CN114394118B

CN114394118B - Rail vehicle floor and rail vehicle

Info

Publication number: CN114394118B
Application number: CN202210173930.1A
Authority: CN
Inventors: 李研; 郭小峰; 吕文俊; 赵辽翔; 徐俭乐
Original assignee: CRRC Qingdao Sifang Co Ltd
Current assignee: CRRC Qingdao Sifang Co Ltd
Priority date: 2022-02-24
Filing date: 2022-02-24
Publication date: 2023-06-23
Anticipated expiration: 2042-02-24
Also published as: CN114394118A

Abstract

The embodiment of the invention provides a railway vehicle floor and a railway vehicle, wherein an built-in floor is paved on a joist, the joist is suspended above a vehicle body underframe and suspended on a vehicle body side wall with smaller vibration amplitude through a plurality of suspension devices, so that the built-in floor is not contacted with the vehicle body underframe, the built-in floor can be flexibly laid, the transmission of the vibration caused by the operation of a bogie to the built-in floor is avoided, the vibration of the built-in floor can be effectively reduced, the vibration and noise reduction effect of a carriage is improved, and the riding comfort is improved; the side wall of the vehicle body is provided with the limiting device opposite to the end part of the supporting beam, and a gap is arranged between the end part of the supporting beam and the limiting device, so that the supporting beam and the built-in floor are prevented from overturning and shaking in a large range while vibration and noise are reduced through suspension, and the stability and the safety of the built-in floor are further improved.

Description

Rail vehicle floor and rail vehicle

Technical Field

The invention relates to the technical field of rail vehicle floors, in particular to a rail vehicle floor and a rail vehicle.

Background

In recent years, the running speed of rail transit vehicles has been increased to a level exceeding 300km/h, and in the process of continuously increasing the running speed, lightweight measures such as manufacturing a vehicle body from an aluminum alloy have been adopted for controlling running energy consumption and preventing ground vibration. As the train accelerates, rolling noise generated by wheels rolling on the track increases, and as the vehicle body is reduced in weight, vibrations are more likely to be transmitted into the vehicle, which may be a major factor in increasing noise in the vehicle.

In the prior art, a conventional vehicle floor is generally mounted on a joist above a chassis of a vehicle body, vibration is reduced by a vibration damping pad or a vibration damper, and for some low-frequency noise, it is difficult to reduce the propagation of the noise into the vehicle by using a light material such as a sound absorbing material. In the running of a vehicle, the noise in the vehicle mainly comes from a bogie, and the bogie generates noise, particularly low-frequency noise, and the noise is transmitted to an inner floor along with the bogie and a vehicle underframe, so that the noise is transmitted into a carriage, and riding comfort is affected. Therefore, the prior art solution in which the floor panel is mounted to the underframe of the vehicle body does not bring about a good sound insulation effect, and the solution is to be further improved.

Disclosure of Invention

The invention provides a railway vehicle floor and a railway vehicle, which are used for solving the defect of poor vibration and noise reduction effect caused by the fact that an inner floor is arranged on a vehicle body underframe in the prior art, reducing the transmission of noise to a carriage, improving the vibration and noise reduction effect and improving riding comfort.

The invention provides a rail vehicle floor, comprising:

the joists are suspended above the underframe of the car body and hung on the side walls of the car body through a plurality of suspension devices;

a built-in floor board laid on the joist;

and the limiting device is arranged on the side wall of the vehicle body and is opposite to the end part of the supporting beam, and a gap is arranged between the end part of the supporting beam and the limiting device.

According to an embodiment of the present invention, the suspension device includes:

one end of the suspension piece is connected with one of the joist or the side wall of the car body;

and one end of the shock absorber is connected with the suspension piece, and the other end of the shock absorber is connected with the other one of the joist and the side wall of the car body.

According to an embodiment of the present invention, the shock absorber includes:

one end of the shock absorber shell is provided with a through hole, and the other end of the shock absorber shell is connected with one of the joist and the side wall of the vehicle body;

and the vibration reduction unit is arranged in the vibration reduction shell, and the suspension piece is arranged through the through hole and connected with the vibration reduction unit.

According to an embodiment of the present invention, the shock absorber further includes:

the upper cover of the shock absorber is connected with the shock absorber shell and is provided with a connecting part for connecting one of the joist and the side wall of the vehicle body;

a stopper connected to one end of the suspension member;

the vibration reduction unit is sleeve-shaped and is arranged in the inner cavity of the vibration reduction unit shell, the stop dog is arranged in the sleeve of the vibration reduction unit, and the suspension piece penetrates through the vibration reduction unit shell and the vibration reduction unit and is connected with the stop dog.

According to an embodiment of the invention, the suspension device further comprises:

and the length adjusting mechanism is connected to one end of the suspension piece and is used for adjusting the length of the suspension device.

According to one embodiment of the invention, the suspension member is a flexible member, and the length adjusting mechanism comprises a lock body, a joint and a cable head;

screw holes are formed in two ends of the lock body, and the joint and the cable head are provided with external threads corresponding to the screw holes;

one end of the connector is connected with the suspension piece, and the other end of the connector is connected with the lock body in a threaded manner by matching with a locking nut;

one end of the cable head is connected with the joist, and the other end of the cable head is matched with the locking nut to be in threaded connection with the lock body.

According to one embodiment of the invention, the suspension member is a rigid member, and the length adjusting mechanism comprises an adjusting rod, and two ends of the adjusting rod are provided with external threads;

the suspension piece comprises a first suspension rod and a second suspension rod, and threaded holes corresponding to the external threads of the adjusting rod are formed in the end parts of the first suspension rod and the second suspension rod;

the two ends of the adjusting rod are connected with the first suspender and the second suspender through external threads and matched with locking nuts.

According to one embodiment of the invention, the limiting device comprises a limiting seat fixed on the side wall of the vehicle body and a pair of limiting plates arranged at the end parts of the joist, wherein a limiting space of the limiting seat is defined by the limiting plates and the end parts of the joist together, and a gap is arranged between the limiting space and the limiting seat;

the bottom of the limiting plate is provided with an anti-unhooking hook which extends to the bottom of the limiting seat.

According to one embodiment of the invention, the joist upper surface is provided with a buffer layer, and the built-in floor is mounted on the buffer layer.

The invention also provides a railway vehicle, which comprises a vehicle body underframe and vehicle body side walls arranged on two opposite sides of the vehicle body underframe, wherein the railway vehicle floor is hung between the vehicle body side walls on two opposite sides, and a gap is arranged between the railway vehicle floor and the vehicle body underframe.

According to the railway vehicle floor and the railway vehicle, the built-in floor is laid on the joist, the joist is suspended above the chassis of the vehicle body and suspended on the side wall of the vehicle body with smaller vibration amplitude through the plurality of suspension devices, so that the built-in floor is not contacted with the chassis of the vehicle body, the built-in floor can be flexibly laid, meanwhile, the transmission of the vibration caused by the operation of the bogie to the built-in floor is avoided, the vibration of the built-in floor can be effectively reduced, the vibration reduction and noise reduction effects of a carriage are improved, and the riding comfort is improved; the side wall of the vehicle body is provided with the limiting device opposite to the end part of the supporting beam, and a gap is arranged between the end part of the supporting beam and the limiting device, so that the supporting beam and the built-in floor are prevented from overturning and shaking in a large range while vibration and noise are reduced through suspension, and the stability and the safety of the built-in floor are further improved.

Drawings

In order to more clearly illustrate the invention or the technical solutions of the prior art, the following description will briefly explain the drawings used in the embodiments or the description of the prior art, and it is obvious that the drawings in the following description are some embodiments of the invention, and other drawings can be obtained according to the drawings without inventive effort for a person skilled in the art.

FIG. 1 is a schematic view of a floating floor provided by the present invention;

FIG. 2 is a schematic view of a suspension device and a limiting device of the suspension floor provided by the invention;

FIG. 3 is a schematic view of a limiting plate structure of a floating floor provided by the invention;

FIG. 4 is a schematic view of a vibration damper for a floating floor according to the present invention;

FIG. 5 is a schematic illustration of the coupling of a floating floor using a flexible suspension arrangement provided by the present invention;

FIG. 6 is an exploded view of the flexible suspension of the floating floor provided by the present invention;

FIG. 7 is a schematic view of the coupling of a rigid suspension device to a floating floor provided by the invention;

fig. 8 is a disassembled view of the rigid suspension means of the floating floor provided by the invention.

Reference numerals:

100: a side wall of the vehicle body; 200: a vehicle body chassis; 300: a suspension device; 310: a suspension member; 311: a first boom; 312: a second boom; 320: a damper; 321: a damper housing; 322: a vibration damping unit; 323: a stop block; 324: a damper upper cover; 330: a length adjusting device; 331: a lock body; 332: a joint; 333: a lock head; 334: a lock nut; 335: an adjusting rod; 340: a side wall mounting seat; 400: a limiting device; 410: a limit seat; 420: a limiting plate; 430: unhooking prevention; 500: joist; 501: lifting lugs; 600: a buffer layer; 700: and (5) installing a floor.

Detailed Description

For the purpose of making the objects, technical solutions and advantages of the present invention more apparent, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings, and it is apparent that the described embodiments are some embodiments of the present invention, not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.

In the description of the embodiments of the present invention, it should be noted that the terms "center", "longitudinal", "lateral", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, are merely for convenience in describing the embodiments of the present invention and simplifying the description, and do not indicate or imply that the apparatus or elements referred to must have a specific orientation, be configured and operated in a specific orientation, and thus should not be construed as limiting the embodiments of the present invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.

In describing embodiments of the present invention, it should be noted that, unless explicitly stated and limited otherwise, the terms "coupled," "coupled," and "connected" should be construed broadly, and may be either a fixed connection, a removable connection, or an integral connection, for example; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium. The specific meaning of the above terms in embodiments of the present invention will be understood in detail by those of ordinary skill in the art.

In embodiments of the invention, unless expressly specified and limited otherwise, a first feature "up" or "down" on a second feature may be that the first and second features are in direct contact, or that the first and second features are in indirect contact via an intervening medium. Moreover, a first feature being "above," "over" and "on" a second feature may be a first feature being directly above or obliquely above the second feature, or simply indicating that the first feature is level higher than the second feature. The first feature being "under", "below" and "beneath" the second feature may be the first feature being directly under or obliquely below the second feature, or simply indicating that the first feature is less level than the second feature.

In the description of the present specification, a description referring to terms "one embodiment," "some embodiments," "examples," "specific examples," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the embodiments of the present invention. In this specification, schematic representations of the above terms are not necessarily directed to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, the different embodiments or examples described in this specification and the features of the different embodiments or examples may be combined and combined by those skilled in the art without contradiction.

Referring to fig. 1 to 8, an embodiment of the present invention provides a rail vehicle floor, which is a suspended and suspended type bearing structure for fixing an interior floor 700 on a vehicle body side wall 100 through a suspension device 300 and a limit device 400 by using the characteristic that the vehicle body side wall 100 vibrates less during running. The interior floor 700 does not contact the vehicle body chassis 200, and has the characteristics of excellent vibration damping performance and good noise reduction effect.

As shown in fig. 1, the built-in floor 700 is mounted on the joist 500, and the joist 500 is suspended above the vehicle body underframe 200 and suspended from the vehicle body side wall 100 by a plurality of suspension devices 300; a gap is left between the joist 500 and the vehicle body underframe 200 to prevent the interior floor 700 from contacting the vehicle body underframe 200, thereby preventing the interior floor 700 from being affected by the vibration of the bogie.

In this embodiment, the number of joists 500 can be set according to the built-in floor 700, the built-in floor 700 is laid on the joists 500, and the joists 500 mainly realize stable support of the built-in floor 700. The joist 500 has the advantages of simple installation structure and good bearing performance, and meanwhile, due to the suspension design of the joist 500 and the built-in floor 700, the joist 500 and the built-in floor 700 can be flexibly arranged in a modularized manner in the vehicle.

Due to the suspended design of the joist 500 and the built-in floor 700, in this embodiment, a stop 400 corresponding to the joist 500 is also provided. As shown in fig. 1 and 2, the stopper 400 is installed at the body side wall 100 and is disposed opposite to the end of the joist 500, and since the joist 500 is horizontally disposed, the stopper 400 is disposed at both ends of the joist 500 at positions corresponding to the body side wall 100. Meanwhile, since the suspension design of the joist 500 and the built-in floor 700 may generate shaking, a gap is provided between the end of the joist 500 and the limit device 400 in order to ensure that the joist 500 has a certain clearance to eliminate vibration.

The limiting device 400 can ensure that the joist 500 and the built-in floor 700 are not easy to topple and shake in a large range when the vehicle shakes, and further improve the stability and safety of the built-in floor.

According to the railway vehicle floor provided by the embodiment, the built-in floor 700 is paved on the joist 500, the joist 500 is suspended above the vehicle body underframe 200 and suspended on the vehicle body side wall 100 with smaller vibration amplitude through the plurality of suspension devices 300, so that the built-in floor 700 is not contacted with the vehicle body underframe 200, the built-in floor 700 can be flexibly laid, meanwhile, the transmission of the vibration caused by the bogie operation to the built-in floor 700 is avoided, the vibration of the built-in floor 700 can be effectively reduced, the vibration reduction and noise reduction effects of a carriage are improved, and the riding comfort is improved.

As shown in fig. 1 and 2, in one embodiment, a suspension 300 includes a suspension 310 and a damper 320, the damper 320 being provided on the suspension 310. Specifically, the suspension 310 is connected to the damper 320, and the other end of the suspension 310 is connected to one of the joist 500 and the body side wall 100; the other end of shock absorber 320 connects to the other of joist 500 and body side wall 100. That is, the damper 320 carries the tensile force of the suspension 310, and provides a certain damping force to the suspension 310, thereby ensuring a certain damping effect of the interior floor 700 in the vertical direction.

In one embodiment, the damper 320 includes a damper housing 321 and a damper unit 322, one end of the damper housing 321 is provided with a through hole, and the other end is connected to one of the joist 500 and the side wall 100 of the vehicle body; the vibration damping unit 322 has one end connected to the damper housing 321 and the other end connected to the suspension 310 passing through the through hole of the damper housing 321.

In one embodiment, the damping unit 322 may employ a spring or rubber pad.

In one embodiment, the damper 320 further includes a stopper 323, the stopper 323 is connected to one end of the suspension 310, the damping unit 322 is abutted against the stopper 323, when the suspension 310 is pulled, the stopper 323 has a pulling force towards the damping unit 322, and the damping force of the damping unit 322 is opposite to the pulling force of the stopper 323, so as to provide a damping force to the suspension 310, and ensure that the interior floor 700 has a damping effect in a vertical direction.

As shown in FIG. 4, in one embodiment, shock absorber 320 also includes a shock absorber top cap 324. The damper housing 321 has a sleeve-like structure with an opening at one end, and an inner cavity for accommodating the damper unit 322 is formed in the sleeve. The damper unit 322 is provided in a sleeve shape in an inner cavity of the damper housing 321, and abuts against between the stopper 323 and the damper housing 321, and the suspension 310 penetrates the damper housing 321 and the damper unit 322 to be connected to the stopper 323. The damper upper cover 324 is connected to the damper housing 321, and the damper upper cover 324 and the damper housing 321 wrap the stopper 323 and the damper unit 322, and one end of the damper upper cover 324 has a connection portion that can be connected to the joist 500 or the body side wall 100.

In one embodiment, as shown in fig. 2, a side wall mount 340 is provided on the vehicle body side wall 100, and the damper 320 is mounted on the side wall mount 340. Specifically, the connecting portion of the damper top cover 324 is connected to the side wall mount 340. The sidewall mount 340 provides space for the suspension of the joist 500 while also ensuring the verticality of the suspension 310.

As shown in fig. 2, in one embodiment, the suspension 310 of the suspension device 300 also has a length adjustment function. Specifically, the suspension 310 is provided with a length adjusting mechanism 330, one end of the length adjusting mechanism 330 is connected to the suspension 310, the other end is connected to the joist 500, and the length of the suspension 310 is adjusted by the length change of the length adjusting mechanism 330. Of course, the suspension member 310 in this embodiment may be divided into two sections, and the length adjusting mechanism 330 is connected between the two sections of suspension member 310 to achieve overall length adjustment of the suspension member 310.

The suspension device 300 in this embodiment may be a flexible suspension or a rigid suspension, and based on this, the suspension member 310 may be divided into a flexible member and a rigid member. The following embodiments will describe two suspension members 310, a flexible member and a rigid member, respectively.

As shown in fig. 5 and 6, in some embodiments, the suspension member 310 is a flexible member, and in particular, the suspension member 310 may be a steel cable, or may be two parallel joists 500, the interior floor 700 is laid on the two joists 500, both ends of each joist are respectively suspended on the side wall 100 of the vehicle body by the suspension device 300, one end of the steel cable is connected to the damper 320, the other end is connected to the length adjusting mechanism 330, and the lower end of the length adjusting mechanism 330 is connected to the joists 500.

Since the suspension 310 is a flexible member, the length adjusting mechanism 330 also requires a certain structure of the length adjusting mechanism 330 in order to be able to adjust the length of the suspension 300, and a specific structure of the length adjusting mechanism 330 applied to a wire rope will be described in detail below.

As shown in fig. 6, in one embodiment, the length adjustment mechanism 330 includes a lock body 331, a joint 332, and a cable head 333, where the lock body 331, the joint 332, and the cable head 333 are each of a rigid rod-like structure; the lock body 331 is provided with screw holes at both ends, and the joint 332 and the cable head 333 are provided with external threads corresponding to the screw holes; one end of the connector 332 is connected with the steel cable and can be detachably connected or fixedly connected with the steel cable, the other end of the connector 332 is matched with the locking nut 334 to be in threaded connection with the lock body 331, and the connector 332 rotates relative to the lock body 331 to realize the length adjustment of the steel cable.

One end of the cable head 333 is connected with the joist 500, the other end is matched with the locking nut 334 to be in threaded connection with the lock body 331, and the cable head 333 rotates relative to the lock body 331 to realize the length adjustment of the whole suspension device 300.

As shown in fig. 7, the suspension device 300 is a rigid suspension, that is, the suspension member 310 is a rigid member, and specifically, the suspension member 310 may be a steel rod, and the interior floor 700 is laid on the joist 500 by a combination of a plurality of joists 500, and the end of the joist 500 is suspended on the side wall 100 of the vehicle body by the steel rod.

In this embodiment, since the suspension member 310 is a rigid member, in order to secure the vibration damping effect of the interior floor 700, the vibration damper 320 is disposed at the lower end of the steel rod, that is, the vibration damper 320 is connected between the suspension member 310 and the joist 500 while dividing the steel rod into two sections, and the length adjusting mechanism 330 is disposed between the two sections of steel rod.

The specific structure of the length adjusting mechanism 330 applied to the steel bar will be described in detail below.

As shown in fig. 8, in one embodiment, the length adjustment mechanism 330 includes an adjustment rod 335, the adjustment rod 335 is in a hard rod shape, and both ends of the adjustment rod 335 have external threads.

The steel rod is divided into a first suspender 311 and a second suspender 312, and threaded holes corresponding to the external threads of the adjusting rod 335 are formed in the end parts of the first suspender 311 and the second suspender 312; the two ends of the adjusting rod 335 are connected to the threaded holes of the first suspender 311 and the second suspender 312 through external threads and matched with the locking nuts 334, and the whole length adjustment of the first suspender 311 and the second suspender 312 can be realized by rotating the adjusting rod 335.

It should be noted that the directions of the external threads at the two ends of the adjusting rod 335 may be opposite, so that the lengths of the first boom 311 and the second boom 312 are simultaneously adjusted by rotating the adjusting rod 335, thereby improving the adjusting efficiency of the length adjusting mechanism 330.

As shown in fig. 2, in some embodiments, the limiting device 400 in this embodiment includes limiting seats 410 disposed on the side wall 100 of the vehicle body, where the limiting seats 410 are symmetrically disposed at two ends of the joist 500 and horizontally opposite to the end surfaces of the two ends of the joist 500. The spacing between the two ends of the joist 500 and the limiting seat 410 can ensure that the joist 500 has a certain movable space to counteract vibration, and the joist 500 is propped against when the joist 500 shakes to a large extent, so that the stability of the built-in floor 700 is ensured.

Further, a buffer structure is further disposed on the inner side of the limiting seat 410, so as to play a role in buffering when contacting the joist 500.

In one embodiment, the limiting device 400 includes a limiting seat 410 fixed on the side wall 100 of the vehicle body and a pair of limiting plates 420 disposed at the end of the joist 500, wherein the limiting plates 420 and the end of the joist 500 together enclose a limiting space of the limiting seat 410, and a gap is disposed between the limiting space and the limiting seat 410, so that the joist 500 can be ensured to have a certain movable space to counteract the vibration.

As shown in fig. 2 and 3, the end of the joist 500 is further provided with a limiting plate 420, wherein the limiting plate 420 includes three pieces, respectively: one of the two limiting plates 420 is arranged on the surface of the end part of the joist 500 in a flush manner, and the other two limiting plates 420 are symmetrically arranged on two sides of the joist and perpendicular to the first limiting plates 420. The three limiting plates 420 form a semi-enclosed space on the horizontal plane, the limiting seat 410 extends into the semi-enclosed space, and a gap is arranged between the limiting plates 420 and the limiting seat 410, so that the joist 500 can move conveniently.

The three limiting plates 420 effectively limit the movement of the joist 500, thereby ensuring the opposite arrangement of the joist 500 and the limiting seat 410 on the same straight line, preventing the joist 500 from shifting in the suspension process, and further ensuring the stability and safety of the built-in floor 700.

Further, as shown in fig. 3, in one embodiment, the bottom of the limiting plate 420 is provided with an anti-unhooking hook 430, and the anti-unhooking hook 430 may be a bottom plate connected to the three limiting plates 420. The anti-falling hook 430 extends to the bottom of the limiting seat 410, and has an overlapping portion with the limiting seat 410 in the vertical direction, so as to prevent the joist 500 from moving upwards. The vertical unhooking prevention hook 430 is arranged to prevent the floor from overturning and shaking in a large range, so that the suspension floor is prevented from moving in a large range in the longitudinal direction and the transverse direction of the vehicle body, and meanwhile, the possibility that the vehicle overturns after an accident is considered, and the vertical unhooking prevention hook 430 can prevent the accident from causing associated injuries.

As shown in fig. 1 to 3, in one embodiment, the upper surface of the joist 500 is provided with a buffer layer 600, and the inner floor 700 is mounted on the buffer layer 600, so that the vibration and noise reduction performance of the inner floor 700 is further improved, and the riding comfort is improved.

In one embodiment, two joists 500 are provided and parallel to each other, the two joists 500 are longitudinally arranged along the rail vehicle, and four limiting devices 400 provided on the side wall 100 of the vehicle body effectively limit the front-back movement of the joists 500, so as to ensure the stability of the joists 500 and the built-in floor 700.

The embodiment of the invention also provides a rail vehicle, which is provided with a vehicle body underframe 200 and a vehicle body side wall 100, wherein the rail vehicle floor mentioned in the embodiment is hung on the vehicle body side wall 100, and a gap is arranged between the rail vehicle floor and the vehicle body underframe 200, so that the built-in floor 700 or the joist 500 is prevented from being directly contacted with the vehicle body underframe 200, and the vibration of a bogie is prevented from being transmitted to the built-in floor 700. The rail vehicle has all the advantages of the rail vehicle floor of the present embodiment since the rail vehicle floor of the above embodiment is mounted.

Finally, it should be noted that: the above embodiments are only for illustrating the technical solution of the present invention, and are not limiting; although the invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A rail vehicle floor, comprising:

a built-in floor board laid on the joist;

the limiting device is arranged on the side wall of the vehicle body and is opposite to the end part of the supporting beam, and a gap is formed between the end part of the supporting beam and the limiting device;

the limiting device comprises a limiting seat fixed on the side wall of the vehicle body and a pair of limiting plates arranged at the end part of the joist, wherein the limiting plates and the end part of the joist jointly enclose a limiting space of the limiting seat, and a gap is arranged between the limiting space and the limiting seat.

2. The rail vehicle floor of claim 1, wherein the suspension device comprises:

one end of the suspension piece is connected with one of the joist and the side wall of the car body;

3. The rail vehicle floor of claim 2, wherein the shock absorber comprises:

4. A rail vehicle floor as claimed in claim 3, wherein the damper further comprises:

a stopper connected to one end of the suspension member;

5. The rail vehicle floor of claim 2, wherein the suspension device further comprises:

6. The rail vehicle floor of claim 5, wherein the suspension member is a flexible member, and the length adjustment mechanism comprises a lock body, a joint, and a cable head;

7. The rail vehicle floor of claim 5, wherein the suspension member is a rigid member, and the length adjustment mechanism comprises an adjustment rod having external threads at both ends thereof;

8. The rail vehicle floor of claim 1, wherein the limiting plate bottom is provided with an anti-unhooking hook extending to the limiting seat bottom.

9. The railway vehicle floor as claimed in claim 1, wherein the joist upper surface is provided with a cushioning layer, and the built-in floor is mounted on the cushioning layer.

10. A rail vehicle comprising a vehicle body chassis and vehicle body side walls mounted on opposite sides of the vehicle body chassis, wherein a rail vehicle floor as claimed in any one of claims 1 to 9 is suspended between the vehicle body side walls on opposite sides, and a gap is provided between the rail vehicle floor and the vehicle body chassis.