WO2019119500A1 - 轨道列车及其车厢底板结构 - Google Patents

轨道列车及其车厢底板结构 Download PDF

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Publication number
WO2019119500A1
WO2019119500A1 PCT/CN2017/119334 CN2017119334W WO2019119500A1 WO 2019119500 A1 WO2019119500 A1 WO 2019119500A1 CN 2017119334 W CN2017119334 W CN 2017119334W WO 2019119500 A1 WO2019119500 A1 WO 2019119500A1
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Prior art keywords
floor structure
car
coupler
car floor
structure according
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PCT/CN2017/119334
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English (en)
French (fr)
Inventor
刘长青
王雁飞
Original Assignee
中车长春轨道客车股份有限公司
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Priority claimed from CN201721810175.4U external-priority patent/CN207758796U/zh
Priority claimed from CN201711396548.2A external-priority patent/CN109318923A/zh
Application filed by 中车长春轨道客车股份有限公司 filed Critical 中车长春轨道客车股份有限公司
Priority to EP17935073.1A priority Critical patent/EP3623247A4/en
Publication of WO2019119500A1 publication Critical patent/WO2019119500A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G7/00—Details or accessories
    • B61G7/10—Mounting of the couplings on the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F1/00—Underframes
    • B61F1/08—Details
    • B61F1/10—End constructions

Definitions

  • the present invention relates to the field of rail trains, and more particularly to a car floor structure of a rail train. Furthermore, the present invention relates to a rail train comprising the above-described compartment floor structure.
  • An EMU is a type of rail train that consists of at least two locomotives or powered cars and several unpowered cars.
  • the EMU originated from the locomotive reconnection, but it is different from the traditional reconnection.
  • Reconnection is generally used for freight trains. It mainly solves the problem of insufficient traction. It only increases the number of locomotives and does not change the nature of the trailers.
  • the EMU is almost exclusively used for passenger trains. It mainly solves the problem of insufficient acceleration and limited maximum speed.
  • the drive units can be placed inside the multi-section passenger compartments respectively, making these compartments a moving train, but the front end may become a control platform only. There is no driving trailer.
  • Each car in the pure motor train has power units.
  • the front and the car are mostly integrated or have no front, and the train is completely controlled by the railway system. It is mainly used for some urban rail transit trains, such as maglev trains, APM trains and ultra-high speeds. Test trains, etc.
  • the general EMU consists of two locomotives, several power cars and non-power cars. Some EMUs cancel the power unit on the front of the car and only retain the control equipment of the train.
  • the floor structure of the compartment includes a floor extending along the length of the compartment, side beams disposed on both sides of the floor, and end connecting frames are arranged at both ends of the compartment, and the end connecting frame directly connects the side beams to realize force transmission.
  • this type of connection is less stable and requires higher strength of each component, otherwise it is prone to breakage of the force point.
  • the object of the present invention is to provide a car floor structure of a rail train, changing the transmission mode of the force, avoiding breakage of the force point, and improving the strength, stability and safety of the equipment.
  • Another object of the present invention is to provide a rail train comprising the above-described compartment floor structure.
  • the present invention provides a car floor structure of a rail train, comprising a floor and side sills connected to both sides of the floor and extending along the length of the car, and further comprising: respectively disposed at both ends of the length direction of the car and installed
  • the two ends of the bottom surface of the floor are connected to the frame, and each of the end connecting frames is mounted with a buffer beam extending along the longitudinal direction of the vehicle, and the end of the buffer beam is connected to the inner side of the end connecting frame.
  • the top surface of the bumper beam is fixedly connected to the bottom surface of the floor.
  • the end of the bumper beam is connected to the end connection frame by a hook box, and the coupler box is provided with a coupler buffer device and an electrical component.
  • the bumper beam comprises a horizontally disposed connecting plate and a reinforcing plate vertically disposed on both sides of the connecting plate and protruding downward, the connecting plate and the reinforcing plate both extending along the length of the vehicle compartment.
  • an auxiliary plate is disposed between the reinforcing plates on both sides, the auxiliary plate is parallel to the connecting plate, and a space is disposed between the auxiliary plate and the connecting plate.
  • the connecting plate is sequentially provided with a plurality of process holes along the extending direction thereof.
  • a first beam for connecting the floor is disposed above the connection between the bumper beam and the coupler box, and a second beam is disposed below the connection between the bumper beam and the coupler box, A beam and the second beam are horizontally disposed and perpendicular to the bumper beam, and ends of the first beam and the second beam are connected by a hook beam, and the coupler is mounted to the coupler beam.
  • three of the buffer beams are disposed in sequence along the width direction of the vehicle compartment and are parallel to each other, and the length of the buffer beam located in the middle portion is smaller than the buffer beams located on both sides.
  • the end partition wall is located in the longitudinal direction Below the bumper beam, the coupler box is located between the end partition and the end connection frame.
  • the reinforcing plate is specifically a curved inclined panel capable of avoiding the end partition wall, and the side height of the buffer beam is gradually narrowed from the root to the end.
  • the present invention provides a rail train comprising a car body and a car floor structure disposed at a bottom of the car, the car floor structure being specifically the car floor structure of any of the above.
  • the invention provides a floor structure of a rail train of a rail train, comprising a floor and a side beam connected to both sides of the floor and extending along the length of the compartment, and further comprising two end portions respectively disposed at two ends of the length of the compartment and mounted on the bottom surface of the floor.
  • the connecting frame is provided with a buffer beam extending along the length of the car frame on the inner side of each end connecting frame. One end of the buffer beam is connected to the inner side of the frame, and the top surface of the buffer beam is fixedly connected to the bottom surface of the floor.
  • the force of the end connection frame is transmitted to the buffer beam, which is transmitted to the floor by the buffer beam, and finally transmitted to the side beam, changing the force transmission mode of the original structure, and transmitting the force of the end connection frame to the side beam through multiple transmissions. Avoid stress breaks and improve equipment strength, stability and safety.
  • the present invention also provides a rail train comprising the above-mentioned compartment floor structure. Since the above-mentioned compartment floor structure has the above technical effects, the above-mentioned rail train should also have the same technical effect, and will not be described in detail herein.
  • FIG. 1 is a structural view of a bottom surface of a passenger compartment in a specific embodiment of a vehicle floor structure according to the present invention
  • FIG. 2 is a structural view of a bottom surface of a buffer beam in a specific embodiment of a car floor structure according to the present invention
  • FIG 3 is a structural view of a top surface of a bumper beam in a specific embodiment of a car floor structure according to the present invention.
  • the core of the invention is to provide a car floor structure of a rail train, changing the transmission mode of the force, avoiding breakage of the force point, and improving the strength, stability and safety of the equipment.
  • Another core of the present invention is to provide a rail train comprising the above-described compartment floor structure.
  • FIG. 1 is a structural view of a bottom surface of a passenger compartment according to a specific embodiment of a vehicle floor structure according to the present invention
  • FIG. 2 is a specific embodiment of a vehicle floor structure provided by the present invention
  • FIG. 3 is a structural view of a top surface of a buffer beam in a specific embodiment of a car floor structure provided by the present invention.
  • a car floor structure of a rail train includes a floor 1 and side sills 2 connected to both sides of the floor 1 and extending along the length of the compartment, and further comprising two ends disposed at the longitudinal direction of the compartment and mounted on The two ends of the bottom surface of the floor 1 are connected to the frame 3, that is, the overall structure of the floor 1 extends along the length of the compartment, and the end of the floor 1 is provided with end connection frames 3 at both ends in the longitudinal direction of the compartment, and two opposite end joint frames
  • a side beam 2 is disposed between the two, and the direction of extension of the two side beams 2 is parallel to the longitudinal direction of the compartment, and is respectively located on both sides of the floor panel 1.
  • Each end of the end connecting frame 3, that is, the opposite side of the two end connecting frames 3 is mounted with a buffer beam 4 extending along the length of the car, and one end of the bumper beam 4 is connected to the inner side of the frame 3, the buffer beam
  • the top surface of 4 is fixedly connected to the bottom surface of the floor 1.
  • each component is defined according to the up and down orientation of the rail train during normal operation.
  • the longitudinal direction of the car can be defined as the front-rear direction.
  • the running direction of the rail train is the front, and the direction of the forward back is the rear; the direction perpendicular to the track surface is the up-and-down direction, pointing vertically to the direction of the track surface.
  • the direction away from the track surface is upper; the plane parallel to the track surface is a horizontal plane, and in the horizontal plane, there are a front-rear direction and a left-right direction perpendicular to the front-rear direction.
  • the left-right direction is the lateral or compartment width direction described herein
  • the front-rear direction is the longitudinal or compartment length direction described herein
  • the up-and-down direction is the height direction of this document.
  • the two end connecting frames 3 attached to the bottom surface of the floor 1 mean that an end connecting frame 3 is attached to the front and rear ends of the bottom surface of the floor 1, and each end connecting frame 3 is substantially Extending downward, the end connecting frame 3 may have its upper end connected to the front end or the rear end of the floor panel 1 and extending downward from the bottom surface of the floor panel 1.
  • the car floor structure provided by the embodiment of the present invention, it is also required to provide a coupler box 5, and the end of the bumper beam 4 is connected to the end connecting frame 3 through the hook box 5, and the cavity in the hook box 5 is used for installing the coupler.
  • a coupler cushioning device and electrical components are provided.
  • the end connection frame 3 is not directly connected to the side beam 2, and the force of the end connection frame 3 is transmitted to the buffer beam 4 through the hook box 5, and then transmitted to the floor 1 by the buffer beam 4, and finally transmitted to the side beam 2, and the original is changed.
  • the force transmission mode of the structure transmits the force of the end connecting frame 3 to the side beam 2 by multiple transmissions, thereby avoiding breakage of the force point and improving equipment strength, stability and safety.
  • the bumper beam 4 includes a horizontally disposed connecting plate and a reinforcing plate 41 vertically disposed on both sides of the connecting plate and projecting downward, and the connecting plate and the reinforcing plate 41 each extend in the longitudinal direction of the vehicle.
  • the top surface of the connecting plate is fixedly connected to the bottom surface of the floor panel 1 and is a main force transmission structure, and through the reinforcing plates 41 disposed on both sides, the buffer beam 4 of the slot structure is formed to improve the strength of the device.
  • An auxiliary plate 42 may also be disposed between the reinforcing plates 41 on both sides.
  • the auxiliary plate 42 is parallel to the connecting plate, and a space is provided between the auxiliary plate 42 and the connecting plate to further improve the strength, and may also be along the connecting plate.
  • a plurality of process holes are sequentially disposed in the extending direction. The position and structure of each component can be adjusted as appropriate, and are all within the scope of the present invention.
  • the plurality described herein refers to at least two.
  • the plurality of process holes are sequentially disposed along the extending direction of the connecting plate.
  • the plurality of process holes are spaced apart from each other in the extending direction of the connecting plate, and the plurality of process holes may not be on the same straight line as long as the extending direction of the connecting plate is substantially You can distribute them one by one.
  • a first beam 51 for connecting the floor 1 is disposed above the connection between the bumper beam 4 and the coupler box 5, and a connection is provided below the joint of the bumper beam 4 and the coupler box 5
  • the second beam 52, the first beam 51 and the second beam 52 are horizontally disposed and perpendicular to the bumper beam 4.
  • the ends of the first beam 51 and the second beam 52 are connected by the coupler beam 53, and the coupler is mounted to the coupler beam 53, through the above
  • the structure guarantees equipment strength and stable connection.
  • the traction and braking force between the vehicles is transmitted to the coupler beam 53 through the coupler, and the coupler beam 53 transmits the force to the bumper beam 4 and the first beam 51 and the second beam 52, and the bumper beam 4 transmits the force to the floor 1, and the floor 1 will The force is transmitted to the side beam 2.
  • the first beam 51 and the second beam 52 also transmit the force to the floor 1 and then to the side beam 2.
  • the number of the buffer beams can be adjusted according to the situation, for example, three buffer beams 4 are sequentially disposed along the width direction of the carriage, and the three buffer beams 4 are parallel to each other, and the length of the buffer beam 4 located at the center is smaller than the buffer beams 4 located on both sides.
  • the two end partition walls 6 respectively disposed at the two ends of the compartment are respectively connected, and the two ends of the end partition wall 6 are respectively connected to the side beams 2 on both sides.
  • the end partition wall 6 is located below the buffer beam 4.
  • the coupler box 5 is located between the end partition wall 6 and the end connecting frame 3 to realize air guiding and forming a relatively closed space. For placing other devices.
  • the reinforcing plate 41 is an arc-shaped inclined panel capable of avoiding the end partition wall 6, and the side height of the bumper beam 4 is gradually narrowed from the root portion toward the end portion to avoid the end partition wall 6, and has a compact structure.
  • the curved inclined panel means that the reinforcing plate 41 is inclined downward from the inside and the outside, and the inclined surface is an arc surface, that is, inclined downward from the inside to the outside with an arc curve so as to form a avoidance on the inner side of the reinforcing plate 41.
  • the space is for escaping the end partition wall 6, so that the end partition wall 6 can be located below the reinforcing plate 41 and mounted to the inner side of the reinforcing plate 41.
  • the root of the bumper beam 4 refers to the portion that is connected to the end connecting frame 3, that is, the end of the bumper beam 4, and the end refers to the other end opposite to the end.
  • the embodiment of the present invention further provides a rail train including the above-mentioned car floor structure.
  • a rail train including the above-mentioned car floor structure.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Body Structure For Vehicles (AREA)
  • Vibration Dampers (AREA)

Abstract

一种轨道列车的车厢底板结构和具有该车厢底板结构的轨道列车，该车厢底板结构包括地板（1）和连接于所述地板（1）两侧并沿车厢长度方向延伸的边梁（2），还包括分别设置于车厢长度方向两端并安装于所述地板（1）底面的两个端部连接构架（3），每个所述端部连接构架（3）内侧均安装有沿车厢长度方向延伸的缓冲梁（4），所述缓冲梁（4）的端部连接所述端部连接构架（3）的内侧，所述缓冲梁（4）的顶面固定连接所述地板（1）底面。该车厢底板结构中的端部连接构架（3）的力传递至车钩梁（53），再由车钩梁（53）传递至缓冲梁（4），再由缓冲梁（4）传递至地板（1），最终传递至边梁（2），改变原有结构的传力方式，通过多次传递将端部连接构架（3）的力传递至边梁（2），避免受力点断裂，提高设备强度、稳定性和安全性。

Description

轨道列车及其车厢底板结构
本申请要求于2017年12月21日提交中国专利局、申请号为CN201711396548.2以及CN201721810175.4、发明名称为“轨道列车及其车厢底板结构”的中国专利申请的优先权，两者的全部内容通过引用结合在本申请中。
技术领域
本发明涉及轨道列车领域，特别是涉及一种轨道列车的车厢底板结构。此外，本发明还涉及一种包括上述车厢底板结构的轨道列车。
背景技术
动车组是轨道列车的一种类型，是由至少两节机车或带动力的车厢和若干节不带动力的车厢所组成的列车。动车组起源于机车重联，但与传统重联有所不同。重联一般用于货运列车，主要是解决牵引力不足问题，仅仅是增加机车数量，没有改变车厢车皮的拖车性质。动车组几乎只用于客运列车，主要是解决加速度不足和最高速度受限的问题，驱动装置可以分别安放在多节载客车厢内部，使这些车厢成为动车，而车头却可能成为只有操纵平台但没有驱动力的拖车。
纯动车组中每一节车厢都有动力装置，车头和车厢大多融为一体或没有车头、列车完全由铁路系统控制；主要用于部分城市轨道交通列车，如磁悬浮列车、APM列车和超高速度试验列车等。一般动车组由两节机车、若干节动力车厢和非动力车厢共同组成，也有一些动车组取消了车头上的动力装置，仅保留列车的操控设备。
车厢底板结构包括沿车厢长度方向延伸的底板，设置于底板两侧的边梁，且车厢两端设置有端部连接构架，端部连接构架直接连接边梁，实现力的传递。但是这种连接方式稳定性较差，需要各部件具有更高的强度，否则容易出现受力点断裂的情况。
因此，如何提供一种安全稳定的车厢底板结构是本领域技术人员目前需要解决的技术问题。
发明内容
本发明的目的是提供一种轨道列车的车厢底板结构，改变力的传递方式，避免受力点断裂，提高设备强度、稳定性和安全性。本发明的另一目的是提供一种包括上述车厢底板结构的轨道列车。
为解决上述技术问题，本发明提供一种轨道列车的车厢底板结构，包括地板和连接于所述地板两侧并沿车厢长度方向延伸的边梁，还包括分别设置于车厢长度方向两端并安装于所述地板底面的两个端部连接构架，每个所述端部连接构架内侧均安装有沿车厢长度方向延伸的缓冲梁，所述缓冲梁的端部连接所述端部连接构架的内侧，所述缓冲梁的顶面固定连接所述地板底面。
优选地，所述缓冲梁的端部通过车钩箱连接所述端部连接构架，所述车钩箱内设置有车钩缓冲装置和电气元件。
优选地，所述缓冲梁包括水平设置的连接板和竖直设置于所述连接板两侧并向下凸出的加强板，所述连接板和所述加强板均沿车厢长度方向延伸。
优选地，两侧的所述加强板之间设置有辅助板，所述辅助板平行于所述连接板，且所述辅助板和所述连接板之间设置有间隔。
优选地，所述连接板上沿其延伸方向依次设置有多个工艺孔。
优选地，所述缓冲梁和所述车钩箱的连接处上方设置有用于连接所述地板的第一横梁，所述缓冲梁和所述车钩箱的连接处下方设置有第二横梁，所述第一横梁和所述第二横梁水平设置并垂直于所述缓冲梁，所述第一横梁和所述第二横梁的端部通过车钩梁连接，且所述车钩安装于所述车钩梁。
优选地，包括沿车厢宽度方向依次设置并相互平行的三个所述缓冲梁，且位于中部的所述缓冲梁的长度小于位于两侧的所述缓冲梁。
优选地，还包括分别设置于车厢两端的两个端部隔墙，所述端部隔墙的两端分别连接两侧的所述边梁，在纵向方向上，所述端部隔墙位于所述缓冲梁下方，所述车钩箱位于所述端部隔墙和所述端部连接构架之间。
优选地，所述加强板具体为能够避让所述端部隔墙的弧形斜面板，所述缓冲梁的侧面高度从根部向末端逐渐变窄。
本发明提供一种轨道列车，包括车厢和设置于所述车厢底部的车厢底板结构，所述车厢底板结构具体为上述任意一项所述的车厢底板结构。
本发明提供一种轨道列车的车厢底板结构，包括地板和连接于地板两侧并沿车厢长度方向延伸的边梁，还包括分别设置于车厢长度方向两端并安装于地板底面的两个端部连接构架，每个端部连接构架内侧均安装有沿车厢长度方向延伸的缓冲梁，缓冲梁的一端连接端部连接构架的内侧，缓冲梁的顶面固定连接地板底面。端部连接构架的力传递至缓冲梁，再由缓冲梁传递至地板，最终传递至边梁，改变原有结构的传力方式，通过多次传递将端部连接构架的力传递至边梁，避免受力点断裂，提高设备强度、稳定性和安全性。
本发明还提供一种包括上述车厢底板结构的轨道列车，由于上述车厢底板结构具有上述技术效果，上述轨道列车也应具有同样的技术效果，在此不再详细介绍。
附图说明
图1为本发明所提供的车厢底板结构的一种具体实施方式中车厢底面的结构图；
图2为本发明所提供的车厢底板结构的一种具体实施方式中缓冲梁底面的结构图；
图3为本发明所提供的车厢底板结构的一种具体实施方式中缓冲梁顶面的结构图。
具体实施方式
本发明的核心是提供一种轨道列车的车厢底板结构，改变力的传递方式，避免受力点断裂，提高设备强度、稳定性和安全性。本发明的另一核心是提供一种包括上述车厢底板结构的轨道列车。
为了使本技术领域的人员更好地理解本发明方案，下面结合附图和具体实施方式对本发明作进一步的详细说明。
请参考图1至图3，图1为本发明所提供的车厢底板结构的一种具体实施方式中车厢底面的结构图；图2为本发明所提供的车厢底板结构的一种具体实施方式中缓冲梁底面的结构图；图3为本发明所提供的车厢底板 结构的一种具体实施方式中缓冲梁顶面的结构图。
本发明具体实施方式提供的一种轨道列车的车厢底板结构，包括地板1和连接于地板1两侧并沿车厢长度方向延伸的边梁2，还包括分别设置于车厢长度方向两端并安装于地板1底面的两个端部连接构架3，即地板1的整体结构沿车厢长度方向延伸，且地板1沿车厢长度方向的两端设置有端部连接构架3，两个相对的端部连接构架3之间设置有边梁2，两个边梁2的延伸方向均平行于车厢长度方向，并分别位于地板1的两侧。
每个端部连接构架3内侧，即两个端部连接构架3相对的一侧均安装有沿车厢长度方向延伸的缓冲梁4，缓冲梁4的一端连接端部连接构架3的内侧，缓冲梁4的顶面固定连接地板1底面。
其中各部件的顶面和底面根据轨道列车正常运行时的上下方位定义。为便于说明，可以定义车厢长度方向为前后方向，轨道列车正常运行时的运行方向为前，与前向背的方向为后；以垂直于轨道面的方向为上下方向，垂直地指向轨道面的方向为下，背离轨道面的方向为上；以平行于轨道面的平面为水平面，在水平面内，具有前后方向和与前后方向相垂直的左右方向。左右方向即为本文所述的横向或车厢宽度方向，前后方向即为本文所述的纵向或车厢长度方向，上下方向即为本文的高度方向。
如图1所示，安装于地板1底面的两个端部连接构架3是指，在地板1的底面的前后两端均安装有一个端部连接构架3，各端部连接构架3大致由上至下延伸，端部连接构架3可以其上端与地板1的前端或后端连接，并由地板1的底面向下延伸。
在本发明具体实施方式提供的车厢底板结构中，还需要设置车钩箱5，缓冲梁4的端部通过车钩箱5连接端部连接构架3，车钩箱5内的空腔用来安装车钩，还设置有车钩缓冲装置和电气元件。端部连接构架3不直接与边梁2连接，端部连接构架3的力通过车钩箱5传递至缓冲梁4，再由缓冲梁4传递至地板1，最终传递至边梁2，改变原有结构的传力方式，通过多次传递将端部连接构架3的力传递至边梁2，避免受力点断裂，提高设备强度、稳定性和安全性。
为了提高强度，缓冲梁4包括水平设置的连接板和竖直设置于连接板 两侧并向下凸出的加强板41，连接板和加强板41均沿车厢长度方向延伸。其中连接板的顶面固定连接地板1的底面，为主要传力结构，并通过设置于两侧的加强板41，形成了槽型结构的缓冲梁4，提高设备强度。还可在两侧的加强板41之间设置有辅助板42，辅助板42平行于连接板，且辅助板42和连接板之间设置有间隔，进一步提高强度，还可在连接板上沿其延伸方向依次设置有多个工艺孔。可以根据情况调整各部件的位置与结构，均在本发明的保护范围之内。
本文所述的多个是指至少两个。在连接板上沿其延伸方向依次设置有多个工艺孔是指，多个工艺孔在连接板的延伸方向间隔设置，多个工艺孔可以不处于同一直线上，只要大致在连接板的延伸方向依次分布即可。
在本发明具体实施方式提供的车厢底板结构中，缓冲梁4和车钩箱5的连接处上方设置有用于连接地板1的第一横梁51，缓冲梁4和车钩箱5的连接处下方设置有第二横梁52，第一横梁51和第二横梁52水平设置并垂直于缓冲梁4，第一横梁51和第二横梁52的端部通过车钩梁53连接，且车钩安装于车钩梁53，通过上述结构保证设备强度和稳定连接。车辆之间的牵引和制动力通过车钩传递到车钩梁53，车钩梁53将力传递到缓冲梁4和第一横梁51、第二横梁52，缓冲梁4将力传递至地板1，地板1将力传递到边梁2。同时第一横梁51，第二横梁52也将力传递至地板1然后再传递至边梁2。
可以根据情况调整缓冲梁的数量，如沿车厢宽度方向依次设置三个缓冲梁4，且三个缓冲梁4相互平行，且位于中部的缓冲梁4的长度小于位于两侧的缓冲梁4。
在上述各具体实施方式提供的车厢底板结构的基础上，还包括分别设置于车厢两端的两个端部隔墙6，端部隔墙6的两端分别连接两侧的边梁2，在上下方向上，端部隔墙6位于缓冲梁4下方，在纵向方向上，车钩箱5位于端部隔墙6和端部连接构架3之间，实现空气导流，并形成了一个较为封闭的空间，用于放置其他设备。
具体地，加强板41为能够避让端部隔墙6的弧形斜面板，缓冲梁4的侧面高度从根部向末端逐渐变窄，以避让端部隔墙6，紧凑结构。
所述弧形斜面板是指，加强板41由内而外向下倾斜设置，且倾斜的面为弧形面，即以弧形曲线由内而外向下倾斜，以便在加强板41的内侧形成避让空间，用于避让端部隔墙6，使得端部隔墙6能够位于加强板41的下方并安装于加强板41的内侧。
缓冲梁4的根部是指与端部连接构架3相连接的部分，即缓冲梁4的端部，末端是指与该端部相对的另一端。
除了上述车厢底板结构，本发明的具体实施方式还提供一种包括上述车厢底板结构的轨道列车，该轨道列车其他各部分的结构请参考现有技术，本文不再赘述。
以上对本发明所提供的轨道列车及其车厢底板结构进行了详细介绍。本文中应用了具体个例对本发明的原理及实施方式进行了阐述，以上实施例的说明只是用于帮助理解本发明的方法及其核心思想。应当指出，对于本技术领域的普通技术人员来说，在不脱离本发明原理的前提下，还可以对本发明进行若干改进和修饰，这些改进和修饰也落入本发明权利要求的保护范围内。

Claims (10)

  1. 一种轨道列车的车厢底板结构，包括地板(1)和连接于所述地板(1)两侧并沿车厢长度方向延伸的边梁(2)，还包括分别设置于车厢长度方向两端并安装于所述地板(1)底面的两个端部连接构架(3)，其特征在于，每个所述端部连接构架(3)内侧均安装有沿车厢长度方向延伸的缓冲梁(4)，所述缓冲梁(4)的端部连接所述端部连接构架(3)的内侧，所述缓冲梁(4)的顶面固定连接所述地板(1)底面。
  2. 根据权利要求1所述的车厢底板结构，其特征在于，所述缓冲梁(4)的端部通过车钩箱(5)连接所述端部连接构架(3)，所述车钩箱(5)内设置有车钩缓冲装置和电气元件。
  3. 根据权利要求2所述的车厢底板结构，其特征在于，所述缓冲梁(4)包括水平设置的连接板和竖直设置于所述连接板两侧并向下凸出的加强板(41)，所述连接板和所述加强板(41)均沿车厢长度方向延伸。
  4. 根据权利要求3所述的车厢底板结构，其特征在于，两侧的所述加强板(41)之间设置有辅助板(42)，所述辅助板(42)平行于所述连接板，且所述辅助板(42)和所述连接板之间设置有间隔。
  5. 根据权利要求4所述的车厢底板结构，其特征在于，所述连接板上沿其延伸方向依次设置有多个工艺孔。
  6. 根据权利要求3所述的车厢底板结构，其特征在于，所述缓冲梁(4)和所述车钩箱(5)的连接处上方设置有用于连接所述地板(1)的第一横梁(51)，所述缓冲梁(4)和所述车钩箱(5)的连接处下方设置有第二横梁(52)，所述第一横梁(51)和所述第二横梁(52)水平设置并垂直于所述缓冲梁(4)，所述第一横梁(51)和所述第二横梁(52)的端部通过车钩梁(53)连接，且车钩安装于所述车钩梁(53)。
  7. 根据权利要求3所述的车厢底板结构，其特征在于，包括沿车厢宽度方向依次设置并相互平行的三个所述缓冲梁(4)，且位于中部的所述缓冲梁(4)的长度小于位于两侧的所述缓冲梁(4)。
  8. 根据权利要求3至7任意一项所述的车厢底板结构，其特征在于，还包括分别设置于车厢两端的两个端部隔墙(6)，所述端部隔墙(6)的两 端分别连接两侧的所述边梁(2)，在上下方向上，所述端部隔墙(6)位于所述缓冲梁(4)下方，在纵向方向上，所述车钩箱(5)位于所述端部隔墙(6)和所述端部连接构架(3)之间。
  9. 根据权利要求8所述的车厢底板结构，其特征在于，所述加强板(41)具体为能够避让所述端部隔墙(6)的弧形斜面板，所述缓冲梁(4)的侧面高度从根部向末端逐渐变窄。
  10. 一种轨道列车，包括车厢和设置于所述车厢底部的车厢底板结构，其特征在于，所述车厢底板结构具体为权利要求1至9任意一项所述的车厢底板结构。
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