A device compartment partition system for a rail vehicle and a rail vehicle

Abstract

The application provides an equipment cabin partition system for a rail train and the rail train. The equipment cabin partition system comprises: an equipment cabin arranged below a vehicle body of the rail train and adapted to hang and protect under-vehicle equipment of the rail train; and a plurality of partitions arranged in the equipment cabin to partition the equipment cabin into a self-protection zone, a natural convection zone, a centralized protection zone and a forced ventilation zone along a length direction of the rail train. The natural convection zone and the centralized protection zone are respectively arranged on two sides of the forced ventilation zone. The natural convection zone accommodates self-cooling equipment. A first radiator of the self-cooling equipment extends out of the natural convection zone and extends into the forced ventilation zone along the length direction. The centralized protection zone accommodates centralized protection equipment. A second radiator of the centralized protection equipment extends out of the centralized protection zone and extends into the forced ventilation zone in a direction opposite to an extending direction of the first radiator. A heat dissipation assembly is arranged in the forced ventilation zone to simultaneously dissipate heat of the first radiator and the second radiator.

Description

Technical Field

[0001] This application relates to the technical field of equipment compartments for rail trains, and more specifically, to an equipment compartment partitioning system for rail trains and rail trains. Background Technology

[0002] Rail trains, especially high-speed trains, have an equipment compartment located beneath the car body. This compartment is used to install and protect critical undercarriage equipment such as traction transformers, traction converters, fans, and air compressors. The equipment compartment consists of skirts, a floor plate, end plates, and a frame, designed to protect the undercarriage equipment from physical damage such as stone impacts and freezing in the operating environment, and to meet the heat dissipation and protection requirements of the undercarriage equipment.

[0003] Currently, there are generally two approaches to address the heat dissipation and protection issues of multiple devices within an equipment compartment. The first is the "open-plan" model, where all under-vehicle equipment shares the same airflow environment. This poses a risk of heat cross-contamination between under-vehicle equipment with different heat loads, leading to the easy absorption of hot air from high-heat equipment by neighboring equipment, creating localized high temperatures, deteriorating the working environment of adjacent equipment, increasing failure rates, and affecting the reliability of nearby equipment. The second approach involves many under-vehicle devices having their own independent protective enclosures, which overlap with the protective functions of the equipment compartment, resulting in unnecessary weight increases. Summary of the Invention

[0004] In view of this, in order to solve at least one of the technical problems in the prior art, this application provides an equipment compartment partitioning system for rail trains and a rail train, which can physically isolate equipment with different heat dissipation requirements and protection levels, and effectively prevent thermal short circuits between equipment.

[0005] One aspect of this application provides an equipment compartment partitioning system for a railcar, comprising: an equipment compartment disposed below the body of the railcar, suitable for suspending and protecting the undercar equipment of the railcar; a plurality of partitions disposed within the equipment compartment to partition the equipment compartment along the length of the railcar into a self-protection zone, a natural convection zone, a centralized protection zone, and a forced ventilation zone, wherein the natural convection zone and the centralized protection zone are respectively disposed on both sides of the forced ventilation zone; the natural convection zone is suitable for accommodating self-cooling equipment, wherein a first radiator of the self-cooling equipment extends from the natural convection zone and extends along the length of the railcar into the forced ventilation zone; the centralized protection zone is suitable for accommodating centralized protection equipment, wherein a second radiator of the centralized protection equipment extends from the centralized protection zone and extends in a direction opposite to the extending direction of the first radiator into the forced ventilation zone; the equipment compartment partitioning system further comprises: a heat dissipation assembly disposed in the forced ventilation zone to simultaneously dissipate heat from the first radiator and the second radiator.

[0006] According to some embodiments of this application, the centralized protection device includes: multiple converter heat dissipation modules, the inlets of the multiple converter heat dissipation modules are connected to a coolant source, the outlets of the multiple converter heat dissipation modules are respectively connected to the inlet of the second radiator through multiple first cooling pipes connected in parallel, and the first cooling pipes allow first coolant to circulate so as to collect the heat of the multiple converter heat dissipation modules in the centralized protection area and conduct it from the centralized protection area to the forced ventilation area.

[0007] According to some embodiments of this application, the self-cooling device includes: a transformer oil tank, the outlet of the transformer oil tank being connected to the inlet of the first radiator via a second cooling pipe, the transformer oil tank having a winding immersed in a second coolant inside, the second cooling pipe allowing the second coolant to circulate so as to conduct the heat of the winding from the natural convection zone to the forced ventilation zone.

[0008] According to some embodiments of this application, the forced ventilation zone has an air inlet and an air outlet, and the heat dissipation assembly includes a cooling fan disposed at the air outlet and located downstream of the first radiator and the second radiator in the air flow direction, so as to drive the air through the forced ventilation zone along the width direction of the rail train, thereby dissipating heat from the first radiator and the second radiator.

[0009] According to some embodiments of this application, the equipment compartment is provided with skirts on both sides along the vehicle width direction. The air inlet and the air outlet are respectively opened on the skirts on both sides along the vehicle width direction of the forced ventilation area. The cooling fan is an axial flow fan. The air enters through the air inlet under the drive of the axial flow fan, passes through the forced ventilation area along the vehicle width direction and flows through the first radiator and the second radiator, and is discharged through the air outlet to dissipate heat from the first radiator and the second radiator.

[0010] According to some embodiments of this application, the equipment compartment is provided with skirts on both sides along the width direction of the vehicle, and the equipment compartment also includes a bottom plate. The air inlet is provided on the skirt on one side of the forced ventilation area, and the air outlet is provided on the bottom plate. The cooling fan is a centrifugal fan. The air enters through the air inlet under the drive of the centrifugal fan, passes through the forced ventilation area along the height direction of the rail train, flows through the first radiator and the second radiator, and is discharged through the air outlet to dissipate heat from the first radiator and the second radiator.

[0011] According to some embodiments of this application, at least one ventilation opening is provided on the skirt panels on both sides of the natural convection zone along the vehicle width direction to form air convection in the vehicle width direction, thereby dissipating heat from the self-cooling device.

[0012] According to some embodiments of this application, the heat dissipation assembly further includes: a plurality of filters, which are detachably installed on the ventilation opening and the air inlet, respectively, to block impurity particles in the external environment from entering the natural convection zone and the forced ventilation zone.

[0013] According to some embodiments of this application, each of the above-mentioned filter screens has a plurality of through holes arranged in an array, and the diameter of the through holes is not greater than 1.5 mm.

[0014] According to some embodiments of this application, a self-heating air-cooling device is also provided in the forced ventilation zone. The self-heating air-cooling device is located upstream of the first radiator and the second radiator in the direction of air flow, so as to dissipate heat synchronously with the first radiator and the second radiator through the cooling fan.

[0015] According to some embodiments of another aspect of this application, a rail train is also provided, including: a car body; and the aforementioned equipment compartment partitioning system for the rail train, disposed below the car body, suitable for suspending and protecting the undercarriage equipment of the rail train.

[0016] According to an embodiment of this application, an equipment compartment partitioning system for a railcar and the railcar itself are provided. The equipment compartment is divided into a self-protected zone, a natural convection zone, a centralized protection zone, and a forced ventilation zone by partitions, physically isolating equipment with different heat dissipation requirements and protection levels. The first radiator of the self-cooled equipment in the natural convection zone and the second radiator in the centralized protection zone extend from both sides into the forced ventilation zone, where they are centrally cooled by forced airflow from heat dissipation components. This decouples the heat dissipation processes of the self-cooled equipment and the centralized protection equipment, preventing high-temperature exhaust air from being drawn into the air inlets of adjacent equipment, thus preventing thermal short circuits. The forced ventilation zone is isolated from adjacent areas by partitions. Cooling air flows along a predetermined path through the first and second radiators within the forced ventilation zone and is directly discharged, preventing hot air from flowing back to the natural convection zone or the centralized protection zone, thus ensuring the operating temperature of each piece of equipment. Attached Figure Description

[0017] The above and other objects, features and advantages of this application will become clearer from the following description of embodiments with reference to the accompanying drawings, in which:

[0018] Figure 1 This is a side view of an equipment compartment partitioning system for a railcar according to an illustrative embodiment of this application;

[0019] Figure 2This is a partial enlarged view of an equipment compartment partitioning system for a railcar according to an illustrative embodiment of this application.

[0020] In the accompanying drawings, the meanings of the reference numerals are as follows:

[0021] 1. Equipment compartment;

[0022] 11. Self-protected zone;

[0023] 12. Natural convection zone;

[0024] 121. Ventilation opening;

[0025] 13. Centralized protection area;

[0026] 14. Forced ventilation areas;

[0027] 141. Air inlet;

[0028] 142. Air vent;

[0029] 15. Bogie area;

[0030] 2. Partition;

[0031] 3. Self-cooling equipment;

[0032] 31. First radiator;

[0033] 4. Centralized protective equipment;

[0034] 41. Second radiator;

[0035] 5. Cooling fan;

[0036] 6. Self-heating air-cooled equipment. Detailed Implementation

[0037] The embodiments of this application will now be described with reference to the accompanying drawings. However, it should be understood that these descriptions are exemplary only and are not intended to limit the scope of this application. In the following detailed description, numerous specific details are set forth to provide a thorough understanding of the embodiments of this application for ease of explanation. However, it will be apparent that one or more embodiments may be implemented without these specific details. Furthermore, descriptions of well-known structures and technologies are omitted in the following description to avoid unnecessarily obscuring the concepts of this application.

[0038] The terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the scope of this application. The terms “comprising,” “including,” etc., as used herein indicate the presence of the stated features, steps, operations, and / or components, but do not exclude the presence or addition of one or more other features, steps, operations, or components.

[0039] All terms used herein (including technical and scientific terms) have the meanings commonly understood by those skilled in the art, unless otherwise defined. It should be noted that the terms used herein are to be interpreted in a manner consistent with the context of this specification, and not in an idealized or overly rigid way.

[0040] When using expressions such as "at least one of A, B and C", they should generally be interpreted in accordance with the meaning that is commonly understood by those skilled in the art (e.g., "a system having at least one of A, B and C" should include, but is not limited to, a system having A alone, a system having B alone, a system having C alone, a system having A and B, a system having A and C, a system having B and C, and / or a system having A, B and C, etc.).

[0041] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with specific embodiments and the accompanying drawings.

[0042] Figure 1 This is a side view of an equipment compartment partitioning system for a railcar according to an illustrative embodiment of this application. Figure 2 This is a partial enlarged view of an equipment compartment partitioning system for a railcar according to an illustrative embodiment of this application.

[0043] Embodiments of this application provide an equipment compartment partitioning system for rail trains, such as... Figure 1 and Figure 2 As shown, the equipment compartment partitioning system includes an equipment compartment 1 and multiple partitions 2. The equipment compartment 1 is located under the body of the railcar and is suitable for suspending and protecting the undercar equipment of the railcar. Multiple partitions 2 are arranged inside the equipment compartment 1 to isolate the equipment compartment 1 along the length of the railcar into a self-protection zone 11, a natural convection zone 12, a centralized protection zone 13, and a forced ventilation zone 14. The natural convection zone 12 and the centralized protection zone 13 are respectively located on both sides of the forced ventilation zone 14. The natural convection zone 12 is suitable for accommodating self-cooled equipment 3, and the first radiator 31 of the self-cooled equipment 3 extends from the natural convection zone 12 and extends into the forced ventilation zone 14 along the length of the railcar. The centralized protection zone 13 is suitable for accommodating centralized protection equipment 4, and the second radiator 41 of the centralized protection equipment 4 extends from the centralized protection zone 13 and extends into the forced ventilation zone 14 in the opposite direction to the extension direction of the first radiator 31. The equipment compartment partitioning system also includes a heat dissipation component located in the forced ventilation zone 14 to simultaneously dissipate heat from the first radiator 31 and the second radiator 41.

[0044] In some illustrative embodiments, the self-protected zone 11 is suitable for accommodating equipment with a protection level of not less than IP65 and no heat dissipation requirements; that is, the self-protected zone 11 is a functional area that does not require consideration of the equipment compartment sealing mechanism design. No ventilation openings are needed on the skirt and bottom plate of the equipment compartment 1 corresponding to the self-protected zone 11.

[0045] As an example, the self-protected zone 11 can accommodate equipment such as air cylinders, water tanks, waste tanks, or sand tanks.

[0046] In some illustrative embodiments, the self-cooling device 3 is a device with low heat dissipation and no cooling fan or a small air volume of the matching fan. As an example, the self-cooling device 3 can be an auxiliary air compressor, a charger, or an exhaust fan.

[0047] In some illustrative embodiments, the centralized protection device 4 is a device with a low protection level or no protection. Therefore, the skirt and bottom plate of the equipment compartment 1 corresponding to the centralized protection area 13 need to focus on the sealing structure design to prevent moisture, dust or foreign objects from the external environment from intruding and damaging the centralized protection device 4. For example, the rectifier module, inverter module and other components inside the rectifier are placed in the centralized protection area 13, and the equipment compartment 1 provides a unified protective enclosure.

[0048] In some illustrative embodiments, multiple self-protection zones 11 may be provided.

[0049] In some illustrative embodiments, such as Figure 1 As shown, the equipment compartment zoning system also includes two bogie zones 15. One bogie zone 15 is located between the self-protection zone 11 and the natural convection zone 12, and the other bogie zone 15 is located between the two self-protection zones 11.

[0050] In this implementation, the equipment compartment 1 is divided into a self-protected zone 11, a natural convection zone 12, a centralized protection zone 13, and a forced ventilation zone 14 by a partition 2, physically isolating equipment with different heat dissipation requirements and protection levels. The first radiator 31 of the self-cooled equipment 3 in the natural convection zone 12 and the second radiator 41 in the centralized protection zone 13 extend from both sides into the forced ventilation zone 14, where they are centrally cooled by forced airflow from the heat dissipation components. This decouples the heat dissipation processes of the self-cooled equipment 3 and the centralized protection equipment 4, preventing high-temperature exhaust air from being drawn into the air inlets of adjacent equipment and thus preventing thermal short circuits. The forced ventilation zone 14 is isolated from adjacent areas by the partition 2. Cooling air flows along a predetermined path through the first radiator 31 and the second radiator 41 within the forced ventilation zone 14 and is then directly discharged. Hot air cannot flow back to the natural convection zone 12 or the centralized protection zone 13, ensuring the operating temperature of each piece of equipment.

[0051] According to embodiments of this application, such as Figure 1 and Figure 2As shown, the centralized protection device 4 includes multiple converter heat dissipation modules. The inlets of the multiple converter heat dissipation modules are connected to a coolant source, and the outlets of the multiple converter heat dissipation modules are respectively connected to the inlet of the second radiator 41 through multiple first cooling pipes connected in parallel. The first cooling pipes allow the first coolant to circulate, so as to collect the heat of the multiple converter heat dissipation modules in the centralized protection zone 13 and conduct it from the centralized protection zone 13 to the forced ventilation zone 14.

[0052] In some illustrative embodiments, multiple converter cooling modules are spaced apart within the centralized protection zone 13. The coolant inlet of each converter cooling module is connected to a main coolant supply pipe, with the first coolant supplied uniformly by a coolant source. The coolant outlet of each converter cooling module is connected to an independent branch pipe, i.e., multiple first cooling pipes. All branch pipes are connected in parallel within the centralized protection zone 13 and converge into a main return pipe. The main return pipe extends from the centralized protection zone 13 along the vehicle length into the forced ventilation zone 14, connecting to the inlet of the second radiator 41. The outlet of the second radiator is then connected back to the coolant source via a coolant return pipe, forming a complete closed-loop circulation circuit.

[0053] As an example, the first coolant can be water.

[0054] In this implementation, by connecting the coolant outlets of all converter heat dissipation modules to the second radiator 41 via parallel pipelines, each converter heat dissipation module can simultaneously receive a first coolant supply at a similar temperature, and the cooling process of each converter heat dissipation module is relatively independent. This connection method allows the first coolant to flow in parallel through each converter heat dissipation module, absorb heat, and then be collected uniformly. The first cooling pipeline centrally discharges the first coolant, which has accumulated the entire heat load, from the centralized protection zone 13 to the forced ventilation zone 14, thus spatially separating the location where heat is generated from the location where heat dissipation is performed. Therefore, the centralized protection zone 13 does not require large-area ventilation openings or fans, maintaining a complete sealed structure and achieving unified shielding of internal components without independent protection, preventing the intrusion of moisture and dust from the external environment. Heat is confined within the coolant pipelines, eliminating heat diffusion caused by air convection within the centralized protection zone 13 and thermal interference to adjacent low-temperature equipment. The first coolant, which gathers all the heat load, exchanges heat with the cooling air only in the forced ventilation zone 14 through the second radiator 41. The heat dissipation process is concentrated in the forced ventilation zone 14 and is completed uniformly by the heat dissipation components, which improves the controllability of heat dissipation and cooling efficiency. At the same time, it eliminates the need to configure a fan and heat sink for each converter module separately, reducing the number of components and the weight of the whole machine.

[0055] According to an embodiment of this application, the self-cooling device 3 includes a transformer oil tank. The outlet of the transformer oil tank is connected to the inlet of the first radiator 31 through a second cooling pipe. The transformer oil tank is equipped with a winding immersed in a second coolant. The second cooling pipe allows the second coolant to circulate so as to conduct the heat of the winding from the natural convection zone 12 to the forced ventilation zone 14.

[0056] In some illustrative embodiments, the self-cooling device 3 includes a transformer tank, which is integrally arranged within the natural convection zone 12. The transformer tank contains a second coolant, and the transformer windings are immersed in the second coolant. The outlet of the transformer tank is connected to a second coolant outlet pipe, which extends from the natural convection zone 12 along the vehicle length into the forced ventilation zone 14, communicating with the inlet of the first radiator 31. The outlet of the first radiator 31 is connected to a second coolant return pipe, which returns from the forced ventilation zone 14 to the natural convection zone 12, communicating with the inlet of the transformer tank, forming a closed second coolant circulation loop. A circulation pump can be connected in series in the loop to drive the second coolant to continuously circulate between the transformer tank and the first radiator 31.

[0057] As an example, the second coolant can be oil.

[0058] In this implementation, the transformer windings are immersed in a second coolant within the transformer tank, and the heat generated by the windings during operation is first absorbed by the second coolant. The heated second coolant, having absorbed heat, is transported from the natural convection zone 12 to the first radiator 31 within the forced ventilation zone 14 via a second coolant outlet pipe, spatially separating the location where heat is generated from the windings from the primary heat dissipation location. The first radiator 31 receives forced air cooling from the heat dissipation components in the forced ventilation zone 14, achieving efficient heat exchange with the cooling air and expelling most of the heat outside the equipment compartment 1. The cooled second coolant returns to the transformer tank within the natural convection zone 12 via a second coolant return pipe, continuing to absorb heat from the windings, forming a cycle. The transformer tank itself still radiates a small amount of residual heat to the natural convection zone 12. The natural convection zone 12 utilizes the pressure and temperature differences of the internal and external airflow generated by the running train through the vents 121 on the skirt of the equipment compartment 1 (the vents 121 of the natural convection zone 12 will be described in detail below) to exchange air, naturally dissipating this residual heat and maintaining a suitable temperature level within the natural convection zone 12. This configuration concentrates the main heat load of the transformer in the forced ventilation zone 14, which is uniformly cooled by forced air. The natural convection zone 12 only undertakes the dissipation of a small amount of surface radiation heat, avoiding the need to install a high-power fan in the natural convection zone 12, thus reducing auxiliary energy consumption and system complexity.

[0059] According to embodiments of this application, such as Figure 1 and Figure 2As shown, the forced ventilation zone 14 has an air inlet 141 and an air outlet 142. The heat dissipation assembly includes a cooling fan 5, which is located at the air outlet 142 and downstream of the first radiator 31 and the second radiator 41 in the direction of air flow. The cooling fan 5 drives the air to pass through the forced ventilation zone 14 along the width direction of the railcar, thereby dissipating heat from the first radiator 31 and the second radiator 41.

[0060] In some illustrative embodiments, the cooling fan 5 can be a variable frequency fan. The cooling fan 5 is equipped with a temperature detection unit and a control unit. The temperature detection unit is configured to acquire the ambient temperature and the temperature of the coolant (first coolant and second coolant). The control unit adjusts the speed of the cooling fan 5 based on the signal from the temperature detection unit. When the ambient temperature is below a preset low-temperature threshold (e.g., below 0°C) or the coolant temperature is below a preset target temperature, the control unit outputs a low-speed command, and the cooling fan 5 operates at 30% to 50% of its rated speed. When the ambient temperature is above a preset high-temperature threshold or the coolant temperature is close to a preset upper limit, the control unit outputs a rated speed command, and the cooling fan 5 operates at its rated speed to ensure heat dissipation efficiency.

[0061] In this embodiment, the cooling fan 5 is arranged at the air outlet 142 and is downstream of the first radiator 31 and the second radiator 41 in the direction of air flow. It forms a directional airflow from the air inlet 141 to the air outlet 142 within the forced ventilation zone 14 through suction. After entering the forced ventilation zone 14, the outside air flows sequentially through the second radiator 41 and the first radiator 31, undergoing forced convection heat exchange with the high-temperature second coolant in the second radiator 41 and the high-temperature first coolant in the first radiator 31, carrying heat out of the equipment compartment 1 and improving heat exchange efficiency. The cooling fan 5 is driven by a variable frequency drive and automatically adjusts its speed according to temperature parameters. In winter, when the external ambient temperature is low or the coolant temperature is low, the temperature difference between the coolant and the air is already large, and the coolant cools down quickly. The cooling fan 5 can meet the heat dissipation requirements by operating at a low speed, and the power consumption of the cooling fan 5 decreases as the speed decreases. In summer, when the ambient temperature or coolant temperature is high, the cooling fan 5 is adjusted to its rated speed to provide maximum ventilation to ensure that the heat dissipation capacity meets the equipment's heat load requirements. Variable frequency control ensures that the operating power of the cooling fan 5 matches the actual heat dissipation demand in real time, preventing the fan from continuously operating at its rated speed under low heat dissipation demand conditions, thus avoiding wasted auxiliary power and reducing the energy consumption of the heat dissipation components, aligning with the energy-saving development requirements of high-speed trains.

[0062] According to an embodiment of this application, the equipment compartment 1 is provided with skirts on both sides along the vehicle width direction. Air inlets 141 and air outlets 142 are respectively provided on the skirts on both sides of the forced ventilation zone 14 along the vehicle width direction. The cooling fan 5 is an axial flow fan. Driven by the axial flow fan, air enters through the air inlets 141, passes through the forced ventilation zone 14 along the vehicle width direction, flows past the first radiator 31 and the second radiator 41, and is then discharged through the air outlets 142 to dissipate heat from the first radiator 31 and the second radiator 41.

[0063] In some illustrative embodiments, the intake of the axial flow fan faces the interior of the forced ventilation zone 14, and the exhaust outlet faces the air outlet 142. When the axial flow fan is running, it drives the air from the external environment into the forced ventilation zone 14 through the air inlet 141. The air flows along the width of the vehicle, passes through the second radiator 41 and the first radiator 31 in sequence, and after completing heat exchange, it is discharged from the air outlet 142 outside the equipment compartment 1.

[0064] In this implementation, an axial flow fan is installed at the air outlet 142 with its rotation axis along the vehicle width direction, driving air to form an airflow that penetrates the forced ventilation zone 14 along the vehicle width direction. The airflow path is short and the flow direction changes little, resulting in low wind resistance along the path, which is beneficial for obtaining a high ventilation volume with a lower fan power. The second radiator 41 and the first radiator 31 are arranged between the air inlet 141 and the axial flow fan along the airflow direction. After the air from the external environment enters the forced ventilation zone 14, it comes into contact with the second radiator 41 and the first radiator 31, improving the convective heat transfer efficiency. The air inlet 141 and the air outlet 142 are located on the side skirts of the vehicle width, respectively. After the cooling air passes through the forced ventilation zone 14, it is directly discharged to the outside atmosphere of the vehicle body. The discharged hot air does not exchange airflow with the natural convection zone 12 and the centralized protection zone 13, avoiding the impact of hot air backflow on the air intake of equipment in adjacent areas.

[0065] According to an embodiment of this application, the equipment compartment 1 is provided with skirts on both sides along the width direction of the vehicle. The equipment compartment 1 also includes a floor plate. An air inlet 141 is provided on one side of the skirt plate of the forced ventilation zone 14, and an air outlet is provided on the floor plate. The cooling fan 5 is a centrifugal fan. Driven by the centrifugal fan, air enters through the air inlet 141, passes through the forced ventilation zone 14 along the height direction of the rail train, flows through the first radiator 31 and the second radiator 41, and is discharged from the air outlet to dissipate heat from the first radiator 31 and the second radiator 41.

[0066] In some illustrative embodiments, an air inlet 141 is provided on one side skirt of the forced ventilation zone 14, with the opening axis of the air inlet 141 along the vehicle width direction. An air outlet is provided on the bottom plate, with the opening axis of the air outlet along the height direction of the railcar. The second radiator 41 and the first radiator 31 are arranged in the forced ventilation zone 14, located in the airflow channel between the air inlet 141 and the air outlet. The intake of the centrifugal fan faces upward towards the interior of the forced ventilation zone 14, and the exhaust outlet faces the bottom plate air outlet. When the centrifugal fan is running, it drives the air from the external environment into the forced ventilation zone 14 through the air inlet 141. The air initially flows along the vehicle width direction, then turns downward along the height direction at the centrifugal fan intake, and flows through the second radiator 41 and the first radiator 31 during the turning process. After completing heat exchange, the air is discharged from the bottom plate air outlet outside the equipment compartment 1.

[0067] In this implementation, a centrifugal fan is positioned at the air outlet of the base plate. The higher air pressure provided by the centrifugal fan overcomes the frictional resistance generated by the airflow passing through the second radiator 41 and the first radiator 31, as well as the flow turning along the height direction. This ensures that the ventilation volume meets the heat dissipation requirements and adapts to the layout conditions where the forced ventilation zone 14 has limited space along the height direction, making it impossible to open through-type air inlets and outlets on both side skirts. The air inlet 141 is located on one side skirt, and the air outlet is located on the base plate, creating a ventilation path of side intake and bottom exhaust. The exhausted hot air is discharged downwards towards the rail surface area, spatially offset from the ventilation openings 121 of the natural convection zone 12 on both side skirts. This prevents hot air from being re-inhaled by the air inlets in adjacent areas, eliminates the risk of thermal short-circuiting, improves convective heat transfer efficiency, and adapts to the layout of equipment compartments with limited space.

[0068] According to an embodiment of this application, at least one ventilation opening 121 is provided on the skirt panels on both sides of the natural convection zone 12 along the vehicle width direction to form air convection in the vehicle width direction, thereby dissipating heat from the self-cooling device 3.

[0069] In some illustrative embodiments, the vent 121 may be in the form of a louver to prevent rainwater and foreign objects from the external environment from entering directly.

[0070] In this implementation, during train operation, the relative motion near the side skirts of the train body creates different air pressure distributions. The pressure is higher at the vents on the windward side and lower at the vents on the leeward side, forming a pressure difference between the two vents 121. This pressure difference drives ambient air from one vent 121 into the natural convection zone 12, traversing the equipment area along the width of the train, flowing over the surface of the self-cooled equipment 3, absorbing residual heat radiated from the surface of the self-cooled equipment 3, and then exhausting it from the other vent 121. Continuous air convection transfers the surface heat of the self-cooled equipment 3 to the outside of the equipment compartment 1, preventing heat accumulation in the natural convection zone 12 and thus ensuring that the self-cooled equipment 3 maintains a suitable operating temperature without fan assistance. The natural convection zone 12 relies solely on the vents 121 on both sides of the skirt to achieve air exchange, eliminating the need for cooling fans and consuming no auxiliary power. Furthermore, the vents 121 and the air inlets 141 of the forced ventilation zone 14 are spatially independent, ensuring that the airflow paths of the two zones do not interfere with each other. This prevents the hot air exhausted from the forced ventilation zone 14 from being drawn into the natural convection zone 12 and prevents thermal short circuits between the two zones.

[0071] According to an embodiment of this application, the heat dissipation assembly further includes a plurality of filters, which are detachably installed on the vent 121 and the air inlet 141 to block impurity particles in the external environment from entering the natural convection zone 12 and the forced ventilation zone 14.

[0072] In some illustrative embodiments, the filter screen can be fixed to the air inlet 141 or vent 121 of the skirt panel by bolts, clips or grooves.

[0073] In this implementation, filters are installed at the vents 121 of the natural convection zone 12 and the air inlets 141 of the forced ventilation zone 14. External air passes through the filters before entering the equipment compartment 1, intercepting dust, debris, lint, and other impurities, ensuring the air entering the natural convection zone 12 and forced ventilation zone 14 remains clean. Clean air flowing through the surface of the self-cooled equipment 3 in the natural convection zone 12 does not carry abrasive particles, reducing the risk of surface contamination and corrosion. Clean air flowing through the cooling fan 5 in the forced ventilation zone 14 prevents damage to the impeller of the cooling fan 5 from impacts by foreign objects. The filters have a detachable structure, allowing for quick removal and cleaning or replacement when dust accumulation on the filter surface increases ventilation resistance, restoring the flow capacity of the vents 121 and air inlets 141. This ensures continuous ventilation in the natural convection zone 12 and forced ventilation zone 14, extending equipment maintenance cycles and reducing maintenance complexity.

[0074] According to an embodiment of this application, each filter screen has multiple through holes arranged in an array, and the diameter of the through holes is no greater than 1.5 mm.

[0075] As an example, the diameter of the through hole can be selected as 1.4mm, 1.2mm, 1mm, 0.8mm, 0.6mm, 0.4mm, or 0.2mm.

[0076] In this implementation, the aperture of the through holes is no larger than 1.5 mm, preventing sand and gravel particles, ballast debris, and other impurities larger than 1.5 mm from passing through the filter screen. These impurities are intercepted outside the equipment compartment 1, thus blocking the path of large foreign objects into the forced ventilation zone 14 and the natural convection zone 12. Multiple through holes are arranged in an array to maximize the number of through holes within a given filter screen area, increasing the effective ventilation area ratio. This allows air to pass through each through hole at a low velocity and uniformly, reducing local airflow resistance caused by the filter screen and ensuring that the ventilation volume under the pressure difference driven by the cooling fan 5 and natural convection meets the heat dissipation requirements.

[0077] According to embodiments of this application, such as Figure 1 and Figure 2 As shown, a self-heating air-cooling device 6 is also provided in the forced ventilation zone 14. The self-heating air-cooling device 6 is located upstream of the first radiator 31 and the second radiator 41 in the direction of air flow, so as to dissipate heat synchronously with the first radiator 31 and the second radiator 41 through the cooling fan 5.

[0078] In some illustrative embodiments, the self-heating air-cooled device 6 is a device with low heat generation that does not have its own independent cooling fan and does not require water-cooled pipes to dissipate heat. As an example, the self-heating air-cooled device 6 can be a single-phase inverter power supply. After entering the forced ventilation zone 14 through the air inlet 141, the air from the external environment first flows over the surface of the self-heating air-cooled device 6, then flows sequentially over the second radiator 41 and the first radiator 31, and finally is discharged by the cooling fan 5.

[0079] In this implementation, the self-cooling air-cooled device 6 shares the same cooling fan and ventilation path with the first radiator 31 and the second radiator 41. This eliminates the need for a separate cooling fan for the self-cooling air-cooled device 6, reducing the number of cooling fans, simplifying the equipment configuration within the forced ventilation zone 14, and lowering equipment costs and system energy consumption. Air flows sequentially through the self-cooling air-cooled device 6, the second radiator 41, and the first radiator 31 before being exhausted by the cooling fan 5, concentrating all heat loads within a single ventilation path for unified processing, thus preventing localized heat accumulation within the forced ventilation zone 14.

[0080] According to another embodiment of this application, a rail train is provided, including a car body and an equipment compartment partitioning system for the rail train, the equipment compartment partitioning system being disposed below the car body and suitable for suspending and protecting the undercarriage equipment of the rail train.

[0081] In some illustrative embodiments, the equipment compartment partitioning system is located beneath the vehicle body and extends along the length of the vehicle to cover the area of ​​under-vehicle equipment requiring protection. The equipment compartment partitioning system serves as a load-bearing structure and protective enclosure for the under-vehicle equipment, isolating it from the external operating environment.

[0082] In this implementation, the equipment compartment partitioning system is arranged under the vehicle body, utilizing the space between the vehicle body underframe and the equipment compartment to form cavities required for equipment installation and heat dissipation ventilation. By integrating the self-protection zone 11, natural convection zone 12, centralized protection zone 13, and forced ventilation zone 14 all within the undercarriage equipment compartment, equipment with different heat dissipation requirements and protection levels can be physically partitioned and isolated within a unified compartment structure. Each piece of equipment does not require a separate protective enclosure, thereby reducing the total weight of undercarriage suspended components and saving undercarriage space. The centralized protection zone 13 provides unified protection for components without independent protection through the sealed structure of the equipment compartment skirt and floor. Heat is conducted through cooling pipes to the forced ventilation zone 14 for centralized dissipation, preventing hot air accumulation under the vehicle that could lead to thermal short circuits between equipment, reducing equipment failure rates due to overheating, and extending equipment lifespan. The forced ventilation zone 14 utilizes heat dissipation components for effective heat dissipation, while the ventilation openings of the natural convection zone 12 utilize the airflow organization on the vehicle body surface during train operation for effective ventilation and heat dissipation, meeting the thermal management needs of each piece of equipment. The overall zoned heat dissipation solution is integrated into the equipment compartment under the vehicle body, making the under-vehicle equipment of the rail train compact, the heat dissipation path orderly, and the protection and heat dissipation functions coordinated, thereby improving the reliability and energy-saving performance of the rail train operation.

[0083] The embodiments of this application have been described above. However, these embodiments are merely illustrative and not intended to limit the scope of this application. Although various embodiments have been described above, this does not mean that the measures in the various embodiments cannot be used advantageously in combination. This application does not depart from its scope, and those skilled in the art can make various substitutions and modifications, all of which should fall within the scope of this application.

Claims

1. A compartment partitioning system for equipment compartments in railcars, characterized in that, include: An equipment compartment, located under the body of the railcar, is suitable for suspending and protecting the undercar equipment of the railcar; Multiple partitions are installed inside the equipment compartment to isolate the equipment compartment along the length of the railcar into a self-protection zone, a natural convection zone, a centralized protection zone, and a forced ventilation zone. The natural convection zone and the centralized protection zone are respectively located on both sides of the forced ventilation zone. The natural convection zone is suitable for accommodating self-cooling equipment, wherein the first radiator of the self-cooling equipment extends from the natural convection zone and extends along the length of the vehicle into the forced ventilation zone; The centralized protection zone is suitable for accommodating centralized protection equipment. The second radiator of the centralized protection equipment extends out of the centralized protection zone and extends into the forced ventilation zone in a direction opposite to the extension direction of the first radiator. The equipment compartment partitioning system also includes: A heat dissipation assembly is disposed in the forced ventilation zone to dissipate heat from both the first radiator and the second radiator simultaneously.

2. The equipment compartment partitioning system for railcars according to claim 1, characterized in that, The centralized protection equipment includes: Multiple converter heat dissipation modules are provided, with their inlets connected to a coolant source and their outlets connected to the inlet of a second radiator via multiple first cooling pipes connected in parallel. The first cooling pipes allow the first coolant to circulate, so as to collect the heat from the multiple converter heat dissipation modules in the centralized protection area and conduct it from the centralized protection area to the forced ventilation area.

3. The equipment compartment partitioning system for railcars according to claim 1, characterized in that, The self-cooling device includes: The transformer oil tank has its outlet connected to the inlet of the first radiator via a second cooling pipe. The transformer oil tank contains windings immersed in a second coolant. The second cooling pipe allows the second coolant to circulate, so as to conduct the heat of the windings from the natural convection zone to the forced ventilation zone.

4. The equipment compartment partitioning system for railcars according to claim 1, characterized in that, The forced ventilation zone has an air inlet and an air outlet, and the heat dissipation assembly includes: A cooling fan is provided at the air outlet and is located downstream of the first radiator and the second radiator in the direction of air flow, so as to drive the air through the forced ventilation zone along the width direction of the rail train, thereby dissipating heat from the first radiator and the second radiator.

5. The equipment compartment partitioning system for railcars according to claim 4, characterized in that, The equipment compartment is provided with skirts on both sides along the vehicle width direction. The air inlet and the air outlet are respectively opened on the skirts on both sides along the vehicle width direction of the forced ventilation area. The cooling fan is an axial flow fan. Driven by the axial flow fan, the air enters through the air inlet, passes through the forced ventilation zone along the vehicle width direction, flows through the first radiator and the second radiator, and is discharged through the air outlet to dissipate heat from the first radiator and the second radiator.

6. The equipment compartment partitioning system for railcars according to claim 4, characterized in that, The equipment compartment is provided with skirts on both sides along the width of the vehicle. The equipment compartment also includes a bottom plate. The air inlet is provided on the skirt on one side of the forced ventilation area, and the air outlet is provided on the bottom plate. The cooling fan is a centrifugal fan. Driven by the centrifugal fan, the air enters through the air inlet, passes through the forced ventilation zone along the height direction of the rail train, flows through the first radiator and the second radiator, and is discharged through the air outlet to dissipate heat from the first radiator and the second radiator.

7. The equipment compartment partitioning system for railcars according to claim 5 or 6, characterized in that, At least one ventilation opening is provided on each of the side skirts on both sides of the natural convection zone along the vehicle width direction to form air convection in the vehicle width direction, thereby dissipating heat from the self-cooling device.

8. The equipment compartment partitioning system for railcars according to claim 7, characterized in that, The heat dissipation component also includes: Multiple filters are detachably installed at the vent and the air inlet to block impurities and particles from the external environment from entering the natural convection zone and the forced ventilation zone.

9. The equipment compartment partitioning system for railcars according to claim 8, characterized in that, Each of the filter screens has multiple through holes arranged in an array, and the diameter of the through holes is no greater than 1.5 mm.

10. The equipment compartment partitioning system for railcars according to claim 9, characterized in that, The forced ventilation zone is also equipped with a self-heating air-cooling device, which is located upstream of the first radiator and the second radiator in the direction of air flow, so as to dissipate heat synchronously with the first radiator and the second radiator through the cooling fan.

11. A rail train, characterized in that, include: Vehicle body; The equipment compartment partitioning system for railcars as described in any one of claims 1-10, disposed below the vehicle body, is suitable for suspending and protecting the undercar equipment of the railcar.

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