Rail vehicle, and fusion-type underbody apparatus and bridging cover thereof

Abstract

A rail vehicle, and a fusion-type underbody apparatus system and a bridging cover thereof. The fusion-type underbody apparatus system is mounted on a vehicle body system of the rail vehicle. The vehicle body system comprises an underframe, and has a vehicle body outer contour face. The fusion-type underbody apparatus system comprises: functional apparatuses, which each comprise an apparatus shell and a functional device, wherein the functional device is mounted in the apparatus shell, the apparatus shell is configured to be connected to the underframe, the apparatus shell has a first outer contour face, and the apparatus shell comprises a first access door; and a bridging cover, which is located on one longitudinal side or two longitudinal sides of each functional apparatus, wherein the bridging cover is connected to the apparatus shell, the bridging cover has a second outer contour face, and the first outer contour face, the second outer contour face and the vehicle body outer contour face are combined to form an outer contour of the rail vehicle. The fusion-type underbody apparatus system has relatively low redundancy, relatively light weight and a relatively high space utilization rate, and can be convenient to overhaul.

Description

Rail vehicle, integrated undercarriage equipment and bridge cover thereof

[0001] This application claims priority to two Chinese patent applications, filed with the China Patent Office on June 30, 2023, with application number 202310800954X and invention name “A bridge cover for a fusion under-vehicle equipment system”, and two Chinese patent applications filed with the China Patent Office on the same day, with application number 2023108057365 and invention name “A fusion under-vehicle equipment system and rail vehicle”, the entire contents of which are incorporated into this application by reference. Technical Field

[0002] The present application relates to the technical field of rail vehicles, and in particular to a rail vehicle, a fusion-type undercarriage equipment and a bridge cover thereof. Background Art

[0003] A rail vehicle consists of a vehicle body system and an undercarriage equipment system. The vehicle body system includes the underframe, carriages, etc., which form the upper structure of the rail vehicle.

[0004] Please refer to FIG1 , which is a schematic structural diagram of a specific embodiment of an undercar equipment system of a rail vehicle in the related art.

[0005] As shown in Figure 1, in the related art, the undercarriage equipment system 01 includes functional equipment 011 and an equipment compartment 012. Functional equipment 011 refers to various auxiliary equipment installed under the chassis 02, such as inverters, air-conditioning units, etc. These functional equipment 011 are all equipped with equipment shells 011a, which are fixedly mounted on the chassis 02 to achieve the installation and fixation of each functional equipment 011 in the vehicle body system. The equipment compartment 012 is also fixedly mounted on the chassis 02 and can cover each functional equipment 011, thereby protecting each functional equipment 011. The outer wall of the equipment compartment 012 has a conformable design, which can improve the smoothness of the undercarriage contour of the rail vehicle, thereby reducing air resistance.

[0006] The equipment cabin 012 is provided with a hatch 012a, and the equipment shell 011a is also provided with a box door 011b. When it is necessary to perform maintenance work on the functional equipment 011, the staff can open the hatch 012a and the box door 011b in turn, and then perform maintenance work on the corresponding functional equipment 011.

[0007] Summary of the Invention

[0008] The purpose of this application is to provide a rail vehicle, a fused undercarriage equipment system, and a bridge cover therefor. The fused undercarriage equipment system has low redundancy, low weight, high space utilization, and convenient maintenance. The bridge cover is located on one or both longitudinal sides of a functional device in the fused undercarriage equipment system to cover an area under the vehicle where no functional device is located. The bridge cover has a second outer contour surface that can directly contribute to the formation of the undercarriage outer contour surface.

[0009] In the first aspect, the present application provides a fusion undercarriage equipment system, which is installed on a body system of a rail vehicle, the body system including a chassis, and the body system having a body outer contour surface; the fusion undercarriage equipment system includes: functional equipment, including an equipment shell and functional devices, the functional devices are installed in the equipment shell, the equipment shell is used to be connected to the chassis, the equipment shell has a first outer contour surface, and the equipment shell includes a first inspection door; a bridge cover, located on one longitudinal side or both longitudinal sides of the functional equipment, and the bridge cover and the equipment shell are connected, the bridge cover has a second outer contour surface, the first outer contour surface, the second outer contour surface and the body outer contour surface are combined to form the outer contour of the rail vehicle.

[0010] The integrated undercar equipment system provided in the present application can integrate the functional equipment and equipment compartment in the related technology. By conformally designing the equipment shell of the functional equipment, the equipment shell of the functional equipment can have a first outer contour surface. A bridge cover can be arranged on one or both longitudinal sides of the functional equipment to cover the area under the vehicle where no functional equipment is set. The outer wall surface of the bridge cover can also be conformally designed so that the bridge cover has a second outer contour surface. The first outer contour surface and the second outer contour surface can be combined with the outer contour surface of the vehicle body to form the outer contour of the rail vehicle.

[0011] Such a setting can eliminate the equipment cabin in the related technology, reduce the number of parts, thereby reducing the redundancy of the under-vehicle equipment system, expanding the available space under the vehicle, and facilitating the installation and layout of functional components; at the same time, it is also beneficial to reduce the weight of the rail vehicle to meet the lightweight design requirements of the entire vehicle.

[0012] When maintenance is required, workers only need to open the device shell to access the relevant functional components, improving maintenance efficiency. Furthermore, since only the device shell exists, workers can access the relevant functional components without having to delve too deeply into the undercarriage equipment system, expanding maintenance space and making maintenance more convenient.

[0013] Optionally, the first inspection door is an upward-flipping structure or a downward-flipping structure.

[0014] Optionally, the first inspection door is located at a lateral side of the equipment housing, and the first inspection door is rotatably arranged.

[0015] Optionally, the equipment shell includes a skeleton and a first base plate, the skeleton includes two lateral side frames arranged opposite to each other in the transverse direction, the first base plate and the two lateral side frames are connected, and the first base plate and the lateral side frames enclose to form an inspection opening, and the first inspection door can seal the inspection opening.

[0016] Optionally, the system further includes a first sealing component arranged around the inspection port, wherein the first sealing component is installed on the first inspection door.

[0017] Optionally, the skeleton further includes a top frame and two longitudinal side frames arranged opposite to each other in the longitudinal direction, the two lateral side frames and the two longitudinal side frames are connected to the top frame, and the two lateral side frames and the two longitudinal side frames are connected to the first bottom plate.

[0018] Optionally, the equipment housing includes a first bottom plate, and the first inspection door is configured on the first bottom plate.

[0019] Optionally, the first bottom plate is provided with an inspection port, the first bottom plate is configured with a sliding guide portion and a sink groove, and the first inspection door is configured with a sliding member, which can slide along the sliding guide portion to adjust the relative position of the first inspection door and the first bottom plate; when the sliding member slides into the sink groove, the first inspection door blocks the inspection port.

[0020] Optionally, the chassis includes a connecting component and two chassis side beams arranged opposite to each other in the transverse direction, and the connecting component connects the two chassis side beams; the functional device is configured with multiple connecting seats, and at least some of the connecting seats are used to be connected to the connecting component.

[0021] Optionally, the first inspection door is provided with a first locking component, and the equipment housing is further provided with a first locking component, and the first locking component and the first locking component cooperate to achieve locking or unlocking of the first inspection door.

[0022] Optionally, the first locking component is a locking hole provided in the device shell.

[0023] Optionally, the chassis includes a connecting component and two chassis side beams arranged opposite to each other in the transverse direction, and the connecting component connects the two chassis side beams; in a closed state, the first inspection door can contact the chassis side beams.

[0024] Optionally, the first inspection door is provided with a second sealing component, and the first inspection door is in contact with the chassis side beam via the second sealing component.

[0025] Optionally, the first inspection door is configured with a first ventilation port, and the first ventilation port is further configured with a first filter component.

[0026] Optionally, a first chamber can be formed between the device shell and the base frame, the device shell has an inner cavity and a transition cavity, the functional device is installed in the inner cavity, a first opening is provided at the top of the device shell, the first opening is used to connect the transition cavity and the first chamber, the inner cavity and the transition cavity are separated by a partition, the partition is provided with a second vent, and the second vent is also configured with a second filter component, the first vent and the transition cavity are connected.

[0027] Optionally, a second chamber is formed in the bridging cover, and a second opening is further provided on the longitudinal side of the equipment shell, wherein the second opening is used to connect the transition chamber and the second chamber, and the second chamber is connected to the first chamber.

[0028] Optionally, there are multiple functional devices, each of which is spaced apart in the longitudinal direction, and the bridging cover is provided between two adjacent functional devices.

[0029] Optionally, the bridging cover includes a bottom member and two side members, and the two side members are spaced apart in the transverse direction; at least one of the side member and the bottom member is connected to the device shell.

[0030] Optionally, a longitudinal side portion of the device shell is provided with a mounting interface extending in a transverse direction, and the bottom member is assembled to the device shell through the mounting interface.

[0031] Optionally, the bottom member includes a slide rail and a second bottom plate, the slide rail is fixedly mounted on the longitudinal side of the device shell, and the second bottom plate is slidably assembled on the slide rail.

[0032] Optionally, the second bottom plate includes a plurality of split plates arranged in a transverse direction, a third sealing component is provided between two adjacent split plates, and the two adjacent split plates are in contact with each other through the third sealing component.

[0033] Optionally, the bottom member further includes a bottom side beam, the bottom side beam is located on a lateral side of the slide rail, and the bottom side beam is connected to the slide rail.

[0034] Optionally, an adapter plate is further included, which includes a first plate portion and a second plate portion, the first plate portion and the second plate portion are arranged at an angle, the first plate portion is connected to the slide rail, and the second plate portion is connected to the lower side beam.

[0035] Optionally, the rocker and the second plate portion are connected via connecting bolts, and the rocker is further provided with a rotation-stopping component, which can limit the rotation of the connecting bolts.

[0036] Optionally, a fourth sealing component is further included, and the fourth sealing component is used to seal the gap between the rocker and the second bottom plate.

[0037] Optionally, a second locking component is further included, and the second locking component can lock the second bottom plate to the rocker.

[0038] Optionally, the second locking component includes a locking pin and a lock cylinder seat, the lock cylinder seat is fixedly mounted on the second base plate, the locking pin is mounted in the lock cylinder seat, and can be displaced relative to the lock cylinder seat; and / or, the second locking component includes a locking bolt, a locking block and a locking rope, the head of the locking bolt is provided with a locking hole extending radially thereof, the locking block is fixedly arranged, the locking rope can be inserted into the locking hole, and the locking rope can be connected to the locking block.

[0039] Optionally, a pressing component is further included, and the pressing component is used to press the second bottom plate in the vertical direction.

[0040] Optionally, the pressing component includes a pressing wheel, which is mounted on the slide rail. The second bottom plate is provided with a protrusion, and the pressing wheel is used to abut against the protrusion in the vertical direction.

[0041] Optionally, the side members are rotatably mounted on the bottom member; or, the side members are rotatably mounted on the chassis.

[0042] Optionally, a fifth sealing component is further included, and the fifth sealing component is used to achieve sealing between the side member and the bottom member, between the side member and the device shell, and between the side member and the bottom frame.

[0043] Optionally, the side member is provided with a second locking component, and the base frame is provided with a second locking component, and the second locking component cooperates with the second locking component to achieve locking or unlocking of the side member.

[0044] Optionally, the bottom member is provided with a second access door.

[0045] In a second aspect, the present application also provides a rail vehicle, comprising a vehicle body system and an under-vehicle equipment system, wherein the under-vehicle equipment system is the above-mentioned integrated under-vehicle equipment system.

[0046] Since the above-mentioned integrated undercar equipment system already has the above-mentioned technical effects, the rail vehicle with the integrated undercar equipment system should also have similar technical effects, so it will not be elaborated here.

[0047] In the third aspect, the present application provides a bridge cover applied to a fusion under-vehicle equipment system, the fusion under-vehicle equipment system includes a functional device, the functional device includes an equipment shell, the equipment shell has a first outer contour surface; the bridge cover is located on one longitudinal side or both longitudinal sides of the functional device, the bridge cover has a second outer contour surface, the first outer contour surface and the second outer contour surface are combined to form the under-vehicle outer contour surface of the rail vehicle; the bridge cover includes a bottom member and two side members, the two side members are spaced apart in the transverse direction, and at least one of the side members and the bottom member is used to be connected to the equipment shell.

[0048] The integrated undercarriage equipment system is a completely new type of undercarriage equipment system. Specifically, it integrates the functional equipment and equipment compartments used in related technologies. By conformally designing the functional equipment housing, the housing has a first outer contour surface that directly contributes to the undercarriage outer contour surface. This eliminates the need for the equipment compartments used in related technologies, reduces redundancy in the undercarriage equipment system, and improves undercarriage space utilization. It also reduces vehicle weight and facilitates maintenance.

[0049] The bridge cover provided in this application is located on one or both longitudinal sides of the functional equipment, and is used to cover the area under the vehicle where no functional equipment is installed. The outer wall surface of the bridge cover can also be conformally designed, so that the bridge cover has a second outer contour surface. The first outer contour surface and the second outer contour surface can be combined to form the outer contour surface under the vehicle, thereby improving the smoothness of the rail vehicle during operation and thereby reducing the operating resistance of the rail vehicle during operation.

[0050] Optionally, the bottom member includes a slide rail and a second bottom plate, the slide rail can be fixedly mounted on the longitudinal side of the device shell, and the second bottom plate is slidably assembled on the slide rail.

[0051] Optionally, the second bottom plate includes a plurality of split plates arranged in a transverse direction, a third sealing component is provided between two adjacent split plates, and the two adjacent split plates are in contact with each other through the third sealing component.

[0052] Optionally, the bottom member further includes a bottom side beam, the bottom side beam is located on a lateral side of the slide rail, and the bottom side beam is connected to the slide rail.

[0053] Optionally, an adapter plate is further included, which includes a first plate portion and a second plate portion, the first plate portion and the second plate portion are arranged at an angle, the first plate portion is connected to the slide rail, and the second plate portion is connected to the lower side beam.

[0054] Optionally, the rocker and the second plate portion are connected via connecting bolts, and the rocker is further provided with a rotation-stopping component, which can limit the rotation of the connecting bolts.

[0055] Optionally, a fourth sealing component is further included, and the fourth sealing component is used to seal the gap between the rocker and the second bottom plate.

[0056] Optionally, a second locking component is further included, and the second locking component can lock the second bottom plate to the rocker.

[0057] Optionally, the second locking component includes a locking pin and a lock cylinder seat, the lock cylinder seat is fixedly mounted on the second base plate, the locking pin is mounted in the lock cylinder seat, and can be displaced relative to the lock cylinder seat; and / or, the second locking component includes a locking bolt, a locking block and a locking rope, the head of the locking bolt is provided with a locking hole extending radially thereof, the locking block is fixedly arranged, the locking rope can be inserted into the locking hole, and the locking rope can be connected to the locking block.

[0058] Optionally, a pressing component is further included, and the pressing component is used to press the second bottom plate in the vertical direction.

[0059] Optionally, the pressing component includes a pressing wheel, which is mounted on the slide rail. The second bottom plate is provided with a protrusion, and the pressing wheel is used to abut against the protrusion in the vertical direction.

[0060] Optionally, the side members are rotatably mounted to the bottom member; or, the side members can be rotatably mounted to an underframe of a rail vehicle.

[0061] Optionally, a fifth sealing component is further included, and the fifth sealing component is used to achieve sealing between the side member and the bottom member, between the side member and the device shell, and between the side member and the bottom frame.

[0062] Optionally, the side member is provided with a second locking component, and the base frame is provided with a second locking component, and the second locking component cooperates with the second locking component to achieve locking or unlocking of the side member. BRIEF DESCRIPTION OF THE DRAWINGS

[0063] FIG1 is a schematic structural diagram of a specific embodiment of an undercar equipment system of a rail vehicle in the related art;

[0064] FIG2 is a simplified transverse cross-sectional view of the rail vehicle provided in this application;

[0065] FIG3 is a partial structural diagram of the integrated undercar equipment system provided by this application;

[0066] FIG4 is a structural diagram of the connection between the frame, the first base plate and the first access door;

[0067] FIG5 is a schematic structural diagram of the skeleton in FIG4 ;

[0068] FIG6 is a partial enlarged view of area A in FIG5 ;

[0069] FIG7 is a schematic structural diagram of the first base plate in FIG4 ;

[0070] FIG8 is a cross-sectional view of FIG7 taken along line BB;

[0071] FIG9 is a cross-sectional view taken along the CC direction of FIG7 ;

[0072] FIG10 is a schematic structural diagram of the first access door in FIG4 ;

[0073] FIG11 is a schematic structural diagram of the first base plate integrated with the first access door;

[0074] FIG12 is a schematic structural diagram of the first access door in FIG11;

[0075] FIG13 is a schematic structural diagram of the sliding guide portion in FIG11;

[0076] FIG14 is a diagram showing the relative positions of the undercar equipment system and the chassis;

[0077] FIG15 is a partial enlarged view of area D in FIG14 ;

[0078] FIG16 is a schematic structural diagram of a variation of FIG15 ;

[0079] FIG17 is a schematic structural diagram of a wind extraction solution for a functional device;

[0080] FIG18 is a schematic structural diagram of another air extraction solution for a functional device;

[0081] FIG19 is a schematic structural diagram of a specific embodiment of a bridge cover;

[0082] FIG20 is a diagram showing the connection structure of the bottom member and the first bottom plate in FIG19;

[0083] FIG21 is a schematic structural diagram of a variation of FIG20 ;

[0084] FIG22 is a transverse cross-sectional view of FIG19;

[0085] FIG23 is a partial enlarged view of the E region in FIG22;

[0086] FIG24 is a partial enlarged view of the F area in FIG22;

[0087] Figure 25 is a structural diagram of the connection between the slide rail and the lower side beam;

[0088] Figure 26 is a diagram showing the connection structure of the adapter plate and the anti-rotation component;

[0089] FIG27 is a schematic structural diagram of a specific embodiment of the second locking component;

[0090] FIG28 is a schematic structural diagram of the second locking component connecting the second bottom plate and the lower side beam in FIG27;

[0091] FIG29 is a schematic structural diagram of another specific embodiment of the second locking component;

[0092] FIG30 is a schematic structural diagram of the second locking component connecting the second bottom plate and the lower side beam in FIG29 .

[0093] The reference numerals in FIG1 are explained as follows: 01 undercarriage equipment system, 011 functional equipment, 011a equipment shell, 011b box door, 012 equipment compartment, 012a compartment door, 02 chassis.

[0094] 2 to 30 , the reference numerals are as follows: 1 vehicle body system, 1a vehicle body outer contour surface, 11 chassis, 111 connecting component, 112 chassis side beam; 2 undercarriage equipment system, 2a undercarriage outer contour surface, 2a-1 first outer contour surface, 2a-2 second outer contour surface, 21 functional equipment, 211 equipment shell, 211-1 transition cavity, 211a first inspection door, 211a-1 first sealing component, 211a-2 first locking component, 211a-3 second sealing component, 211a-4 first vent, 211a-5 second hinge cylinder, 211a-6 sliding member, 211b skeleton, 211b-1 lateral side frame, 211b-1a upper side beam, 2 11b-1b transition side beam, 211b-1c locking hole, 211b-2 top frame, 211b-3 longitudinal side frame, 211b-4 connecting seat, 211b-5 first receiving groove, 211c first bottom plate, 211c-1 bottom wall, 211c-1a sliding guide part, 211c-1b slide groove, 211c-1c sink groove, 211c-2 horizontal side wall, 211c-2a second receiving groove, 211c-2b first hinge cylinder, 211c-3 longitudinal side wall, 211c-3a installation interface, 2 11d inspection port, 211e covering plate, 211e-1 partition, 211e-1a second vent, 22 bridge cover, 221 bottom member, 221a slide rail, 221a-1 horizontal plate, 221a-1a sliding joint, 221a-2 vertical plate, 221b second bottom plate, 221b-1 split plate, 221b-2 third sealing component, 221b-3 raised portion, 221c lower side beam, 221c-1 anti-rotation component, 221c-1a slot, 222 side member, 222a fifth sealing component Sealing component, 222b third locking component, 224 adapter plate, 224a first plate portion, 224b second plate portion, 225 connecting bolt, 226 fourth sealing component, 227 second locking component, 227a locking pin, 227a-1 pin portion, 227a-2 handle portion, 227b lock cylinder seat, 227b-1 grooved track, 227c locking bolt, 227c-1 lock hole, 227d locking block, 227e lock rope, 227f lock nut, 227g lock plate seat, 228 pressing component, 228a pressure wheel; I first chamber, II second chamber, III outer space. DETAILED DESCRIPTION

[0095] In order to enable those skilled in the art to better understand the technical solution of the present application, the present application is further described in detail below with reference to the accompanying drawings and specific embodiments.

[0096] In the embodiments of this application, the terms "first," "second," "third," "fourth," and "fifth" are used for descriptive purposes only and should not be understood to indicate or imply relative importance or implicitly specify the number of the technical features indicated. Therefore, a feature specified as "first," "second," "third," "fourth," or "fifth" may explicitly or implicitly include one or more of the features.

[0097] In the description of the embodiments of the present application, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected" and "connected" should be understood in a broad sense. For example, "connection" can be a detachable connection or a non-detachable connection; it can be a direct connection or an indirect connection through an intermediate medium.

[0098] The directional terms used in the embodiments of this application, such as "longitudinal," "transverse," "vertical," "inner," and "outer," etc., are all defined with reference to the rail vehicle. "Longitudinal" refers to the direction of travel of the rail vehicle, and also refers to the length of the rail vehicle; "transverse" refers to the width of the rail vehicle, and "transverse" and "longitudinal" are perpendicular to each other; and "vertical" refers to the height of the rail vehicle, and also refers to the up-down direction.

[0099] In the description of the embodiments of this application, unless otherwise specified in this application, the term "plurality" used in this application refers to two or more. Furthermore, when "plurality" is used to indicate the number of certain components, it does not indicate the quantitative relationship between these components.

[0100] In the description of the embodiments of the present application, the terms "comprises," "includes," or any other variations thereof are intended to encompass non-exclusive inclusion, such that a process, method, article, or apparatus comprising a series of elements includes not only those elements but also other elements not explicitly listed, or elements inherent to such process, method, article, or apparatus. In the absence of further limitations, an element defined by the phrase "comprising a ..." does not preclude the presence of other identical elements in the process, method, article, or apparatus comprising the element.

[0101] In the embodiments of this application, "and / or" is simply a description of the association relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent three situations: A exists alone, A and B exist at the same time, and B exists alone. In addition, the character " / " in this document generally indicates that the related objects are in an "or" relationship.

[0102] Please refer to FIG2 , which is a simplified transverse cross-sectional view of the rail vehicle provided in this application.

[0103] As shown in FIG2 , the present application provides a rail vehicle, including a vehicle body system 1 and an under-vehicle equipment system 2 .

[0104] The carbody system 1, including the underframe and car body, forms the rail vehicle's superstructure. The carbody system 1 has an outer contour surface 1a (bold outline in the figure). The undercarriage equipment system 2, located beneath the carbody system 1, houses the rail vehicle's functional equipment, such as the inverter, air conditioning unit, undercarriage water tank, sewage tank, and battery compartment. The undercarriage equipment system 2 has an outer contour surface 2a (bold outline in the figure).

[0105] The outer contour of the rail vehicle is formed by the outer contour surface 1a and the lower contour surface 2a. In practice, both the outer contour surface 1a and the lower contour surface 2a are conformally designed to optimize the outer contour of the rail vehicle, thereby improving the smoothness of the rail vehicle during operation and reducing air resistance during operation.

[0106] The embodiments of this application do not limit the specific shapes of the vehicle body outer contour surface 1a and the vehicle lower outer contour surface 2a. In actual applications, those skilled in the art can determine their shapes based on actual needs and certain simulation tests. Generally speaking, on the basis of meeting requirements such as height and width restrictions, the vehicle body outer contour surface 1a and the vehicle lower outer contour surface 2a should be designed to be as streamlined as possible to minimize the operating resistance and wear of the rail vehicle.

[0107] As described in the background technology section, in related technologies, the under-vehicle equipment system includes functional equipment and an equipment cabin. The functional equipment has an independent equipment shell. The equipment cabin can cover and shield the functional equipment, and the outer wall surface of the equipment cabin can form the outer contour surface of the under-vehicle.

[0108] In this solution, the undercarriage equipment system 2 actually consists of two layers: an equipment compartment and an equipment shell. This creates a certain degree of structural redundancy. To inspect and repair the functional components within the functional equipment, the equipment compartment and then the shell must be opened, which in turn hinders maintenance efficiency. Furthermore, given the openability requirements of the inspection door on the equipment shell, space is wasted both vertically and horizontally between the equipment compartment and the functional equipment, resulting in low undercarriage space utilization.

[0109] In response to this, an embodiment of the present application also provides an integrated under-vehicle equipment system, which can integrate functional equipment and equipment compartments. By conformally designing the equipment shell of the functional equipment, the equipment shell of the functional equipment can directly participate in forming the under-vehicle outer contour surface 2a. A bridge cover can be arranged on one or both longitudinal sides of the functional equipment to cover the area under the vehicle where no functional equipment is set. The outer wall surface of the bridge cover can also be conformally designed so that the bridge cover can also directly participate in forming the under-vehicle outer contour surface 2a.

[0110] This solution eliminates the need for an equipment compartment, as previously described, reducing the number of components and ultimately lowering the redundancy of the undercarriage equipment system 2. Verification on a specific vehicle model has shown that the solution in this embodiment can significantly reduce the number of undercarriage components by up to 15%. Furthermore, this reduction in undercarriage components increases the available space beneath the vehicle, facilitating the installation and placement of functional components. This also helps reduce the weight of the rail vehicle, meeting overall vehicle lightweight design requirements.

[0111] When maintenance is required, workers only need to open the device shell to access the relevant functional components, improving maintenance efficiency. Furthermore, since only the device shell exists, workers can access the relevant functional components without having to delve too deeply into the undercarriage equipment system, expanding maintenance space and making maintenance more convenient.

[0112] Please refer to Figures 3 to 18. Figure 3 is a partial structural diagram of the integrated undercar equipment system provided in the present application, Figure 4 is a connection structure diagram of the skeleton, the first base plate and the first inspection door, Figure 5 is a structural schematic diagram of the skeleton in Figure 4, Figure 6 is a partial enlarged view of area A in Figure 5, Figure 7 is a structural schematic diagram of the first base plate in Figure 4, Figure 8 is a cross-sectional view of Figure 7 in the BB direction, Figure 9 is a cross-sectional view of Figure 7 in the CC direction, Figure 10 is a structural schematic diagram of the first inspection door in Figure 4, Figure 11 is a structural schematic diagram of the first base plate integrated with the first inspection door, Figure 12 is a structural schematic diagram of the first inspection door in Figure 11, Figure 13 is a structural schematic diagram of the sliding guide part in Figure 11, Figure 14 is a relative position diagram of the undercar equipment system and the underframe, Figure 15 is a partial enlarged view of area D in Figure 14, Figure 16 is a structural schematic diagram of a modified scheme of Figure 15, Figure 17 is a structural schematic diagram of an air intake scheme of the functional equipment, and Figure 18 is a structural schematic diagram of another air intake scheme of the functional equipment.

[0113] As shown in Figure 3, the integrated undercarriage equipment system provided in this application includes a functional device 21 and a bridge cover 22. The functional device 21 includes a device housing 211 and functional components. The functional components are installed in the device housing 211. The type of functional components is related to the type of functional device 21 and is not limited here. The device housing 211 is also used to connect to the chassis 11 to achieve the installation and fixation of the functional device 21 at the bottom of the vehicle body system 1. The bridge cover 22 is located on one or both longitudinal sides of the functional device 21 and can be connected to the functional device 21. It is used to cover the area under the rail vehicle where the functional device 21 is not installed.

[0114] The device housing 211 has a first outer contour surface 2a-1, and the bridging cover 22 has a second outer contour surface 2a-2. The first outer contour surface 2a-1 and the second outer contour surface 2a-2 together form the vehicle bottom outer contour surface 2a.

[0115] The embodiments of the present application do not limit the number of functional devices 21. In practical applications, those skilled in the art may determine the number based on the type of rail vehicle. For example, the number of functional devices 21 may be one; alternatively, the number of functional devices 21 may be multiple. In this case, the functional devices 21 may be spaced apart in the longitudinal direction, with a bridging cover 22 disposed between adjacent functional devices 21.

[0116] Furthermore, the embodiments of the present application do not limit the location of the functional device 21. In actual applications, those skilled in the art may determine the location based on the relevant functions of the specific functional device 21. For example, the functional device 21 may be located at a longitudinal end of the under-vehicle equipment system 2. In this case, the first outer contour surface 2a-1 also contributes to the formation of the end profile of the under-vehicle equipment system 2. Alternatively, the functional device 21 may be located away from the longitudinal end. In this case, the bridging cover 22 may form the longitudinal end of the under-vehicle equipment system 2, and the second outer contour surface 2a-2 may contribute to the formation of the end profile of the under-vehicle equipment system 2.

[0117] A partial area of ​​the equipment housing 211 may form a first access door 211 a , and an outer wall surface of the first access door 211 a may constitute a portion of the first outer contour surface 2 a - 1 .

[0118] The first inspection door 211a can have an open state and a closed state. In the open state, the functional components can be directly exposed, which can facilitate the staff to inspect and maintain the functional components within the equipment housing 211. In the closed state, the first inspection door 211a can isolate the functional components from the external environment to protect the functional components.

[0119] In some embodiments, the first access door 211 a may be located on a lateral side of the equipment housing 211 .

[0120] The first inspection door 211a can be installed and fixed by detachable connectors in the form of screws, etc. In this way, when the first inspection door 211a needs to be switched to the open state, the detachable connector can be removed to remove the first inspection door 211a as a whole and place it on the ground or other operating platform; and when the first inspection door 211a needs to be switched to the closed state, the first inspection door 211a can be assembled again using the detachable connector.

[0121] Alternatively, the first inspection door 211a can be rotatable. In this embodiment, the first inspection door 211a can always be located on the undercarriage equipment system 2. When switching between the open and closed states, the first inspection door 211a does not need to be completely disassembled, which helps improve maintenance efficiency. In addition, when switching to the open state, the first inspection door 211a does not need to be "grounded", which can also reduce the space occupied by related parts during maintenance operations and improve the convenience of maintenance operations.

[0122] The device housing 211 may include a frame 211b. The frame 211b may be a frame structure composed of multiple beams, which is used to meet the strength requirements of the device housing 211. The aforementioned functional components may be directly mounted on the frame 211b.

[0123] The structural form of the device housing 211 is diverse and needs to be determined in accordance with actual usage requirements. In the embodiments of the accompanying drawings, as shown in Figures 4 and 5, the skeleton 211b can include two lateral frames 211b-1, a top frame 211b-2, and two longitudinal side frames 211b-3. The two lateral frames 211b-1 are arranged opposite each other in the horizontal direction, and the two longitudinal side frames 211b-3 are arranged opposite each other in the vertical direction. The tops of the two lateral frames 211b-1 and the tops of the two longitudinal side frames 211b-3 are both connected to the top frame 211b-2.

[0124] The device shell 211 may also include a first bottom plate 211c, which may be fixedly assembled to the lower ends of the two lateral side frames 211b-1 and the two longitudinal side frames 211b-3 to achieve shielding of the lower side of the functional device 21. It should be understood that in some other embodiments, the skeleton 211b may also include a bottom frame, which may be connected to the two lateral side frames 211b-1 and the two longitudinal side frames 211b-3, and the first bottom plate 211c may be installed on the bottom frame, which is also feasible. Of course, in the embodiment of the present application, it is preferred to adopt the former solution, that is, the solution of omitting the bottom frame, so as to reduce the weight of the entire vehicle.

[0125] After the first base plate 211c is installed, the first base plate 211c and the lateral frame 211b-1 can be enclosed to form an inspection port 211d, through which staff can perform maintenance work on functional components. The aforementioned first inspection door 211a can specifically realize the sealing and opening of the inspection port 211d.

[0126] The longitudinal dimensions of the first inspection door 211a can be substantially the same as those of the functional device 21. In this case, the inspection opening 211d of the functional device 21 can be made relatively large, providing a larger inspection area. Alternatively, the first inspection door 211a can be distributed only in a localized area longitudinally of the functional device 21, which is also feasible.

[0127] As shown in FIG4 , the lateral frame 211b-1 may include an upper side rail 211b-1a and two longitudinally spaced transition side rails 211b-1b. The ends of the transition side rail 211b-1b may be connected to the upper side rail 211b-1a and the first bottom plate 211c, respectively. The inspection opening 211d may be formed by the upper side rail 211b-1a, the first bottom plate 211c, and the two transition side rails 211b-1b. In the embodiment of FIG4 , the inspection opening 211d is generally rectangular. In other embodiments, the inspection opening 211d may also be trapezoidal or have other structural shapes.

[0128] The first access door 211a can be rotatably connected to the first bottom plate 211c. In this case, a flip-down structure can be formed, and the first access door 211a can be rotated downward to switch to the open state. This embodiment can be seen in Figure 4. In addition, the first access door 211a can also be a flip-up structure. In this case, the first access door 211a can be rotatably connected to the upper side beam 211b-1a or other position on the upper part of the equipment housing 211. The first access door 211a can be rotated upward to switch to the open state. This embodiment can be seen in Figure 16.

[0129] 7-9 , the first base plate 211c can include a bottom wall 211c-1, two transverse sidewalls 211c-2, and two longitudinal sidewalls 211c-3. The two transverse sidewalls 211c-2 can be spaced apart in the transverse direction, and the inner walls of the two transverse sidewalls 211c-2 can be connected to the two transverse side frames 211b-1. The two longitudinal sidewalls 211c-3 can be spaced apart in the longitudinal direction, and the inner walls of the two longitudinal sidewalls 211c-3 can be connected to the two longitudinal side frames 211b-3.

[0130] The outer surface of the lateral sidewall 211c-2 may be formed with a first hinged tube 211c-2b. Referring to Figure 10 , the inner surface of the first access door 211a may be formed with a second hinged tube 211a-5. During assembly, a hinge shaft may be provided, passing through the first hinged tube 211c-2b and the second hinged tube 211a-5, thereby achieving a pivotal connection between the first access door 211a and the first base plate 211c.

[0131] In fact, the specific implementation of the rotational connection can be diverse, as long as it can meet the requirements of use. For example, one of the first access door 211a and the first base plate 211c can be provided with a curved plate, and the other can be provided with a hinge. The hinge and the curved plate cooperate to achieve the rotation of the first access door 211a. Alternatively, a hinge structure can be provided to achieve the rotation of the first access door 211a.

[0132] As shown in Figure 10, the first inspection door 211a can be provided with a first sealing component 211a-1, which can be arranged around the inspection port 211d. When the first inspection door 211a is closed, the first inspection door 211a can contact the frame 211b and the first bottom plate 211c through the first sealing component 211a-1. The first sealing component 211a-1 can absorb the manufacturing tolerances between the first inspection door 211a, the frame 211b, and the first bottom plate 211c, effectively eliminating the gaps between the first inspection door 211a, the frame 211b, and the first bottom plate 211c, thereby improving the sealing performance of the equipment housing 211 at the first inspection door 211a.

[0133] 6 and 8 , the upper side rail 211b-1a and the transition side rail 211b-1b may be provided with a first receiving groove 211b-5, and the lateral side wall 211c-2 of the first bottom plate 211c may be provided with a second receiving groove 211c-2a. When the first inspection door 211a is closed, the first sealing member 211a-1 may be inserted into the first receiving groove 211b-5 and the second receiving groove 211c-2a, thereby effectively reducing the lateral dimensions of the device housing 211 when the first inspection door 211a is closed. Furthermore, the first receiving groove 211b-5 and the second receiving groove 211c-2a may further limit the deformation range of the first sealing member 211a-1, thereby reducing the possibility of the first sealing member 211a-1 falling off the first inspection door 211a.

[0134] The first inspection door 211a may also be configured with a first locking component 211a-2, and the equipment housing 211 may also be configured with a first locking component. The first locking component 211a-2 may cooperate with the first locking component to achieve locking or unlocking of the first inspection door 211a.

[0135] By adopting this solution, the first inspection door 211a does not need to cooperate with the vehicle body system 1 to achieve locking, which can enhance the structural independence of the under-vehicle equipment system 2 and help eliminate the fitting tolerance between the first locking component 211a-2 and the first locking component, thereby facilitating the docking and assembly of the under-vehicle equipment system 2 and the vehicle body system 1.

[0136] The specific structural form and quantity of the first locking component 211a-2 and the first locking component are not limited here. In actual application, those skilled in the art can design according to specific needs, as long as it can meet the requirements of use. For example, the first locking component can be a lock seat (not shown in the figure) that can cooperate with the first locking component 211a-2. The lock seat can be assembled on the device shell 211, specifically, it can be installed at a position such as the skeleton 211b; and / or, the first locking component can also be a locking hole 211b-1c provided in the device shell 211. This solution can be seen in Figure 5. The locking hole 211b-1c can be specifically provided in the upper side beam 211b-1a. In this case, the structural form of the first locking component can be relatively simple and is conducive to reducing the weight of the entire vehicle.

[0137] It should be understood that the above-mentioned solution of setting both the first locking component 211a-2 and the first locking component in the under-vehicle equipment system 2 is only a preferred solution of the embodiment of the present application, but it cannot be used as a limitation on the scope of implementation of the integrated under-vehicle equipment system provided by the present application. In actual applications, the first locking component can also be set in the vehicle body system 1, which does not affect the realization of the locking function of the first inspection door 211a.

[0138] 3 and 4 , the area of ​​the skeleton 211b where the first bottom plate 211c and the first inspection door 211a are not provided, that is, the top frame 211b-2 and the longitudinal side frame 211b-3, can be provided with a covering plate 211e to cover the top and longitudinal sides of the functional device 21, so as to better isolate and protect the functional devices.

[0139] In other embodiments, as shown in FIG. 11 , the first inspection door 211 a may also be disposed on the first bottom plate 211 c .

[0140] Specifically, the first bottom plate 211c may be provided with an access opening (not shown), and may be configured with a sliding guide 211c-1a and a sink 211c-1c. The first access door 211a is provided with a slider 211a-6. The slider 211a-6 can slide along the sliding guide 211c-1a to adjust the relative position of the first access door 211a and the first bottom plate 211c.

[0141] When the sliding member 211a-6 slides into the sink 211c-1c, the first inspection door 211a blocks the inspection port. When maintenance is required through the inspection port, the first inspection door 211a is first pushed upward to allow the sliding member 211a-6 to escape from the sink 211c-1c. The first inspection door 211a is then driven to slide along the sliding guide 211c-1a to open the inspection port.

[0142] The specific structural forms of the sliding guide portion 211c-1a and the sliding member 211a-6 can be varied, as long as they can meet the requirements of use. In the schemes shown in the accompanying drawings, as shown in Figures 12 and 13, the sliding member 211a-6 can be a roller, and the sliding guide portion 211a-1a can be a channel steel. The sidewall of the channel steel can be provided with a slide groove 211c-1b. The roller can slide within the slide groove 211c-1b to adjust the position of the first inspection door 211a relative to the first base plate 211c. In addition, the sink 211c-1c can be connected to the slide groove 211c-1b. In addition, the roller can also slide directly within the space defined by the channel steel, which is also feasible.

[0143] The first access door 211a may also be equipped with a locking member. After the sliding member 211a-6 slides into the sink 211c-1c, the locking member can lock the first access door 211a to prevent the first access door 211a from falling out of the access opening during rail vehicle operation. The specific structure of the locking member is not limited herein. In actual application, those skilled in the art can configure it according to specific needs. For example, the locking member may include a rotatable locking plate that can abut against the side wall of the channel steel to achieve locking.

[0144] In addition to the translational solution, the first inspection door 211a can also be rotatably assembled on the first base plate 211c, which is also feasible.

[0145] As shown in Figure 14, the chassis 11 of the vehicle body system 1 may include a connecting member 111 and two chassis side beams 112 disposed laterally opposite each other. The connecting member 111 is used to connect the two chassis side beams 112 to form the chassis 11 into a single integral component. The connecting member 111 may specifically be a chassis cross member and a vehicle body floor; alternatively, the connecting member 111 may comprise only the vehicle body floor, in which case the thickness of the vehicle body floor can be appropriately increased.

[0146] The undercar equipment system 2 may further include a connector 211b-4, which may be mounted on the frame 211b or the cladding plate 211e. At least one of the aforementioned connecting member 111 and the chassis side beam 112 may be connected to the connector 211b-4 to achieve connection and assembly between the undercar equipment system 2 and the vehicle body system 1.

[0147] When the first inspection door 211a is closed, it can contact the chassis side beam 112. This effectively eliminates the gap between the first inspection door 211a and the chassis side beam 112, thereby reducing the possibility of dust and other impurities in the transverse outer space III of the rail vehicle entering the interior of the undercarriage equipment system 2, thereby ensuring the cleanliness of the interior of the undercarriage equipment system 2 and improving the aerodynamic performance of the entire vehicle.

[0148] As shown in Figure 15, the first access door 211a can be configured with a second sealing member 211a-3. Specifically, the first access door 211a can be in contact with the chassis side beam 112 through the second sealing member 211a-3. The second sealing member 211a-3 can absorb the manufacturing tolerance between the first access door 211a and the chassis side beam 112 by deforming itself, thereby improving the sealing effect.

[0149] It should be understood that the installation position of the second sealing component 211a-3 is related to the opening and closing mode of the first inspection door 211a and the compression deformation direction of the second sealing component 211a-3.

[0150] In one embodiment, the second sealing component 211a-3 can be compressed in the transverse direction. Under the condition of such compression deformation, the wear of the second sealing component 211a-3 during use is relatively small. This embodiment can be seen in Figure 15. At this time, the first inspection door 211a is a downward-flipping structure, and the second sealing component 211a-3 can be installed on the inner wall surface of the first inspection door 211a in the transverse direction; or, this embodiment can also be seen in Figure 16. At this time, the first inspection door 211a is an upward-flipping structure, and the second sealing component 211a-3 can be installed on the outer wall surface of the first inspection door 211a in the transverse direction.

[0151] In another embodiment, the second sealing component 211a-3 may also be compressed in the vertical direction. In this case, the second sealing component 211a-3 may be installed on the top of the first inspection door 211a, which is also feasible.

[0152] As shown in FIG17 , first access door 211a can be configured with a first vent 211a-4, which can also be configured with a first filter component (not shown), specifically a filter screen. Through the provision of first vent 211a-4, functional device 21 can draw air from space III laterally outside under-vehicle equipment system 2, thereby achieving ventilation and heat dissipation for the functional device.

[0153] As shown in FIG18 , in actual use, a first chamber I can be formed between the device shell 211 and the base frame 11. Specifically, the first chamber I can be located on the upper side of the device shell 211. Air also exists in the first chamber I.

[0154] Based on this, in the embodiment of the present application, the device housing 211 may have an inner cavity (not shown) and a transition cavity 211-1. Functional devices may be installed in the inner cavity. The top of the device housing 211 may be provided with a first opening, which can be used to connect the transition cavity 211-1 and the first chamber I. The inner cavity and the transition cavity 211-1 may be separated by a partition 211e-1, which is part of the cladding plate 211e. The partition 211e-1 may be provided with a second vent 211e-1a, and the second vent 211e-1a is also equipped with a second filter component (not shown), which may be a filter mesh. The first vent 211a-4 may be connected to the transition cavity 211-1. In this way, the functional device 21 can not only draw air from the lateral outer space III of the undercar equipment system 2, but also from the first chamber I, which can enhance the ventilation and heat dissipation effect.

[0155] In fact, a second chamber II is also formed within the bridging cover 22, and air is also contained within the second chamber II. Therefore, a second opening can be provided on the longitudinal side of the device housing 211. This second opening connects the transition chamber 211-1 with the second chamber II, allowing the second chamber II to communicate with the first chamber I. In this case, the functional device 21 can also draw air from the second chamber II, further enhancing the ventilation and heat dissipation effect.

[0156] It should be understood that there is a corresponding relationship between the differences in ventilation and heat dissipation structures and the types of functional components installed in the functional device 21. If the heat dissipation requirements of the functional components in the functional device 21 are general, air can be directly drawn from the outer space III through the first vent 211a-4. If the heat dissipation requirements of the functional components in the functional device 21 are large, air can be drawn through both the first vent 211a-4 and the second vent 211e-1a. As for functional components in the functional device 21 with very small heat dissipation requirements, they do not need to be placed close to the first vent 211a-4 or the second vent 211e-1a. They only need to use the air after heat dissipation from other functional components to meet basic heat dissipation requirements. In other words, during actual use, the ventilation and heat dissipation structure of the device shell 211 can be adjusted according to the differences in the type and installation location of the heat dissipation components in the functional device 21.

[0157] Please refer to Figures 19-30, Figure 19 is a structural schematic diagram of a specific embodiment of the bridge cover, Figure 20 is a connection structure diagram of the bottom member and the first base plate in Figure 19, Figure 21 is a structural schematic diagram of a deformation scheme of Figure 20, Figure 22 is a transverse sectional view of Figure 19, Figure 23 is a partial enlarged view of the E area in Figure 22, Figure 24 is a partial enlarged view of the F area in Figure 22, Figure 25 is a connection structure diagram of the slide rail and the lower side beam, Figure 26 is a connection structure diagram of the adapter plate and the anti-rotation component, Figure 27 is a structural schematic diagram of a specific embodiment of the second locking component, Figure 28 is a structural schematic diagram of the second locking component connecting the second base plate and the lower side beam in Figure 27, Figure 29 is a structural schematic diagram of another specific embodiment of the second locking component, and Figure 30 is a structural schematic diagram of the second locking component connecting the second base plate and the lower side beam in Figure 29.

[0158] As shown in FIG. 19 , the bridging cover 22 may include a bottom member 221 and two side members 222 , and the two side members 222 may be spaced apart in the transverse direction.

[0159] At least one of the side members 222 and the bottom member 221 can be connected to the device housing 211, thereby connecting the bridge cover 22 and the functional device 21 into a single, integrated component. This improves the integrity of the undercar device system 2 and facilitates the docking and assembly of the undercar device system 2 and the vehicle body system 1. It should be understood that the bridge cover 22 does not need to be connected to the functional device 21. In this case, the bridge cover 22 can be directly connected to the vehicle body system 1 to secure the bridge cover 22. The bridge cover 22 and the functional device 21 can be in contact but not connected. For ease of explanation, the following description uses the example of the bridge cover 22 and the functional device 21 being connected.

[0160] The longitudinal side of the device housing 211 may be provided with a transversely extending mounting interface 211c-3a. Connectors such as bolts may be assembled within the mounting interface 211c-3a and connected to the bottom member 221 to securely mount the bottom member 221 to the device housing 211. Referring to FIG9 , the mounting interface 211c-3a may be provided on the longitudinal side wall 211c-3 of the first bottom plate 211c. Alternatively, the mounting interface 211c-3a may be provided elsewhere on the device housing 211, such as on the cladding plate 211e of the longitudinal side frame 211b-3.

[0161] As shown in Figures 19 and 20, the bottom member 221 may include a slide rail 221a and a second bottom plate 221b. The slide rail 221a may be fixedly mounted on the longitudinal side of the device housing 211, and the second bottom plate 221b may be slidably mounted on the slide rail 221a. In this way, the relative position of the second bottom plate 221b and the slide rail 221a may be easily adjusted. When the second bottom plate 221b slides outward laterally relative to the slide rail 221a, an opening may be formed on the bottom member 221, through which a worker may enter the second chamber II within the bridge cover 22, thereby facilitating maintenance work on the interior of the bridge cover 22 or the longitudinal side of the functional device 21 and other related areas.

[0162] As an alternative to the above solution, as shown in FIG21 , the bottom member 221 may also be an integrated structure, and then be fixedly assembled on the first bottom plate 211 c as a whole. This is also feasible.

[0163] For ease of explanation, the following embodiments of the present application are described by taking the solution in which the bottom member 221 includes a slide rail 221a and a second bottom plate 221b as an example.

[0164] Please continue to refer to Figure 20. The slide rail 221a may include a transverse plate portion 221a-1 and a vertical plate portion 221a-2 arranged at an angle, wherein the vertical plate portion 221a-2 is used to connect with the first base plate 211c, the transverse plate portion 221a-1 is provided with a sliding joint portion 221a-1a, and the longitudinal ends of the second base plate 221b are provided with sliding fitting portions, which can slide along the sliding joint portion 221a-1a to realize the sliding assembly of the second base plate 221b on the slide rail 221a.

[0165] One of the sliding engagement portion 221 a - 1 a and the sliding fitting portion may be a recessed structure, and the other may be a protruding structure. The protruding structure and the recessed structure may form a sliding guide.

[0166] Furthermore, the bridge cover 22 may further include a pressing component 228, which may be mounted on the slide rail 221a to improve the integration of the device, or the pressing component 228 may be separately assembled on the device housing 211. The pressing component 228 is used to vertically compress the second bottom plate 221b to reduce the relative vertical displacement of the second bottom plate 221b and the slide rail 221a during operation of the rail vehicle, thereby improving the structural stability of the bridge cover 22.

[0167] Here, the embodiments of the present application do not limit the specific structural form of the pressing component 228. In actual applications, those skilled in the art can configure it according to specific needs, as long as it can meet the requirements of use. For example, as shown in Figures 23 and 24, the pressing component 228 can include a pressing wheel 228a, which can be installed on the slide rail 221a. The pressing wheel 228a can rotate to reduce the sliding resistance of the second bottom plate 221b, thereby reducing the wear of the second bottom plate 221b during the disassembly and assembly process; alternatively, the pressing component 228 can also be a limiting structure in the form of a pressing block.

[0168] During installation, the vertical installation position of the pressing component 228 can be adjusted, and the distance between the pressing component 228 and the second bottom plate 221b can be adjusted to avoid excessive friction resistance between the pressing component 228 and the second bottom plate 221b.

[0169] Furthermore, the second base plate 221b may be provided with a raised portion 221b-3, and the pressing member 228 may specifically abut against the raised portion 221b-3 in the vertical direction. The provision of the raised portion 221b-3 can reduce wear on the main structure of the second base plate 221b. Furthermore, during installation, the pressing member 228 can be appropriately elevated so that it only contacts the raised portion 221b-3, thereby reducing wear on other areas of the second base plate 221b. The specific structure of the raised portion 221b-3 is not limited herein.

[0170] In practical applications, the vertical displacement of the second bottom plate 221b can also be limited by adjusting the sliding fit between the slide rail 221a and the second bottom plate 221b. For example, a slide groove can be provided on the slide rail 221a, and the second bottom plate 221b can slide within the slide groove. In this embodiment, the sidewalls of the slide groove can limit the second bottom plate 221b, thereby suppressing the vertical displacement of the second bottom plate 221b.

[0171] The second bottom plate 221b may be an integrated structure.

[0172] Alternatively, the second base plate 221b may include multiple split plates 221b-1 arranged in a transverse direction, thereby reducing the difficulty of manufacturing the second base plate 221b. Referring to Figure 24, a third sealing member 221b-2 may be provided between two adjacent split plates 221b-1, allowing the adjacent split plates 221b-1 to contact each other via the third sealing member 221b-2 to improve sealing performance.

[0173] In some optional embodiments, the bottom member 221 may further include a lower side sill 221c, which may be located on a lateral side of the slide rail 221a and connected to the slide rail 221a. In this way, the lower side sill 221c and the slide rail 221a may be combined to form a frame structure, thereby improving the structural strength of the bridge cover 22.

[0174] Here, the embodiment of the present application does not limit the specific connection method between the lower side beam 221c and the slide rail 221a. In actual application, those skilled in the art can make adjustments according to specific needs as long as it can meet the requirements of use.

[0175] As shown in Figures 25 and 26, the bridge cover 22 may further include an adapter plate 224. The adapter plate 224 may include a first plate portion 224a and a second plate portion 224b. The first plate portion 224a and the second plate portion 224b may be arranged at an angle, specifically a ninety-degree angle. The first plate portion 224a may be connected to the slide rail 221a, and the second plate portion 224b may be connected to the lower side rail 221c, thereby enabling the connection and assembly of the lower side rail 221c and the slide rail 221a.

[0176] The lower rail 221c and the second plate portion 224b can be connected by a connecting bolt 225. Referring to FIG26 , the lower rail 221c can also be configured with a rotation-stopping member 221c-1. The rotation-stopping member 221c-1 can have a retaining groove 221c-1a. The head of the connecting bolt 225 can be inserted into the retaining groove 221c-1a to limit the rotation of the connecting bolt 225. In this way, when assembling the lower rail 221c and the second plate portion 224b, the nut can be directly tightened, making installation more convenient.

[0177] In the embodiment of Figure 26 , the anti-rotation component 221c-1 can be specifically a channel steel, and the two sidewalls of the channel steel can effectively prevent the connection bolt 225 from rotating. In addition, the anti-rotation component 221c-1 can also be a structural member such as an anti-rotation plate or an anti-rotation rod. The anti-rotation plate can still cooperate with the outer wall surface of the head of the connection bolt 225 to prevent rotation, and the anti-rotation rod can be inserted radially into the head of the connection bolt 225 to prevent rotation.

[0178] Based on the sliding assembly of the second base plate 221b, in the embodiment of the present application, the bridging cover 22 may further include a second locking member 227. The second locking member 227 can lock the second base plate 221b to the lower side sill 221c, thereby locking the second base plate 221b in the normal installation position. Here, the embodiment of the present application does not limit the specific structure of the second locking member 227. In actual application, those skilled in the art can design it according to specific needs, as long as it can meet the requirements of use.

[0179] In one embodiment, as shown in FIG. 27 and FIG. 28 , the second locking component 227 may include a locking pin 227 a and a lock cylinder seat 227 b .

[0180] The lock cylinder seat 227b can be fixedly mounted on the second base plate 221b. The cylinder wall of the lock cylinder seat 227b can be provided with a grooved track 227b-1. The lock pin 227a includes a pin portion 227a-1 and a handle portion 227a-2. The pin portion 227a-1 can be inserted into the lock cylinder seat 227b. The handle portion 227a-2 can be connected to the pin portion 227a-1 and can be positioned within the grooved track 227b-1. The handle portion 227a-2 can drive the pin portion 227a-1 to move. By adjusting the position of the handle portion 227a-2 within the grooved track 227b-1, the second locking member 227 can be locked or unlocked with respect to the second base plate 221b.

[0181] In another embodiment, as shown in FIG. 29 and FIG. 30 , the second locking component 227 may include a locking bolt 227 c , a locking block 227 d , a locking rope 227 e , a locking nut 227 f and a locking plate seat 227 g .

[0182] The lock plate seat 227g can be mounted on the second base plate 221b, and the locking block 227d can be mounted on the lock plate seat 227g. The head of the locking bolt 227c is provided with a locking hole 227c-1 extending radially therefrom. The locking bolt 227c can pass through the lock plate seat 227g and the lower side rail 221c, and then connect with the lock nut 227f to lock the second base plate 221b and the lower side rail 221c. The locking rope 227e can be inserted into the locking hole 227c-1 and connected to the locking block 227d to lock the locking bolt 227c, thereby reducing the possibility of the locking bolt 227c loosening and falling. With this solution, the second locking component 227 is an independent component, eliminating the need to process other structural parts on the second base plate 221b, which helps simplify the structure of the second base plate 221b.

[0183] As a variation of the above embodiment, the lock plate seat 227g can also be omitted. In this case, the locking block 227d can be directly installed on the second bottom plate 221b, and the locking bolt 227c can directly pass through the second bottom plate 221b to connect the second bottom plate 221b and the lower side beam 221c.

[0184] 28 and 30 , the bridging cover 22 may further include a fourth sealing member 226 . The fourth sealing member 226 is used to seal the gap between the rocker 221 c and the second bottom plate 221 b to improve the sealing performance.

[0185] The side members 222 and the bottom member 221 may be fixedly connected, so that the structure of the bridging cover 22 may be relatively simple.

[0186] Alternatively, the side members 222 and the bottom member 221 may be pivotally connected. This allows the side members 222 to be switched between an open and closed state, increasing the number of inspection locations and facilitating maintenance work on the undercarriage equipment system 2. Similar to the aforementioned first inspection door 211a, the pivotally mounted side members 222 also include flip-up and flip-down structures. In the flip-up configuration, the side members 222 are pivotally mounted to the underframe 11. In the flip-down configuration, the side members 222 are pivotally mounted to the lower side rails 221c. For solutions that do not include the lower side rails 221c, the side members 222 may be pivotally mounted directly to the second bottom plate 221b.

[0187] Furthermore, a fifth sealing component 222a may be included to achieve sealing between the side member 222 and the bottom member 221, between the side member 222 and the device housing 211, and between the side member 222 and the chassis 11. This reduces the possibility of dust and other impurities in the external space III from entering the bridge cover 22, helps ensure the cleanliness of the interior of the bridge cover 22, and improves the aerodynamic performance of the vehicle.

[0188] The first sealing component 211a-1, the second sealing component 211a-3, the third sealing component 221b-2, the fourth sealing component 226, and the fifth sealing component 222a involved in the above embodiments of the present application can be of the same type and structure or different types. The specific configuration can be made by those skilled in the art according to actual needs, as long as it can meet the requirements of use. For example, these sealing components can be made of materials with a certain degree of flexibility and deformation, such as rubber, latex, and resin.

[0189] The structure of the bridge cover 22 differs from that of the equipment housing 211. The bridge cover 22 lacks the upper side rail 211b-1a and transition side rail 211b-1b found in the equipment housing 211. Therefore, the structure of the bridge cover 22 is relatively simple, and the weight of the bridge cover 22 is also relatively light, thereby contributing to the lightweighting of the entire vehicle. Under these conditions, the fifth sealing member 222a between the side member 222 and the equipment housing 211 can be disposed in the longitudinal gap between the side member 222 and the equipment housing 211.

[0190] As for the fifth sealing component 222a between the side member 222 and the bottom frame 11, the arrangement can be made with reference to the aforementioned second sealing component 211a-3, and a repeated description is omitted here.

[0191] Furthermore, the side member 222 may be further configured with a third locking component 222 b , and the chassis 11 may be configured with a second locking component. The third locking component 222 b and the second locking component cooperate to achieve locking or unlocking of the side member 222 .

[0192] The structures of the third locking component 222b and the second locking component can refer to the aforementioned first locking component 211a-2 and the first locking component, and a repeated description is not given here.

[0193] In some embodiments, the bottom member 221 may be provided with a second access door, through which the undercar equipment system can be inspected and maintained at the location of the bridging cover 22. The specific assembly method of the second access door can be referred to the first access door 211a provided on the first bottom plate 211c, and a repetitive description is not repeated here.

[0194] The above is only a preferred embodiment of the present application. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the principles of the present application. These improvements and modifications should also be regarded as the scope of protection of the present application.

Claims

1. A fusion type undercarriage equipment system, installed on a car body system (1) of a rail vehicle, the car body system (1) comprising a chassis (11), the car body system (1) having a car body outer contour surface (1a), characterized in that: The fusion type under-vehicle equipment system comprises: A functional device (21), comprising a device shell (211) and a functional device, wherein the functional device is installed in the device shell (211), the device shell (211) is used to be connected to the base frame (11), the device shell (211) has a first outer contour surface (2a-1), and the device shell (211) includes a first inspection door (211a); A bridging cover (22) is located on one longitudinal side or both longitudinal sides of the functional device (21), and the bridging cover (22) is connected to the device shell (211), the bridging cover (22) has a second outer contour surface (2a-2), and the first outer contour surface (2a-1), the second outer contour surface (2a-2) and the vehicle body outer contour surface (1a) are combined to form the outer contour of the rail vehicle.

2. The integrated under-vehicle equipment system according to claim 1 is characterized in that: The first inspection door (211a) is located at a lateral side of the equipment housing (211), and the first inspection door (211a) is rotatably arranged.

3. The integrated undercarriage equipment system according to claim 2 is characterized in that: The first inspection door (211a) is an upward-flipping structure or a downward-flipping structure.

4. The integrated undercar equipment system according to claim 2, characterized in that: The equipment shell (211) comprises a frame (211b) and a first bottom plate (211c); the frame (211b) comprises two lateral frames (211b-1) arranged opposite to each other in the transverse direction; the first bottom plate (211c) and the two lateral frames (211b-1) are connected; the first bottom plate (211c) and the lateral frames (211b-1) are enclosed to form an inspection opening (211d); the first inspection door (211a) can block the inspection opening (211d).

5. The integrated undercarriage equipment system according to claim 4, characterized in that: It also includes a first sealing component (211a-1) arranged around the inspection port (211d), and the first sealing component (211a-1) is installed on the first inspection door (211a).

6. The integrated undercarriage equipment system according to claim 4, characterized in that: The skeleton (211b) also includes a top frame (211b-2) and two longitudinal side frames (211b-3) arranged opposite to each other in the longitudinal direction, the two lateral side frames (211b-1) and the two longitudinal side frames (211b-3) are both connected to the top frame (211b-2), and the two lateral side frames (211b-1) and the two longitudinal side frames (211b-3) are both connected to the first bottom plate (211c).

7. The integrated under-vehicle equipment system according to claim 1, characterized in that: The equipment housing (211) comprises a first bottom plate (211c), and the first inspection door (211a) is arranged on the first bottom plate (211c).

8. The integrated under-vehicle equipment system according to claim 7, characterized in that: The first bottom plate (211c) is provided with an inspection port, the first bottom plate (211c) is configured with a sliding guide portion (211c-1a) and a sink (211c-1c), the first inspection door (211a) is configured with a sliding member (211a-6), and the sliding member (211a-6) can slide along the sliding guide portion (211c-1a) to adjust the relative position of the first inspection door (211a) and the first bottom plate (211c); When the sliding member (211a-6) slides into the sink (211c-1c), the first inspection door (211a) blocks the inspection port.

9. The integrated under-vehicle equipment system according to claim 1, characterized in that: The base frame (11) comprises a connecting component (111) and two base frame side beams (112) arranged opposite to each other in the transverse direction, wherein the connecting component (111) connects the two base frame side beams (112); The functional device (21) is provided with a plurality of connection sockets (211b-4), and at least some of the connection sockets (211b-4) are used to be connected to the connection component (111).

10. The integrated under-vehicle equipment system according to claim 1, characterized in that: The first inspection door (211a) is provided with a first locking component (211a-2), and the device housing (211) is also provided with a first locking component. The first locking component (211a-2) and the first locking component cooperate to achieve locking or unlocking of the first inspection door (211a).

11. The integrated under-vehicle equipment system according to claim 10, characterized in that: The first locking component is a locking hole (211b-1c) arranged on the device shell (211).

12. The integrated under-vehicle equipment system according to claim 1, characterized in that: The base frame (11) comprises a connecting component (111) and two base frame side beams (112) arranged opposite to each other in the transverse direction, wherein the connecting component (111) connects the two base frame side beams (112); In a closed state, the first inspection door (211a) can contact the chassis side beam (112).

13. The integrated under-vehicle equipment system according to claim 12, characterized in that: The first inspection door (211a) is provided with a second sealing component (211a-3), and the first inspection door (211a) is in contact with the chassis side beam (112) through the second sealing component (211a-3).

14. The integrated under-vehicle equipment system according to claim 1, characterized in that: The first inspection door (211a) is provided with a first ventilation port (211a-4), and the first ventilation port (211a-4) is also provided with a first filter component.

15. The integrated under-vehicle equipment system according to claim 14, characterized in that: A first chamber (I) can be formed between the device shell (211) and the base frame (11), the device shell (211) having an inner cavity and a transition cavity (211-1), the functional device being installed in the inner cavity, a first opening being provided at the top of the device shell (211), the first opening being used to connect the transition cavity (211-1) and the first chamber (I), the inner cavity and the transition cavity (211-1) being separated by a partition (211e-1), the partition (211e-1) being provided with a second vent (211e-1a), and the second vent (211e-1a) being further provided with a second filter component, the first vent (211a-4) being connected to the transition cavity (211-1).

16. The integrated under-vehicle equipment system according to claim 15, characterized in that: A second chamber (II) is formed in the bridging cover (22), and a second opening is also provided on the longitudinal side of the equipment shell (211), wherein the second opening is used to connect the transition chamber (211-1) and the second chamber (II), and the second chamber (II) is connected to the first chamber (I).

17. The integrated under-vehicle equipment system according to claim 1, characterized in that: There are a plurality of functional devices (21), each of which is arranged at intervals in the longitudinal direction, and a bridging cover (22) is provided between two adjacent functional devices (21).

18. The integrated under-vehicle equipment system according to any one of claims 1 to 17, characterized in that: The bridging cover (22) comprises a bottom member (221) and two side members (222), wherein the two side members (222) are spaced apart in the transverse direction; At least one of the side member (222) and the bottom member (221) is connected to the device housing (211).

19. The integrated under-vehicle equipment system according to claim 18, characterized in that: The longitudinal side of the device shell (211) is provided with a mounting interface (211c-3a) extending in the transverse direction, and the bottom member (221) is assembled to the device shell (211) via the mounting interface (211c-3a).

20. The integrated under-vehicle equipment system according to claim 19, characterized in that: The bottom member (221) comprises a slide rail (221a) and a second bottom plate (221b), wherein the slide rail (221a) is fixedly mounted on a longitudinal side of the device shell (211), and the second bottom plate (221b) is slidably mounted on the slide rail (221a).

21. The integrated under-vehicle equipment system according to claim 20, characterized in that: The second bottom plate (221b) comprises a plurality of sub-plates (221b-1) arranged in a transverse direction, a third sealing component (221b-2) is arranged between two adjacent sub-plates (221b-1), and the two adjacent sub-plates (221b-1) are in contact with each other through the third sealing component (221b-2).

22. The integrated under-vehicle equipment system according to claim 20, characterized in that: The bottom member (221) further comprises a lower side beam (221c), wherein the lower side beam (221c) is located on a lateral side of the slide rail (221a), and the lower side beam (221c) and the slide rail (221a) are connected.

23. The integrated under-vehicle equipment system according to claim 22, characterized in that: It also includes an adapter plate (224), the adapter plate (224) including a first plate portion (224a) and a second plate portion (224b), the first plate portion (224a) and the second plate portion (224b) are arranged at an angle, the first plate portion (224a) is connected to the slide rail (221a), and the second plate portion (224b) is connected to the lower side beam (221c).

24. The integrated under-vehicle equipment system according to claim 23, characterized in that: The lower side beam (221c) and the second plate portion (224b) are connected via a connecting bolt (225), and the lower side beam (221c) is also provided with a rotation-stopping component (221c-1), and the rotation-stopping component (221c-1) can limit the rotation of the connecting bolt (225).

25. The integrated under-vehicle equipment system according to claim 22, characterized in that: It also includes a fourth sealing component (226), and the fourth sealing component (226) is used to seal the gap between the lower side beam (221c) and the second bottom plate (221b).

26. The integrated under-vehicle equipment system according to claim 22, characterized in that: It also includes a second locking component (227), wherein the second locking component (227) can lock the second bottom plate (221b) to the lower side beam (221c).

27. The integrated under-vehicle equipment system according to claim 26, characterized in that: The second locking component (227) comprises a locking pin (227a) and a lock cylinder seat (227b), wherein the lock cylinder seat (227b) is fixedly mounted on the second bottom plate (221b), and the locking pin (227a) is mounted in the lock cylinder seat (227b) and can be displaced relative to the lock cylinder seat (227b); and / or, The second locking component (227) includes a locking bolt (227c), a locking block (227d) and a locking The locking bolt (227c) has a locking hole (227c-1) extending radially therefrom at its head, the locking block (227d) is fixedly arranged, the locking rope (227e) can be inserted into the locking hole (227c-1), and the locking rope (227e) can be connected to the locking block (227d).

28. The integrated under-vehicle equipment system according to claim 20, characterized in that: It also includes a pressing component (228), and the pressing component (228) is used to press the second bottom plate (221b) in the vertical direction.

29. The integrated under-vehicle equipment system according to claim 28, characterized in that: The pressing component (228) comprises a pressing wheel (228a), the pressing wheel (228a) is mounted on the slide rail (221a), the second bottom plate (221b) is provided with a protrusion (221b-3), and the pressing wheel (228a) is used to abut against the protrusion (221b-3) in the vertical direction.

30. The integrated under-vehicle equipment system according to claim 18, characterized in that: The side member (222) is rotatably mounted on the bottom member (221); or, the side member (222) is rotatably mounted on the bottom frame (11).

31. The integrated under-vehicle equipment system according to claim 30, characterized in that: It also includes a fifth sealing component (222a), which is used to achieve sealing between the side member (222) and the bottom member (221), between the side member (222) and the device shell (211), and between the side member (222) and the bottom frame (11).

32. The integrated under-vehicle equipment system according to claim 30, characterized in that: The side member (222) is provided with a third locking component (222b), and the base frame (11) is provided with a second locking component. The third locking component (222b) cooperates with the second locking component to achieve locking or unlocking of the side member (222).

33. The integrated under-vehicle equipment system according to claim 18, characterized in that: The bottom member (221) is provided with a second inspection door.

34. A rail vehicle, comprising a vehicle body system (1) and an under-vehicle equipment system (2), characterized in that: The under-vehicle equipment system (2) is the integrated under-vehicle equipment system as described in any one of claims 1-33.

35. A bridge cover applied to a fusion undercar equipment system, characterized in that: The integrated under-vehicle equipment system comprises a functional device (21), wherein the functional device (21) comprises an equipment shell (211), and the equipment shell (211) has a first outer contour surface (2a-1); The bridging cover (22) is located on one longitudinal side or both longitudinal sides of the functional device (21). The bridging cover (22) has a second outer contour surface (2a-2), and the first outer contour surface (2a-1) and the second outer contour surface (2a-2) are combined to form an under-vehicle outer contour surface (2a) of the rail vehicle; The bridging cover (22) comprises a bottom member (221) and two side members (222), wherein the two side members (222) are arranged at intervals in the transverse direction, and at least one of the side member (222) and the bottom member (221) is used to be connected to the device shell (211).

36. The bridge cover applied to the integrated undercar equipment system according to claim 35, characterized in that: The bottom member (221) comprises a slide rail (221a) and a second bottom plate (221b), wherein the slide rail (221a) can be fixedly installed on the longitudinal side of the device shell (211), and the second bottom plate (221b) is slidably assembled on the slide rail (221a).

37. The bridge cover applied to the integrated undercar equipment system according to claim 36, characterized in that: The second bottom plate (221b) comprises a plurality of sub-plates (221b-1) arranged in a transverse direction, a third sealing component (221b-2) is arranged between two adjacent sub-plates (221b-1), and the two adjacent sub-plates (221b-1) are in contact with each other through the third sealing component (221b-2).

38. The bridge cover applied to the integrated undercar equipment system according to claim 36, characterized in that: The bottom member (221) further comprises a lower side beam (221c), wherein the lower side beam (221c) is located on a lateral side of the slide rail (221a), and the lower side beam (221c) and the slide rail (221a) are connected.

39. The bridge cover applied to the integrated undercar equipment system according to claim 38, characterized in that: It also includes an adapter plate (224), the adapter plate (224) including a first plate portion (224a) and a second plate portion (224b), the first plate portion (224a) and the second plate portion (224b) are arranged at an angle, the first plate portion (224a) is connected to the slide rail (221a), and the second plate portion (224b) is connected to the lower side beam (221c).

40. The bridge cover applied to the integrated undercar equipment system according to claim 39, characterized in that: The lower side beam (221c) and the second plate portion (224b) are connected via a connecting bolt (225), and the lower side beam (221c) is also provided with a rotation-stopping component (221c-1), and the rotation-stopping component (221c-1) can limit the rotation of the connecting bolt (225).

41. The bridge cover applied to the integrated undercar equipment system according to claim 38, characterized in that: It also includes a fourth sealing component (226), and the fourth sealing component (226) is used to seal the gap between the lower side beam (221c) and the second bottom plate (221b).

42. The bridge cover applied to the integrated under-vehicle equipment system according to claim 38 is characterized in that it also includes a second locking component (227), and the second locking component (227) can lock the second bottom plate (221b) to the lower side beam (221c).

43. The bridge cover applied to the integrated undercar equipment system according to claim 42, characterized in that: The second locking component (227) comprises a locking pin (227a) and a lock cylinder seat (227b), wherein the lock cylinder seat (227b) is fixedly mounted on the second bottom plate (221b), and the locking pin (227a) is mounted in the lock cylinder seat (227b) and can be displaced relative to the lock cylinder seat (227b); and / or, The second locking component (227) includes a locking bolt (227c), a locking block (227d) and a locking rope (227e); the head of the locking bolt (227c) is provided with a locking hole (227c-1) extending radially thereof; the locking block (227d) is fixedly arranged; the locking rope (227e) can be inserted into the locking hole (227c-1), and the locking rope (227e) can be connected to the locking block (227d).

44. The bridge cover applied to the integrated undercar equipment system according to claim 36, characterized in that: It also includes a pressing component (228), and the pressing component (228) is used to press the second bottom plate (221b) in the vertical direction.

45. The bridge cover applied to the integrated undercar equipment system according to claim 44, characterized in that: The pressing component (228) comprises a pressing wheel (228a), the pressing wheel (228a) is mounted on the slide rail (221a), the second bottom plate (221b) is provided with a protrusion (221b-3), and the pressing wheel (228a) is used to abut against the protrusion (221b-3) in the vertical direction.

46. ​​The bridge cover applied to the integrated under-vehicle equipment system according to any one of claims 35 to 45, characterized in that: The side member (222) is rotatably mounted on the bottom member (221); or, the side member (222) can be rotatably mounted on the underframe (11) of the rail vehicle.

47. The bridge cover applied to the integrated undercar equipment system according to claim 46, characterized in that: It also includes a fifth sealing component (222a), which is used to achieve sealing between the side member (222) and the bottom member (221), between the side member (222) and the device shell (211), and between the side member (222) and the bottom frame (11).

48. The bridge cover applied to the integrated undercar equipment system according to claim 46, characterized in that: The side member (222) is provided with a third locking component (222b), and the base frame (11) is provided with a second locking component. The third locking component (222b) cooperates with the second locking component to achieve locking or unlocking of the side member (222).

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