Railway mechanical refrigerator car

Abstract

A railway mechanical refrigerator car, comprising: a car body (10); two door frame assemblies (20), which are respectively arranged on two sides of the car body (10), each of the door frame assemblies (20) comprising two door frames (201) spaced apart from each other; a partition member (30), which is arranged between two of the door frames (201) and slidably arranged in the car body (10) so as to divide the car body (10) into two compartments; and two heat exchange assemblies (40), which are respectively arranged in the two compartments.

Description

Railway mechanical refrigerated car

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application claims priority to Chinese patent application No. 202310917048.8 filed on July 25, 2023, the entire contents of which are incorporated herein by reference. Technical Field

[0003] The present invention belongs to the technical field of railway transportation, and in particular relates to a railway mechanical refrigerated vehicle. Background Art

[0004] Railway mechanical refrigerated cars utilize mechanical refrigeration. Based on the cooling method, they can be categorized as either centralized cooling for the entire train or decentralized cooling for each car. A centralized cooling refrigerated car consists of a power car equipped with a diesel generator, a refrigeration car equipped with refrigeration equipment, and several refrigerated cars. Centralized cooling cars typically use brine to cool each car, with fans forcing air inside. Centralized cooling cars have limited maneuverability and cannot be arbitrarily organized, making them unsuitable for transporting small shipments. Decentralized cooling mechanical refrigerated cars are currently more common. These cars typically have a Freon compression condensing unit installed in the machine room at each end of each car, allowing operators to access the machine room for inspection during docking. Air coolers are installed above the ends of each car, using direct evaporative cooling, with the cool air circulated within the car. Electric heaters are installed between the evaporator and the air cooler to defrost the evaporator and increase the temperature within the car. The evaporator also uses hot gas to defrost. In this case, the refrigeration system must be designed with a switching valve that can be controlled manually or automatically.

[0005] Each type of cargo has different temperature requirements, and the volume of each cargo transported varies depending on customer needs. However, in related art, railway mechanical refrigerated vehicles can only refrigerate and transport one type of cargo. If the volume of cargo is small, the space in the railway mechanical refrigerated vehicle body is wasted.

[0006] Summary of the Invention

[0007] In order to solve the above technical problems, the present disclosure provides a railway mechanical refrigerated car, which aims to at least solve to a certain extent the technical problem that the railway mechanical refrigerated car can only refrigerate one type of cargo and if the amount of cargo is small, it will cause waste of space in the body of the railway mechanical refrigerated car.

[0008] According to some embodiments of the present disclosure, a railway mechanical refrigerated car is provided, comprising: a car body; two door frame assemblies, respectively arranged on both sides of the car body, each of the door frame assemblies comprising two door frames spaced apart; a partition, arranged between the two door frames and slidably arranged in the car body to separate the car body into two chambers; and two heat exchange assemblies, respectively arranged in the two chambers. BRIEF DESCRIPTION OF THE DRAWINGS

[0009] In order to more clearly illustrate the technical solutions in the embodiments of the present disclosure, a brief introduction will be given below to the drawings required for use in the description of the embodiments. Obviously, the drawings described below are some embodiments of the present disclosure. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0010] FIG1 is a schematic structural diagram of a railway mechanical refrigerated vehicle according to some embodiments of the present disclosure;

[0011] FIG2 is a schematic diagram of the arrangement of the partitions of the railway mechanical refrigerated car in FIG1 ;

[0012] FIG3 is a schematic structural diagram of the body of the railway mechanical refrigerated vehicle in FIG1 ;

[0013] FIG4 is a schematic structural diagram of a partition of the railway mechanical refrigerated vehicle in FIG1 ;

[0014] FIG5 is a schematic structural diagram of the side wall of the railway mechanical refrigerated car in FIG1 ;

[0015] FIG6 is a cross-sectional view of the side wall in FIG5;

[0016] FIG7 is a schematic structural diagram of the floor of the railway mechanical refrigerated car in FIG1 ;

[0017] FIG8 is a schematic structural diagram of the underframe of the railway mechanical refrigerated vehicle in FIG1 ;

[0018] FIG9 is a schematic structural diagram of the end wall of the railway mechanical refrigerated car in FIG1 ;

[0019] FIG10 is a cross-sectional view of the end wall in FIG9;

[0020] FIG11 is a schematic structural diagram of the door frame of the railway mechanical refrigerated vehicle in FIG1 ;

[0021] FIG12 is a schematic structural diagram of the hybrid power system of the railway mechanical refrigerated car in FIG1 ; and

[0022] FIG13 is a schematic structural diagram of the monitoring assembly of the railway mechanical refrigerated vehicle in FIG1 .

[0023] Reference numerals: 10, vehicle body; 101, floor; 1011, track; 1012, air duct; 102, side wall; 1021, frame; 10211, Supporting portion; 10212, connecting portion; 1022, column; 1023, outer plate; 103, end wall; 1031, first end plate; 1032, second end plate; 1033, first connecting member; 1034, second connecting member; 1035, mouth frame; 10351, upper crossbeam of mouth frame; 10352, lower crossbeam of mouth frame; 10353, left column of mouth frame; 10324, right column of mouth frame; 1036, first thermal insulation member; 1037, connecting bolt; 1038, third connecting member; 1039, third thermal insulation member; 1040, reinforcing rib; 104, underframe; 1041, center beam; 1042, side beam; 1043, longitudinal beam; 105, roof; 106, cargo door; 20. Door frame assembly; 201. Door frame; 2011. Support door frame; 2012. Insulated door frame; 2013. Load-bearing door frame; 30. Partition; 40. Heat exchange assembly; 401. Evaporator; 402. Condenser; 50. Hybrid power system; 501. Support frame; 502. Fuel tank; 503. Central controller; 504. Generator; 505. Rechargeable battery; 60. Monitoring assembly; 601. Humidity sensor; 602. Temperature sensor; 603. Controller; 604. Communicator. DETAILED DESCRIPTION

[0024] The following will clearly and completely describe the technical solutions in the embodiments of the present disclosure in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present disclosure, not all of the embodiments. All other embodiments obtained by ordinary technicians in this field based on the embodiments of the present disclosure without making any creative efforts shall fall within the scope of protection of the present disclosure.

[0025] It should be noted that all directional indications in the embodiments of the present disclosure are only used to explain the relative position relationship, movement status, etc. between various components in a certain specific posture. If the specific posture changes, the directional indication will also change accordingly.

[0026] In this disclosure, unless otherwise expressly specified or limited, the terms "connect," "fix," etc. should be understood broadly. For example, "fix" can mean a fixed connection, a detachable connection, or an integral connection; a mechanical connection, an electrical connection; a direct connection, internal communication between two elements, or an interaction between two elements, unless otherwise expressly limited. Those skilled in the art will understand the specific meanings of the above terms in this disclosure based on specific circumstances.

[0027] In addition, in the present disclosure, descriptions such as "first" and "second" are for descriptive purposes only and cannot be understood as indicating or implying their relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one of such features. In addition, the technical solutions between the various embodiments can be combined with each other, but they must be based on the fact that they can be implemented by ordinary technicians in this field. When the combination of technical solutions is contradictory or cannot be implemented, it should be deemed that such combination of technical solutions does not exist and is not within the scope of protection required by the present disclosure.

[0028] To allow the handset to be moved after installation in the main unit, allowing for changes in usage scenarios, the handset is detachably mounted within the main unit. When the handset is needed for a different scenario, it can simply be removed from the main unit. However, when the handset is installed within the main unit, a plug-in connection similar to a terminal block is typically used to achieve an electrical connection between the two. However, this plug-in connection requires high positioning during handset resetting, resulting in low error tolerance and making it difficult to reposition the handset.

[0029] The indoor unit and railway insulated vehicle provided by the embodiments of the present disclosure can improve the above-mentioned problems. The indoor unit and railway insulated vehicle provided by the embodiments of the present disclosure are intended to at least to some extent solve the technical problem that after the sub-unit is installed on the main unit, it cannot be easily moved and the use scenario of the sub-unit cannot be changed.

[0030] The technical solution of the present disclosure will be described below with reference to the accompanying drawings and specific embodiments.

[0031] The railway mechanical refrigerated vehicle provided in the embodiment of the present disclosure is intended to at least to some extent solve the technical problem that the railway mechanical refrigerated vehicle can only refrigerate and transport one type of cargo, and if the amount of cargo is small, the space of the railway mechanical refrigerated vehicle body is wasted.

[0032] FIG1 is a schematic diagram of the structure of a railway mechanical refrigerated car according to some embodiments of the present disclosure; FIG2 is a schematic diagram of the arrangement of partitions of the railway mechanical refrigerated car in FIG1 ; FIG3 is a schematic diagram of the structure of the body of the railway mechanical refrigerated car in FIG1 ;

[0033] FIG4 is a schematic structural diagram of the partition of the railway mechanical refrigerated car in FIG1 . In conjunction with FIG1 , FIG2 , FIG3 , and FIG4 , the railway mechanical refrigerated car according to the present disclosure includes: a car body 10, a partition 30, two door frame assemblies 20, and two heat exchange assemblies 40. The two door frame assemblies 20 are respectively disposed on either side of the car body 10, and each door frame assembly 20 includes two door frames 201 spaced apart. In some embodiments, the partition 30 is disposed between the two door frames 201 and is slidably disposed within the car body 10 to divide the car body 10 into two chambers. The two heat exchange assemblies 40 are respectively disposed within the two chambers.

[0034] The two door frame assemblies 20 correspond to the two chambers one by one.

[0035] Since the two door frame assemblies 20 are respectively arranged on both sides of the vehicle body 10, each door frame assembly 20 includes two door frames 201 arranged at intervals, and the partition 30 is arranged between the two door frames 201 and is slidably arranged in the vehicle body 10 to separate the vehicle body 10 into two chambers. The two heat exchange assemblies 40 are respectively arranged in the two chambers. Therefore, when two different goods are to be transported, the space required for each kind of goods can be obtained according to the quantity of each kind of goods. The partition 30 slides in the vehicle body 10, that is, the partition 30 slides between the two door frames 201 to adjust the size of the two chambers so that the space of each chamber meets the corresponding The space requirement of the goods is fully utilized, and the space inside the vehicle body 10 is also connected to each door frame 201 with the corresponding chamber. The goods can be placed in the corresponding chamber through the door frame 201. Moreover, according to the temperature requirements of the goods loaded in the two chambers, the power of the heat exchange component 40 in each chamber is adjusted to make the temperature in each chamber meet the temperature requirements of the corresponding goods, ensuring the safety of the goods in each chamber. It can realize the refrigerated transportation of two different goods at the same time, which is highly consistent with the existing small-batch and multi-batch cold chain transportation status quo. It does not require one vehicle body 10 to transport one kind of goods, which can reduce the transportation cost required by customers.

[0036] In some embodiments, in order to load and unload goods into the car body 10 from both sides of the car body 10, two door frame assemblies 20 are respectively arranged on both sides of the car body 10. No matter which side of the car body 10 the station platform is located on, goods can be loaded and unloaded into the car body 10 through the door frame assembly 20.

[0037] In some embodiments, to prevent temperature interference between the two chambers, the divider 30 may include a second thermal insulator and two baffles. The second thermal insulator is positioned between the two baffles, providing insulation to prevent heat exchange between the two chambers through the divider 30. This prevents thermal bridges and ensures that the temperature in each chamber meets the requirements of the corresponding cargo.

[0038] In some embodiments, the second heat insulating member may be made of polyurethane foam for heat insulation. The baffle may be made of stainless steel to make it corrosion-resistant and to ensure its service life.

[0039] FIG7 is a schematic structural diagram of the floor of the railway mechanical refrigerated car in FIG1 . In conjunction with FIG7 , in some embodiments, in order to facilitate the sliding of the partition 30 in the car body 10, the car body 10 may include a floor 101. Along the length direction of the car body 10, a track 1011 is provided on the floor 101, and a slider is provided on the partition 30, and the slider is slidably arranged in the track 1011. When the position of the partition 30 needs to be adjusted, the slider slides in the track 1011 to facilitate the adjustment of the position of the partition 30 in the car body 10. The number of tracks 1011 may be one or more, and the number of sliders may be one or more. In order to ensure the stability of the sliding of the partition 30, in some embodiments, the number of tracks 1011 may be multiple, and the number of sliders may be multiple, and the sliders may be slidably arranged in the corresponding tracks 1011.

[0040] In some embodiments, multiple holes are formed in the rail 1011 along the length of the vehicle body 10, with the spacing between two adjacent holes matching the thickness of the divider 30. When the divider 30 slides to a desired position, latches are inserted into the holes on opposite sides of the divider to limit the position of the divider 30, thereby preventing the divider 30 from shifting and ensuring that the space in each chamber meets the space requirements for the corresponding cargo.

[0041] In some embodiments, in order to facilitate loading and unloading of goods, a container or pallet can be provided in the vehicle body 10. The container or pallet can be slidably arranged in the track 1011 to facilitate the movement of the container or pallet. The goods are placed on the container or pallet so that the container or pallet can move on the track 1011, reducing friction, saving manpower, and improving loading and unloading efficiency.

[0042] With reference to Figure 7 , in some embodiments, to ensure that the cargo within the chambers is uniformly insulated, multiple air ducts 1012 are provided on the floor 101 along the length of the vehicle body 10. The air ducts 1012 communicate with the chambers and may have a second opening, allowing the air ducts 1012 to communicate with the chambers through the second opening. The cold air generated by the heat exchange assembly 40 can be delivered to various locations within the chambers through the air ducts 1012 and the second opening to ensure that the cargo is kept warm. The air ducts 1012 within the two chambers can be separated by a partition to prevent the temperatures of the two chambers from interfering.

[0043] Figure 5 is a schematic structural diagram of the side wall of the railway mechanical refrigerated car in Figure 1; Figure 6 is a cross-sectional view of the side wall in Figure 5. In combination with Figures 5 and 6, in some embodiments, the car body 10 may include a side wall 102. The side wall 102 may include: a frame 1021, an outer panel 1023 and a plurality of columns 1022. The plurality of columns 1022 are arranged in the frame 1021, and the frame 1021 is supported by the plurality of columns 1022 to ensure the structural strength of the frame 1021. The outer panel 1023 can be arranged in the frame 1021 and connected to the plurality of columns 1022 to close the frame 1021, ensure the sealing of the frame 1021, and ensure the aesthetics. The number of side walls 102 can be two, and the two side walls 102 can be opposite to each other.

[0044] In conjunction with Figure 6, in some embodiments, in order to ensure aesthetics, the frame 1021 may include: a support portion 10211 and a connection portion 10212. The support portion 10211 has a groove on the surface facing away from the chamber, and the outer plate 1023 is arranged in the groove. The thickness of the outer plate 1023 matches the depth of the groove so that the surface of the outer plate 1023 facing away from the chamber is flush with the support portion 10211. This ensures that the facade of the side wall 102 is flat, and can also ensure aesthetics and facilitate the inspection of welding quality. The connection portion 10212 is connected to the column 1022 and the support portion 10211 to support the connection portion 10212 through the column 1022. The support portion 10211 and the connection portion 10212 can be arranged at an angle, which can facilitate installation and ensure aesthetics. The angle between the support portion 10211 and the connection portion 10212 can be 90°.

[0045] In some embodiments, the support portion 10211 is partially bent toward the cavity to form a groove. The surface of the outer plate 1023 facing away from the cavity is flush with the support portion 10211, which can ensure aesthetics and also ensure the structural strength of the frame 1021.

[0046] In some embodiments, to facilitate the connection of the side wall 102 to the chassis 104 of the vehicle body 10, a window is provided at the bottom of the outer panel 1023 of the side wall 10, allowing operators to operate welding equipment to weld the body's bolsters to the chassis 104. After the bolsters and chassis 104 are welded, the window is sealed with a sealing plate to ensure the sealing of the vehicle body 10.

[0047] Figure 9 is a schematic structural diagram of the end wall of the railway mechanical refrigerated car shown in Figure 1; Figure 10 is a cross-sectional view of the end wall shown in Figure 9. In conjunction with Figures 9 and 10, in some embodiments, to ensure the reliability of end wall 103 during operation of car body 10, car body 10 may include end wall 103. End wall 103 may include: a first end plate 1031, a second end plate 1032, a first connector 1033, and a second connector 1034. Second end plate 1032 opposes first end plate 1031. First connector 1033 connects to first end plate 1031 and second end plate 1032 at both ends, respectively. Second connector 1034 connects to first end plate 1031 and second end plate 1032 at both ends, and second connector 1034 opposes first connector 1033. First connector 1033 may be a corner post, and second connector 1034 may be an end post.

[0048] In conjunction with Figures 1 and 2 , in some embodiments, to achieve heat preservation of cargo within the compartment, the heat exchange assembly 40 may include an evaporator 401 and a condenser 402. The evaporator 401 may be disposed within the vehicle body 10 and connected to the first end plate 1031, which supports the evaporator 401. The condenser 402 may be disposed through the first end plate 1031 and the second end plate 1032, connecting to the evaporator 401 to facilitate connection between the condenser 402 and the evaporator 401.

[0049] 10 , in some embodiments, to support the condenser 402, a first opening may be defined in the first end plate 1031 and the second end plate 1032, and the end wall 103 may further include a port frame 1035. The port frame 1035 may be positioned within the first opening and connected to the first end plate 1031 and the second end plate 1032. The condenser 402 may be positioned within the port frame 1035, which supports the condenser 402 and facilitates its installation.

[0050] 9 , in some embodiments, to avoid thermal bridge effects and effectively prevent heat leakage, a first thermal insulator 1036 is provided between the opening frame 1035 and the first and second end plates 1031 and 1032. This first thermal insulator 1036 provides insulation, preventing heat leakage from the chamber and the outside world. Furthermore, the first thermal insulator 1036 can also support the weight of the condenser 402. The first thermal insulator 1036 can be made of PVC (polyvinyl chloride) and have a ring-shaped cross-section.

[0051] In some embodiments, in order to ensure sealing, a seal may be provided between the first thermal insulation member 1036 and the opening frame 1035 .

[0052] With reference to Figure 9 , in some embodiments, a third thermal insulator 1039 may be provided between the first end plate 1031 and the second end plate 1032 to ensure thermal insulation of the end wall 103. To ensure the structural strength of the second end plate 1032, a reinforcing rib 1040 is provided on the end surface of the second end plate 1032 facing the first end plate 1031. The cross-sectional shape of the reinforcing rib 1040 may be a "J" shape, which effectively prevents the third thermal insulator 1039 from falling off while ensuring the structural strength of the second end plate 1032. The third thermal insulator 1039 may be made of polyurethane foam.

[0053] In some embodiments, to facilitate welding of the first and second connectors 1033, 1034 to the base frame 104, a third opening is defined at the bottom of the first and second end plates 1031, 1032. This opening facilitates operation of welding equipment by operators to weld the first and second connectors 1033, 1034 to the base frame 104. After welding of the first and second connectors 1033, 1034 to the base frame 104 is completed, the third opening is sealed with a patch plate to ensure the sealing of the vehicle body 10. The patch plate can be welded to the first end plate 1031 to meet the structural stress requirements of the end wall 103.

[0054] In some embodiments, to avoid thermal bridging and effectively prevent heat leakage, a non-metallic reinforcement pad can be provided between the second connector 1034 and the second end plate 1032 to achieve thermal insulation between the second connector 1034 and the second end plate 1032 and ensure high strength and impact resistance of the end wall 103. The non-metallic reinforcement pad can be made of wood. To ensure its structural strength, a steel plate can be provided on the end face of the non-metallic reinforcement pad facing away from the second connector 1034. The steel plate is connected to the non-metallic reinforcement pad via wood screws to avoid thermal bridging and effectively prevent heat leakage.

[0055] In conjunction with Figure 10, in some embodiments, in order to facilitate the installation of the evaporator 401 and the condenser 402, a bolt pre-embedded method can also be adopted, and connecting bolts 1037 are set on the end surface of the opening frame 1035 facing away from the first end plate 1031 and the end surface of the second connecting member 1034 facing away from the first end plate 1031 to prevent the bolts from penetrating the first thermal insulation member 1036 and avoid heat leakage.

[0056] 9 , in some embodiments, the mouth frame 1035 is formed by an upper mouth frame beam 10351 , a lower mouth frame beam 10352 , a left mouth frame column 10353 , and a right mouth frame column 10324 .

[0057] In conjunction with Figure 9, in some embodiments, in order to facilitate the installation of the evaporator 401 on the second end plate 1032, a third connecting member 1038 is provided on the end surface of the second end plate 1032 facing away from the first end plate 1031, and the evaporator 401 is connected to the third connecting member 1038. The evaporator 401 is supported by the third connecting member 1038 to ensure the stability of the installation of the evaporator 401.

[0058] Figure 8 is a schematic structural diagram of the underframe of the railway mechanical refrigerated vehicle shown in Figure 1 . In conjunction with Figure 8 , in some embodiments, to ensure the stability of the support provided by the underframe 104, the vehicle body 10 may include the underframe 104. The underframe 104 may include a center beam 1041, multiple longitudinal beams 1043, and two side beams 1042. The two side beams 1042 are respectively disposed on either side of the center beam 1041. The multiple longitudinal beams 1043 are connected to the side beams 1042 and the center beam 1041.

[0059] In some embodiments, the center beam 1041 is a welded center beam with a variable cross-section, and the side beams 1042 are formed by highly cold bending to ensure the structural strength of the center beam 1041 and the two side beams 1042.

[0060] In some embodiments, when loading and unloading goods, the goods need to pass through the door frame 201 . In order to ensure the stability of supporting the door frame 201 , the plurality of longitudinal beams 1043 are at least partially disposed below the door frame 201 .

[0061] 1 , 2 , and 3 , in some embodiments, to close the door frame 201, a cargo door 106 may be detachably provided in each door frame 201. When loading or unloading cargo is required, the cargo door 106 is removed from the door frame 201. When loading or unloading is complete, the cargo door 106 is reinstalled into the door frame 201. The cargo door 106 may be a sliding plug door.

[0062] In some embodiments, cargo door 106 comprises an inner panel, an outer panel, and a fourth thermal insulator. The fourth thermal insulator is positioned between the inner and outer panels to provide insulation, preventing thermal bridges and effectively preventing heat leakage. The inner panel is a non-metallic, heat-insulating material, made of fiberglass. The outer panel can be made of steel. Steel plates are embedded at the corners and stress-bearing areas of the inner and outer panels, and are ultimately connected together using polyurethane foam. This achieves lightweighting while ensuring the strength of cargo door 106.

[0063] In conjunction with Figures 1 and 3 , in some embodiments, the vehicle body 10 may further include a roof 105. The roof 105 is opposite the base frame 104. There may be two end walls 103, which are opposite each other. There may also be two side walls 102, which are opposite each other. The two end walls 103 and the two side walls 102 are both mounted on the base frame 104, and the roof 105 is mounted on the two end walls 103 and the two side walls 102. Thus, the base frame 104, the roof 105, the two end walls 103, and the two side walls 102 enclose and form the vehicle body 10.

[0064] In some embodiments, the cross-sectional shape of the top cover 105 may be arc-shaped to prevent accumulation of debris such as rain and snow.

[0065] FIG11 is a schematic structural diagram of the door frame of the railway mechanical refrigerated car shown in FIG1 . In conjunction with FIG11 , in some embodiments, the door frame 201 may include a supporting door frame 2011, an insulating door frame 2012, and a load-bearing door frame 2013. The supporting door frame 2011 is connected to the side walls 102 and the chassis 104 of the car body 10, and is supported by the side walls 102 and chassis 104 of the car body 10. Since the load-bearing door frame 2013 is connected to the car body and spaced apart from the supporting door frame 2011, the load-bearing door frame 2013 is supported by the side walls 102 and chassis 104 of the car body 10. Furthermore, a gap exists between the load-bearing door frame 2013 and the supporting door frame 2011 to provide space for mounting the insulating door frame 2012. The thermal insulation door frame 2012 is arranged between the supporting door frame 2011 and the load-bearing door frame 2013, and is connected to the supporting door frame 2011 and the load-bearing door frame 2013. The thermal insulation door frame 2012 is supported by the supporting door frame 2011 and the load-bearing door frame 2013, forming a three-layer door frame connection structure. The thermal insulation door frame 2012 can be insulated to avoid heat transfer between the inside and outside of the railway insulated car body 10, avoid the thermal bridge effect, and effectively prevent heat leakage.

[0066] Figure 12 is a schematic diagram of the hybrid power system of the railway refrigerated vehicle shown in Figure 1 . In conjunction with Figures 1 and 12 , in some embodiments, the railway refrigerated vehicle may further include a hybrid power system 50 to power the heat exchange assembly 40 . Hybrid power system 50 is connected to vehicle body 10 and positioned outside the chamber. Electrically connected to heat exchange assembly 40, hybrid power system 50 prevents hybrid power system 50 from encroaching on the chamber space and prevents heat dissipated by hybrid power system 50 from affecting the insulation of the cargo inside the chamber.

[0067] With reference to Figure 12 , in some embodiments, the hybrid system 50 includes a frame 501. The frame 501 is connected to the vehicle body 10 and is located outside the cavity. A fuel tank 502, a central controller 503, a generator 504, and a rechargeable battery 505 are located within the frame 501. The frame 501 supports the fuel tank 502, the central controller 503, the generator 504, and the rechargeable battery 505. The fuel tank 502 is in communication with the generator 504, which is electrically connected to the rechargeable battery 505. The rechargeable battery 505 is electrically connected to the heat exchange assembly 40, and the central controller 503 is electrically connected to the generator 504. The rechargeable battery 505 may be a lithium battery.

[0068] In some embodiments, when power is needed, the central controller 503 receives a start signal and sends an action signal to the generator 504 based on the start signal. The fuel tank 502 supplies fuel to the generator 504, causing the generator 504 to generate electricity. The generator 504 transmits the electrical energy to the rechargeable battery 505, which then supplies power to the heat exchange assembly 40.

[0069] Figure 13 is a schematic diagram of the structure of the monitoring assembly of the railway mechanical refrigerated vehicle in Figure 1. In conjunction with Figures 2 and 13, in some embodiments, to monitor the temperature and humidity within each chamber, the railway mechanical refrigerated vehicle may further include two monitoring assemblies 60, each located within the two chambers. The monitoring assemblies 60 may include a humidity sensor 601 and a temperature sensor 602. The humidity sensor 601 is located within the chamber to monitor the humidity within the chamber. The temperature sensor 602 is located within the chamber to monitor the temperature within the chamber.

[0070] In conjunction with Figure 13 , in some embodiments, to regulate the temperature within the chambers, the railway mechanical refrigerated vehicle may further include: a controller 603 and a communicator 604. The controller 603 is electrically connected to the humidity sensor 601, the temperature sensor 602, and the communicator 604. The controller 603 receives the humidity signal sent by the humidity sensor 601 and obtains a humidity value. The controller 603 receives the temperature signal sent by the temperature sensor 602 and obtains a temperature value. The controller 603 transmits the temperature and humidity values ​​to the communicator 604. The communicator 604 can transmit the humidity and temperature values ​​for each chamber obtained by the controller 603 to the main station, so that staff can obtain the temperature and humidity of each chamber in real time. The communicator 604 may be an antenna.

[0071] The beneficial effects of the technical solutions according to some embodiments of the present disclosure include at least the following: since the two door frame assemblies are respectively arranged on both sides of the vehicle body, each door frame assembly includes two door frames arranged at intervals, a partition is arranged between the two door frames, and is slidably arranged in the vehicle body to separate the vehicle body into two chambers, and the two heat exchange assemblies are respectively arranged in the two chambers, so when two different goods are to be transported, the space required for each kind of goods can be obtained according to the quantity of each kind of goods. The partition can slide in the vehicle body, that is, the partition slides between the two door frames to adjust the size of the two chambers so that the space of each chamber meets the space requirements of the corresponding goods, fully utilizing the space in the vehicle body, and also making each door frame connected to the corresponding chamber, so that the goods can be placed in the corresponding chamber through the door frame. Moreover, according to the temperature requirements of the goods loaded in the two chambers, the power of the heat exchange component in each chamber is adjusted to make the temperature in each chamber meet the temperature requirements of the corresponding goods, ensuring the safety of the goods in each chamber. It can realize refrigerated transportation of two different goods at the same time, which is highly consistent with the existing small-batch and multi-batch cold chain transportation situation. It does not require one vehicle body to transport one type of goods, which can reduce transportation costs.

[0072] In the description of the present disclosure, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise" and the like to indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present disclosure and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present disclosure.

[0073] In the description of the present disclosure, unless otherwise expressly specified and limited, a first feature being "above" or "below" a second feature may include the first and second features being in direct contact, or may include the first and second features being in contact not directly but through another feature between them. Moreover, a first feature being "above," "above," and "above" a second feature includes the first feature being directly above and obliquely above the second feature, or simply indicates that the first feature is higher in level than the second feature. A first feature being "below," "below," and "below" a second feature includes the first feature being directly below and obliquely below the second feature, or simply indicates that the first feature is lower in level than the second feature.

[0074] In the description of this specification, the reference terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" mean that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present disclosure. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art can combine and combine different embodiments or examples described in this specification.

[0075] Although the preferred embodiments of the present disclosure have been described, those skilled in the art may make additional changes and modifications to these embodiments once they have learned the basic creative concepts. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments and all changes and modifications that fall within the scope of the present disclosure.

[0076] Obviously, those skilled in the art may make various changes and modifications to the present disclosure without departing from the spirit and scope of the present disclosure. Thus, if these modifications and variations of the present disclosure fall within the scope of the claims of the present disclosure and their equivalents, the present disclosure is intended to include these modifications and variations.

Claims

1. A railway mechanical refrigerated car, comprising: Vehicle body; Two door frame assemblies are respectively arranged on both sides of the vehicle body, and each of the door frame assemblies includes two door frames arranged at intervals; a partition, disposed between the two door frames and slidably disposed in the vehicle body to divide the vehicle body into two chambers; and Two heat exchange components are respectively arranged in the two chambers.

2. The railway mechanical refrigerated car according to claim 1, wherein: The vehicle body comprises a floor, and a track is arranged on the floor along the length direction of the vehicle body. A slider is arranged on the partition, and the slider is slidably arranged in the track.

3. The railway mechanical refrigerated car according to claim 2, wherein: A plurality of air ducts are arranged on the floor along the length direction of the vehicle body.

4. The railway mechanical refrigerated car according to any one of claims 1 to 3, wherein: The vehicle body includes a side wall, and the side wall includes: frame; A plurality of columns are disposed in the frame; and The outer plate is arranged in the frame and connected with a plurality of the columns.

5. The railway mechanical refrigerated car according to claim 4, wherein: The frame includes: A support portion, a surface of which is away from the chamber and is provided with a groove, the outer plate is arranged in the groove, and the thickness of the outer plate matches the depth of the groove; and A connecting portion is connected to the column and the supporting portion.

6. The railway mechanical refrigerated car according to any one of claims 1 to 3, wherein: The vehicle body includes an end wall, and the end wall includes: a first end plate; a second end plate, opposite to the first end plate; A first connecting member, two ends of which are respectively connected to the first end plate and the second end plate; and The second connecting member has two ends respectively connected to the first end plate and the second end plate, and the second connecting member is opposite to the first connecting member.

7. The railway mechanical refrigerated car according to claim 6, wherein: The heat exchange component comprises: an evaporator, disposed in the vehicle body and connected to the first end plate; and The condenser is disposed through the first end plate and the second end plate and is connected to the evaporator.

8. The railway mechanical refrigerated car according to claim 7, wherein: The first end plate and the second end plate are provided with a first opening, and the end wall further comprises: The opening frame is arranged in the first opening and connected with the first end plate and the second end plate. The condenser is arranged in the opening frame.

9. The railway mechanical refrigerated car according to claim 8, wherein: A first heat insulating member is provided between the port frame and the first end plate and the second end plate.

10. The railway mechanical refrigerated car according to any one of claims 1 to 3, wherein: The vehicle body includes a chassis, and the chassis includes: Middle beam; Two side beams, respectively disposed on both sides of the middle beam; and A plurality of longitudinal beams are connected to the side beams and the center beam.

11. The railway mechanical refrigerated car according to any one of claims 1 to 3, wherein: A cargo door can be detachably provided in each door frame.

12. The railway mechanical refrigerated car according to any one of claims 1 to 3, further comprising: A hybrid power system is connected to the vehicle body and arranged outside the chamber. The hybrid power system is electrically connected to the heat exchange component.

13. The railway mechanical refrigerated car according to claim 12, wherein: The hybrid power system comprises: a frame connected to the vehicle body and arranged outside the chamber, wherein a fuel tank, a central controller, a generator and a rechargeable battery are arranged in the frame; and The oil tank is communicated with the generator, the generator is electrically connected to the rechargeable battery, the rechargeable battery is electrically connected to the heat exchange component, and the central controller is electrically connected to the generator.

14. The railway mechanical refrigerated vehicle according to any one of claims 1 to 3, further comprising two monitoring components respectively disposed in the two chambers, the monitoring components comprising: a humidity sensor, disposed in the chamber, for monitoring the humidity in the chamber; as well as The temperature sensor is arranged in the chamber and is used to monitor the temperature in the chamber.

15. The railway mechanical refrigerated car according to claim 14 further comprises: communicator; as well as A controller, electrically connected to the humidity sensor, the temperature sensor and the communicator; The controller receives the humidity signal sent by the humidity sensor and obtains the humidity value, the controller receives the temperature signal sent by the temperature sensor and obtains the temperature value, and the controller sends the temperature value and the humidity value to the communicator.

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