multiple floor crossbeams. The two side beams are respectively connected to both sides of the floor along the width direction of the main vehicle body. All the floor crossbeams are connected between the two side beams and connected to the floor. The crossbeams are spaced apart from each other along the longitudinal direction of the floor.

[0018] The trolley body structure includes two trolley side walls that are arranged opposite each other, and the chassis also has two side wall interface structures, with the bottom of each trolley side wall mating with the corresponding side wall interface structure.

[0019] The side wall interface structure includes a channel steel that extends along the longitudinal direction of the main body. Part of the channel steel protrudes from the top surface of the floor, while another part of the channel steel is embedded in the floor and protrudes from the bottom surface of the floor. Floor beams are connected to both sides of the part of the channel steel that protrudes from the bottom surface of the floor.

[0020] In one embodiment, the underframe has a power pack mounting area, and the underframe includes multiple staggered second crossbeams and second longitudinal beams in the power pack mounting area;

[0021] The cross-sectional shape of the second horizontal beam and the cross-sectional shape of the second vertical beam are both rectangular.

[0022] In another aspect of this application, a railway track vehicle is provided, including the track vehicle body structure and testing equipment as described in any of the above embodiments, wherein the testing equipment is installed in the installation space.

[0023] In one embodiment, the top of the main body carries at least one of a battery and an auxiliary converter; the bottom of the main body carries at least one of a power pack and a fuel tank.

[0024] The aforementioned railcar body structure and railway rail vehicle, because the cross-sectional area of ​​the trolley body structure is smaller than that of the main body, can form a recess in the width direction on the overall railcar body structure. This recess can provide installation space, thereby increasing the space between the outer contour of the trolley body structure and the tunnel clearance when the railcar body structure enters the tunnel, thus reliably installing detection equipment and improving the convenience and reliability of tunnel inspection. Attached Figure Description

[0025] Figure 1 This is a schematic diagram of the structure of a railway track vehicle in one or more embodiments of this application.

[0026] Figure 2 for Figure 1 The diagram shows a schematic representation of the railcar body structure in a railway track vehicle.

[0027] Figure 3 This is a three-dimensional structural diagram of the railcar body structure in one or more embodiments of this application.

[0028] Figure 4 This is a schematic diagram of a portion of the structure of the railcar body in one or more embodiments of this application.

[0029] Figure 5 This is a schematic diagram of the structure of the trolley roof in one or more embodiments of the railcar body structure of this application.

[0030] Figure 6 for Figure 5 The diagram shows a partial structural diagram of the car's roof.

[0031] Figure 7 This is a schematic diagram of the main roof structure in one or more embodiments of the railcar body structure of this application.

[0032] Figure 8 This is a schematic diagram of the underframe structure in one or more embodiments of the railcar body structure of this application.

[0033] Figure 9 This is a schematic diagram of a portion of the underframe structure in one or more embodiments of the railcar body structure of this application.

[0034] Figure 10 for Figure 9 The diagram shows a cross-sectional view of the base frame.

[0035] Figure 11 This is a structural schematic diagram of a portion of the power pack area of ​​the underframe in one or more embodiments of the railcar body structure of this application.

[0036] Figure 12 for Figure 11 The diagram shows a partial structural schematic of the base frame.

[0037] Explanation of reference numerals in the attached figures:

[0038] 100. Railcar body structure; 10. Main car body; 11. Underframe; 111. Side beam; 112. Floor; 113. Floor crossbeam; 114. Side wall interface structure; 1141. Channel steel; 115. Traction sleeper assembly; 116. Second crossbeam; 117. Second longitudinal beam; 1171. Mounting hole; 1172. Reinforcing rib; 12. Main side wall; 13. First end wall; 14. Second end wall; 15. Intermediate end wall; 16. Main car roof; 161. Arched roof; 162. Flat roof; 1621. Flat plate; 1622. Installation Crossbeam; 1622a, Keyhole; 1623, Second Reinforcing Longitudinal Beam; 20, Car Body Structure; 21, Car Roof; 211, Car Roof Plate; 212, First Crossbeam; 213, First Longitudinal Beam; 214, First Reinforcing Crossbeam; 215, First Reinforcing Longitudinal Beam; 22, Car Side Wall; 30, Reinforcing Flat Plate; 40, Reinforcing Corner Plate; A, Installation Space; B, Load-Bearing Space; 200, Railway Track Vehicle; 210, Testing Equipment; 220, Battery; 230, Auxiliary Converter; 240, Power Pack; 250, Fuel Tank. Detailed Implementation

[0039] To make the above-mentioned objectives, features, and advantages of this application more apparent and understandable, the specific embodiments of this application are described in detail below with reference to the accompanying drawings. Many specific details are set forth in the following description to provide a thorough understanding of this application. However, this application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar modifications without departing from the spirit of this application. Therefore, this application is not limited to the specific embodiments disclosed below.

[0040] In the description of this application, it should be understood that if terms such as "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential" appear, these terms indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0041] Furthermore, where the terms "first" and "second" appear, these terms are for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined with "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, where the term "multiple" appears, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0042] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0043] In this application, unless otherwise expressly specified and limited, the use of descriptions such as "above" or "below" the second feature indicates that the first and second features are in direct contact or indirect contact via an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. Similarly, "below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0044] It should be noted that if an element is referred to as being "fixed to" or "set on" another element, it can be directly on the other element or there may be an intervening element. If an element is considered to be "connected to" another element, it can be directly connected to the other element or there may be an intervening element. If so, the terms "vertical," "horizontal," "upper," "lower," "left," "right," and similar expressions used in this application are for illustrative purposes only and do not represent the only possible implementation.

[0045] See Figures 1-3 This application provides a railcar body structure 100, including a main car body 10 and a trolley body structure 20. The railcar body structure 100 of this application embodiment is applied to railway rail vehicles 200, and can also be applied to subway rail vehicles or other vehicles adapted to the railcar body structure 100.

[0046] The main body 10 is the main part of the railcar body structure 100, and plays the role of bearing the main load, providing safe space, equipment installation platform and connection with the outside.

[0047] The small vehicle body structure 20 is connected to one end of the main vehicle body 10 along its longitudinal direction, and the cross-sectional area of ​​the small vehicle body structure 20 is smaller than the cross-sectional area of ​​the main vehicle body 10.

[0048] The longitudinal direction of the main body 10 here refers to the length direction of the main body 10, specifically the X direction shown in the figure. The cross-sectional area refers to the structural plane taken from a transverse plane perpendicular to the longitudinal direction of the main body 10.

[0049] The outer side of the small vehicle body structure 20 and the main vehicle body 10 form an installation space A, which is used to install at least the detection equipment 210.

[0050] The detection equipment 210 refers to equipment with detection functions, specifically equipment for detecting railway tunnels. For example, the detection equipment 210 may include ground penetrating radar, and may also include surface detectors, etc.

[0051] In this embodiment, since the cross-sectional area of ​​the trolley body structure 20 is smaller than that of the main body 10, a recess in the width direction can be formed on the entire railcar body structure 100. This recess can accommodate space A. Thus, when the railcar body structure 100 enters the tunnel, the space between the outer contour of the trolley body structure 20 and the tunnel clearance is increased, thereby reliably installing the detection equipment 210 and improving the convenience and reliability of tunnel detection.

[0052] Specifically, in the embodiments of this application, the main vehicle body 10 includes a chassis 11, two main side walls 12, a first end wall 13, a second end wall 14, a middle end wall 15, and a main vehicle roof 16. The first end wall 13 and the second end wall 14 are disposed opposite each other at both ends of the chassis 11 along the longitudinal direction of the main vehicle body 10 and are connected to the chassis 11. The middle end wall 15 is disposed between the first end wall 13 and the second end wall 14. The two main side walls 12 are disposed opposite each other along the width direction of the main vehicle body 10. The two ends of the two main side walls 12 along the longitudinal direction of the main vehicle body 10 are respectively connected to the first end wall 13 and the middle end wall 15, and the two ends of the two main side walls 12 along the width direction of the main vehicle body 10 are respectively connected to the chassis 11 and the main vehicle roof 16. The small vehicle body structure 20 is located between the middle end wall 15 and the second end wall 14, and is connected to the middle end wall 15, the second end wall 14, and the chassis 11.

[0053] Since the two main side walls 12, the first end wall 13, the middle end wall 15, the base frame 11 and the main car roof 16 are connected to each other, they can be combined to form a car body structure with reliable strength. When the small car body structure 20 is connected between the middle end wall 15 and the second end wall 14, it can be attached to the above-mentioned car body structure and the second end wall 14, which not only makes the small car body structure 20 reliably fixed on the base frame 11, but also improves the overall structural strength of the rail car body structure 100.

[0054] See Figure 4 In order to further strengthen the connection between the trolley body structure 20 and the intermediate end wall 15, in the embodiments of this application, a reinforcing plate 30 is provided at the connection between the top of the trolley body structure 20 and the intermediate end wall 15, and a reinforcing corner plate 40 is also connected between the reinforcing plate 30 and the top surface of the trolley body structure.

[0055] A reinforcing plate 30 is provided at the connection between the top of the vehicle body structure 20 and the middle end wall 15. This can be understood as the reinforcing plate 30 connecting the top surface of the vehicle body structure 20 facing the middle end wall 15 to the middle end wall 15.

[0056] The reinforcing angle plate 40 refers to a plate used to reinforce the connection between two components with a certain angle relationship.

[0057] Because the cross-sectional area of ​​the small vehicle body structure 20 is smaller than that of the intermediate end wall 15 of the main vehicle body 10, the connection point between the small vehicle body structure 20 and the intermediate end wall 15 is actually a variable cross-section vehicle body connection point, which is prone to stress concentration and causes insufficient vehicle body rigidity. Therefore, by adding a reinforcing plate 30 between the two, the structural thickness at the connection point can be increased, and further reinforcing corner plates 40 can be set to support and strengthen the connection between the two, thus compensating for the insufficient vehicle body rigidity caused by stress concentration.

[0058] Specifically, the thickness of the reinforcing plate can be greater than 5 mm, preferably 8 mm, and the material can be Q450NQR1\TB / T1979-2023. The thickness of the reinforcing corner plate 40 can also be greater than 5 mm, preferably 6 mm, and the reinforcing corner plate 40 can be formed by splicing multiple corner plates, which helps to improve the overall support strength. The material can also be Q450NQR1\TB / T1979-2023.

[0059] See 5 and Figure 6 In some embodiments, the vehicle body structure 20 includes a vehicle roof 21, which includes a roof panel 211 and a plurality of staggered first crossbeams 212 and first longitudinal beams 213 connected to the inner side of the roof panel 211. At least one first reinforcing crossbeam 214 and at least two first reinforcing longitudinal beams 215 are also provided at the end of the vehicle roof connected to the intermediate end wall 15. The end of each first reinforcing longitudinal beam 215 away from the intermediate end wall 15 is connected to one end of a corresponding first longitudinal beam 213. Each first reinforcing crossbeam 214 is connected between the other ends of two adjacent first reinforcing longitudinal beams 215. The cross-sectional shape of the first reinforcing crossbeam 214 is U-shaped, and the cross-sectional shape of the first reinforcing longitudinal beams 215 is rectangular.

[0060] It should be noted that the surface of the first reinforcing crossbeam 214 facing the middle end wall 15 can be used as a connecting surface to connect with the middle end wall 15, and the end of the first reinforcing longitudinal beam 215 facing the middle end wall 15 can also be connected with the middle end wall 15.

[0061] Thus, the staggered arrangement of the first crossbeam 212 and the first longitudinal beam 213 on the roof plate 211 of the car roof 21 can improve the overall structural strength and rigidity of the car roof 21. Furthermore, since the connection position of the car body structure 20 with the middle end wall 15 is a variable cross-section car body connection position, by adding a U-shaped first reinforcing crossbeam 214 and a rectangular first reinforcing longitudinal beam 215 at the connection position with the middle end wall 15, the strength and rigidity at the variable cross-section can be enhanced, thereby reducing the structural deformation at the connection.

[0062] Specifically, the first reinforcing crossbeam 214 includes one beam, and the first reinforcing longitudinal beam 215 includes two beams arranged opposite to each other. The two first reinforcing longitudinal beams 215 are respectively connected to the two outermost first longitudinal beams 213, and the two ends of the first reinforcing crossbeam 214 are respectively connected to the two first reinforcing longitudinal beams 215.

[0063] Specifically, the thickness of the first reinforcing crossbeam 214 can be greater than 5 mm, preferably 6 mm, and the material can be Q450NQR1\TB / T1979-2023. The first reinforcing longitudinal beam 215 can be formed by splicing two bent pieces with an L-shaped cross-section, and the material can be Q450NQR1\TB / T1979-2023, with the two bent pieces having a thickness of 4 mm.

[0064] In addition, the first crossbeam 212 can be a bent part with an L-shaped cross-section, and the first longitudinal beam 213 can be a bent part with a U-shaped cross-section. In this way, the weight of the vehicle body structure 20 can be reduced. Of course, other types of structural parts can also be used, and there are no specific restrictions.

[0065] See Figure 3 In some embodiments, the vehicle body structure 20 also includes two vehicle side walls 22, which are arranged opposite to each other along the width direction of the main vehicle body 10. The top of each vehicle side wall 22 is connected to the vehicle roof 21, and the bottom of each vehicle side wall 22 is connected to the chassis 11. In addition, the two vehicle side walls 22 are connected to the second end wall 14 and the middle end wall 15 on both sides along the longitudinal direction of the main vehicle body 10, respectively.

[0066] Specifically, the trolley side wall 22 includes a trolley side wall panel, multiple trolley side columns and multiple trolley side longitudinal beams. The multiple trolley side longitudinal beams and multiple trolley side columns are interlocked to form an overall frame, and then connected to the trolley side wall 22 panel.

[0067] In the embodiments of this application, the longitudinal centerline of the vehicle body structure 20 coincides with the longitudinal centerline of the main vehicle body 10. It can be understood that the longitudinal centerline refers to the centerline parallel to the longitudinal direction of the main vehicle body 10.

[0068] Thus, with the cross-sectional area of ​​the small vehicle body structure 20 being smaller than that of the main vehicle body 10, the small vehicle body structure 20 can also form a recessed structure between the main vehicle body 10 and both sides of the main vehicle body 10 in the width direction, so there is an installation space A on both sides.

[0069] Of course, in other embodiments, the vehicle body structure 20 may also be configured to have an installation space A on one side.

[0070] See Figure 7 In some embodiments, the main roof 16 includes at least two arched roof sections 161 and at least one flat roof section 162. All the arched roof sections 161 are spaced apart from each other along the longitudinal direction of the main body 10. A flat roof section 162 is provided between any two adjacent arched roof sections 161. The flat roof section 162 is recessed into the arched roof section 161 connected to it, so as to form a load-bearing space B between the three.

[0071] Arched roof 161 refers to a roof structure that is arched in shape. Flat roof 162 refers to a roof structure that is flat.

[0072] The arched roof 161 has the advantages of distributing loads, enhancing the roof's compressive strength, and reducing the risk of deformation. In addition, the arched roof 161 can make airflow flow smoothly along the curved surface, reducing turbulence and air resistance, which is beneficial to improving the stability of the vehicle at high speeds. Furthermore, the arched roof 161 can increase the internal vertical space.

[0073] By providing a recessed flat roof 162 between adjacent arched roofs 161, the main roof 16 can have a certain load-bearing capacity without affecting the advantages of the arched roof 161, and improve the reliability of supporting external equipment.

[0074] Specifically, the flat roof 162 includes a flat plate 1621 and at least two mounting crossbeams 1622 and a plurality of second reinforcing longitudinal beams 1623 connected to the flat plate 1621. The mounting crossbeams 1622 extend integrally along the width direction of the main body 10, and each second reinforcing longitudinal beam 1623 extends along the longitudinal direction of the main body 10. A plurality of second reinforcing longitudinal beams 1623 are connected to both sides of each mounting crossbeam 1622, and the plurality of second reinforcing longitudinal beams 1623 are spaced apart along the longitudinal direction of the mounting crossbeams 1622.

[0075] Mounting beam 1622 refers to a beam structure capable of mounting external equipment. Specifically, external equipment can be fixedly mounted on mounting beam 1622 using screws, bolts, or other connecting structures.

[0076] In this application, the mounting beam 1622 provides the mounting conditions for external equipment to be installed on the flat top 162, and by connecting multiple second reinforcing longitudinal beams 1623 on both sides of each mounting beam 1622, it can be ensured that the railcar body structure 100 can still maintain reliable installation strength under longitudinal impact conditions.

[0077] In addition, the installation of the crossbeam 1622 is a single unit, which can improve the strength of the overall structure and thus improve the reliability of installation.

[0078] In the embodiments of this application, an adjustable keyhole 1622a may also be provided on the mounting beam 1622. The keyhole 1622a can ensure the installation adjustment range of external equipment, thereby improving the flatness and verticality of the mounting surface.

[0079] In some embodiments, the main side wall 12 includes a main side wall panel, multiple main side columns and main side longitudinal beams. The multiple main side longitudinal beams and multiple main side columns are interconnected to form an overall frame, and then connected to the main side wall panel.

[0080] In some embodiments, the first end wall 13, the second end wall 14, and the intermediate end wall 15 have similar structures, specifically including a frame, end wall plates, and accessories. The frame is connected to the inner side of the end wall plate, and the accessories are connected to the frame or the end wall plate. In addition, the end wall plate and the frame are connected by resistance spot welding or plug welding to improve the overall flatness.

[0081] See Figure 8 In some embodiments, the chassis 11 includes two side beams 111, a floor 112 and a plurality of floor crossbeams 113. The two side beams 111 are respectively connected to both sides of the floor 112 along the width direction of the main body 10. All the floor crossbeams 113 are connected between the two side beams 111 and connected to the floor 112. The crossbeams are spaced apart from each other along the longitudinal direction of the floor 112.

[0082] Thus, the base frame 11 is formed by the combination of two side beams 111, floor 112 and multiple floor beams 113, which can improve the support strength of the base frame 11.

[0083] See Figure 9 Specifically, some parts of the floor 112 may be corrugated. The corrugated floor 112 significantly improves the rigidity of the vehicle body by increasing the raised structure of the floor 112.

[0084] Combination Figure 10 Furthermore, the chassis 11 also has two side wall interface structures 114, with the bottom of each trolley side wall 22 mating with the corresponding side wall interface structure 114. The side wall interface structure 114 includes a channel steel 1141, which extends along the longitudinal direction of the main body 10. A portion of the channel steel 1141 protrudes from the top surface of the floor 112, while another portion is embedded in the floor 112 and protrudes from the bottom surface of the floor 112. Floor beams 113 are connected to both sides of the portion of the channel steel 1141 protruding from the bottom surface of the floor 112.

[0085] Channel steel 1141 is a long strip of steel with a groove-shaped cross section. It belongs to carbon structural steel for construction and machinery, and its cross-sectional shape is a complex groove structure.

[0086] Since the side wall interface structure 114 includes a channel steel 1141, and the channel steel 1141 can be embedded into the floor 112, the connection reliability and structural stability of the channel steel 1141 with the floor 112 can be improved. After being embedded, it can also be connected with the floor beam 113, thereby improving the overall structural strength and rigidity of the channel steel 1141. Thus, when the trolley side wall 22 is connected, the positioning and connection reliability between the trolley side wall 22 and the base frame 11 can be improved, and the structural strength of the trolley side wall 22 can be enhanced.

[0087] In some embodiments, the underframe 11 further includes a traction bolster assembly 115, which may specifically integrate a coupler mounting seat, a traction beam, a buffer beam, and other structures.

[0088] See again Figure 8 and Figure 11 In some embodiments, the base frame 11 has a power pack 240 mounting area, and the base frame 11 includes multiple staggered second crossbeams 116 and second longitudinal beams 117 in the power pack 240 mounting area, wherein the cross-sectional shape of the second crossbeams 116 and the cross-sectional shape of the second longitudinal beams 117 are both rectangular.

[0089] Thus, by setting up staggered second crossbeams 116 and second longitudinal beams 117 in the power pack 240 mounting area of ​​the base frame 11, and by setting up rectangular cross-sectional shapes for both the second crossbeams 116 and the second longitudinal beams 117, the overall structural strength and rigidity of the power pack 240 mounting area of ​​the base frame 11 can be improved, thereby meeting the load-bearing strength requirements of the power pack 240.

[0090] Specifically, the second crossbeam 116 includes three beams, and the second longitudinal beam 117 includes two beams arranged opposite each other. Both ends of each second crossbeam 116 are connected to the two second longitudinal beams 117.

[0091] Specifically, the second crossbeam 116 can be formed by splicing two U-shaped bent pieces to form a rectangular structure, and the second longitudinal beam 117 can be formed by connecting a U-shaped bent piece to a vertical plate to form a rectangular structure. This further enhances the structural strength of the second crossbeam 116 and the second longitudinal beam 117. More specifically, the thickness of the two U-shaped bent pieces of the second crossbeam 116 can be greater than 5 mm, preferably 6 mm, and the material can be Q450NQR1\TB / T1979-2023. The thickness of the U-shaped bent piece and the vertical plate of the second longitudinal beam 117 can also be greater than 5 mm, preferably 6 mm, and the material can also be Q450NQR1\TB / T1979-2023.

[0092] See Figure 12 In addition, the second longitudinal beam 117 is provided with mounting holes 1171 for installation and connection with the power pack 240. Reinforcing ribs 1172 can be installed inside or around the mounting holes 1171 to improve the structural strength at that location and prevent deformation or damage under load when bearing the power pack 240. Specifically, the reinforcing ribs 1172 can be made of Q345NQR2 / TB / T1979-2023.

[0093] Please refer to it again. Figure 1Based on the same inventive concept, this application also provides a railway track vehicle 200, including the track vehicle body structure 100 and the testing equipment 210 in any of the above embodiments, wherein the testing equipment 210 is installed in the installation space A.

[0094] The aforementioned railway track vehicle 200, since the cross-sectional area of ​​the small car body structure 20 is smaller than that of the main car body 10, can form a recess in the width direction on the track vehicle body structure 100 as a whole. This recess can accommodate space A. Thus, when the track vehicle body structure 100 enters the tunnel, the space between the outer contour of the small car body structure 20 and the tunnel clearance is increased, thereby reliably installing the detection equipment 210 and improving the convenience and reliability of tunnel detection.

[0095] Furthermore, the top of the main body 10 carries at least one of the battery 220 and the auxiliary converter 230. The bottom of the main body 10 carries at least one of the power pack 240 and the fuel tank 250.

[0096] Specifically, the battery 220 and auxiliary converter 230 are located in the load-bearing space B of the main vehicle roof 16 and connected to the flat roof 162. The power pack 240 and fuel tank 250 are located in the power pack 240 mounting area of ​​the underframe 11 and connected to the underframe 11.

[0097] Thus, the railway track vehicle 200 of this application embodiment can not only meet the installation requirements of the testing equipment 210, but also the main car roof 16 can meet the installation strength requirements of load-bearing equipment such as the battery 220 and auxiliary converter 230, and the underframe 11 can also meet the installation strength requirements of load-bearing equipment such as the power pack 240 and fuel tank 250.

[0098] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0099] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims

1. A railcar body structure, characterized in that, include: Main body; A small vehicle body structure is connected to one end of the main vehicle body along its longitudinal direction, and the cross-sectional area of ​​the small vehicle body structure is smaller than the cross-sectional area of ​​the main vehicle body. An installation space is formed between the outer side of the small vehicle body structure and the main vehicle body, and the installation space is used for at least the installation of testing equipment.

2. The railcar body structure according to claim 1, characterized in that, The main vehicle body includes a chassis, two main side walls, a first end wall, a second end wall, a middle end wall, and a main vehicle roof; the first end wall and the second end wall are disposed opposite to each other at both ends of the chassis along the longitudinal direction of the main vehicle body and are connected to the chassis; the middle end wall is disposed between the first end wall and the second end wall; the two main side walls are disposed opposite to each other along the width direction of the main vehicle body; the two ends of the two main side walls along the longitudinal direction of the main vehicle body are respectively connected to the first end wall and the middle end wall; the two ends of the two main side walls along the height direction of the main vehicle body are respectively connected to the chassis and the main vehicle roof. The trolley body structure is located between the intermediate end wall and the second end wall, and is connected to the intermediate end wall, the second end wall and the base frame.

3. The railcar body structure according to claim 2, characterized in that, A reinforcing plate is provided at the connection between the top of the vehicle body structure and the middle end wall, and a reinforcing corner plate is also connected between the reinforcing plate and the top surface of the vehicle body structure.

4. The railcar body structure according to claim 2, characterized in that, The vehicle body structure includes a vehicle roof, which includes a roof panel and a plurality of staggered first crossbeams and first longitudinal beams connected to the inner side of the roof panel. The end of the vehicle roof connected to the intermediate end wall is also provided with at least one first reinforcing crossbeam and at least two first reinforcing longitudinal beams. The end of each first reinforcing longitudinal beam away from the intermediate end wall is connected to the end of a corresponding first longitudinal beam. Each first reinforcing crossbeam is connected between two adjacent first reinforcing longitudinal beams. The first reinforcing crossbeam has a U-shaped cross-section, and the first reinforcing longitudinal beam has a rectangular cross-section.

5. The railcar body structure according to claim 2, characterized in that, The main roof includes at least two arched roof sections and at least one flat roof section. All the arched roof sections are spaced apart from each other along the longitudinal direction of the main vehicle body, and a flat roof section is provided between any two adjacent arched roof sections. The flat roof section is recessed into the adjacent arched roof section to form a load-bearing space between the three sections.

6. The railcar body structure according to claim 5, characterized in that, The flat top includes a flat plate and at least two mounting crossbeams and multiple second reinforcing longitudinal beams connected to the flat plate. The mounting crossbeams extend as a whole along the width direction of the main body, and each of the second reinforcing longitudinal beams extends along the longitudinal direction of the main body. Each of the mounting crossbeams is connected to a plurality of second reinforcing longitudinal beams on both sides, and the plurality of second reinforcing longitudinal beams are spaced apart along the longitudinal direction of the mounting crossbeam.

7. The railcar body structure according to claim 2, characterized in that, The underframe includes two side beams, a floor, and multiple floor crossbeams. The two side beams are respectively connected to both sides of the floor along the width direction of the main vehicle body. All the floor crossbeams are connected between the two side beams and connected to the floor. The crossbeams are spaced apart from each other along the longitudinal direction of the floor. The trolley body structure includes two trolley side walls arranged opposite to each other, and the chassis also has two side wall interface structures, with the bottom of each trolley side wall mating with a corresponding side wall interface structure. The side wall interface structure includes a channel steel that extends along the longitudinal direction of the main vehicle body. A portion of the channel steel protrudes from the top surface of the floor, while another portion of the channel steel is embedded in the floor and protrudes from the bottom surface of the floor. The floor beams are connected to both sides of the portion of the channel steel that protrudes from the bottom surface of the floor.

8. The railcar body structure according to claim 2, characterized in that, The underframe has a power pack mounting area, and the underframe includes multiple staggered second crossbeams and second longitudinal beams in the power pack mounting area. The cross-sectional shape of the second crossbeam and the cross-sectional shape of the second longitudinal beam are both rectangular.

9. A railway track vehicle, characterized in that, It includes the railcar body structure and testing equipment as described in any one of claims 1 to 8, wherein the testing equipment is installed in the installation space.

10. The railway vehicle according to claim 9, characterized in that, The top of the main body carries at least one of a battery and an auxiliary converter; the bottom of the main body carries at least one of a power pack and a fuel tank.

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