A bogie and an end frame of a rail vehicle

Abstract

The application discloses a bottom frame of a rail vehicle and an end frame of the rail vehicle, wherein the end frame comprises a coupler seat, a traction beam group installed on the coupler seat, the traction beam group comprising a first traction beam, a second traction beam and two third traction beams, the first traction beam and the second traction beam being respectively located on longitudinal two sides of the coupler seat, and the two third traction beams being respectively located on transverse two sides of the coupler seat; a buffer beam, one end of the first traction beam away from the coupler seat in the longitudinal direction being connected with the buffer beam; two side beams, the two side beams being spaced apart along the transverse direction, transverse two ends of the buffer beam being respectively connected with the two side beams, and one end of the third traction beam away from the coupler seat in the transverse direction being connected with the corresponding side beam; and a bolster, transverse two ends of the bolster being respectively connected with the two side beams, and one end of the second traction beam away from the coupler seat in the longitudinal direction being connected with the bolster.

Description

Technical Field

[0001] This invention relates to the field of rail vehicle technology, and more specifically to a rail vehicle underframe and a rail vehicle endframe. Background Technology

[0002] With social development and technological progress, the demand for lightweight design of rail vehicles has become increasingly prominent, and has become a key technical topic of concern for those skilled in the art.

[0003] The car body is the main load-bearing structure of a rail vehicle and one of the components with the largest mass, making it even more urgent to improve its lightweight performance. The car body includes the underframe, which includes the end frames. The end frames are the core force-transmitting components for loads such as coupler compression, vertical load, and bogie impact. Generally speaking, in order to ensure the structural rigidity of the end frames, it is necessary to increase the structural cross-section and increase the wall thickness of the profiles, but this is obviously not conducive to structural lightweighting.

[0004] Therefore, how to provide a solution to facilitate the lightweight design of the end frame remains a technical problem that needs to be solved by those skilled in the art. Summary of the Invention

[0005] The purpose of this invention is to provide a chassis and an end frame for a rail vehicle, wherein the load transfer path of the end frame is improved, it can have higher structural rigidity, and it can appropriately reduce the cross-sectional dimensions and wall thickness of the beam to achieve lightweighting.

[0006] To solve the above-mentioned technical problems, the present invention provides an end frame for a rail vehicle, comprising: a coupler seat; a traction beam assembly installed on the coupler seat, including a first traction beam, a second traction beam, and two third traction beams, wherein the first traction beam and the second traction beam are respectively located on the longitudinal sides of the coupler seat, and the two third traction beams are respectively located on the transverse sides of the coupler seat; a buffer beam, wherein the end of the first traction beam furthest from the coupler seat in the longitudinal direction is connected to the buffer beam; two side beams, wherein the two side beams are spaced apart in the transverse direction, and the two ends of the buffer beam are respectively connected to the two side beams in the transverse direction, and the end of the third traction beam furthest from the coupler seat in the transverse direction is connected to the corresponding side beam; and a sleeper beam, wherein the two ends of the sleeper beam are respectively connected to the two side beams in the transverse direction, and the end of the second traction beam furthest from the coupler seat in the longitudinal direction is connected to the sleeper beam.

[0007] With this design, the traction beam assembly presents a "tree-like" structural layout, effectively connecting the coupler seat, buffer beam, two side beams, and bolster beam into a single closed frame. Furthermore, this single closed frame includes multiple partial closed frames. Thus, the end frame can form a multi-layered closed frame of "overall + partial". This not only significantly improves the structural stiffness of the end frame but also optimizes the load transmission path of the coupler seat, fully utilizing the stiffness contribution of the traction beam assembly, buffer beam, side beams, and bolster beam. In addition, the overall effect of the frame can significantly improve the overall load-bearing stress value and stress distribution gradient of the end frame, thereby reducing the possibility of bending or other deformations of the coupler seat under load.

[0008] Unlike existing technologies, the end frame provided by this invention improves the structural stiffness of the end frame by improving the load transmission path. In this way, the structural cross-sectional dimensions and profile wall thickness of each beam in the end frame can be appropriately reduced, which provides a basis for the lightweight design of rail vehicles and can overcome the contradiction between structural stiffness and product lightweighting to a certain extent.

[0009] Optionally, the coupler seat includes a first top plate, a first bottom plate, and a first plate and a second plate spaced apart in the longitudinal direction. The first plate and the second plate are both connected to the first top plate and to the first bottom plate. The first plate and the second plate are both provided with mounting holes.

[0010] Optionally, the coupler seat further includes a reinforcing structure that connects the first plate and the second plate, and the reinforcing structure also connects the first top plate and the first bottom plate.

[0011] Optionally, the reinforcing structure has a triangular cavity.

[0012] Optionally, the reinforcing structure is provided with connecting ribs, which are connected to the traction beam assembly.

[0013] Optionally, the bolster beam includes multiple sub-beams, which are arranged and connected sequentially in the transverse direction.

[0014] Optionally, the bolster beam includes a second top plate, a second bottom plate, and a reinforcing plate, wherein the reinforcing plate connects the second top plate and the second bottom plate.

[0015] Optionally, it also includes a connecting beam and a crossbeam, the crossbeam being located on the side of the bolster beam away from the buffer beam, the crossbeam connecting the two side beams, and the connecting beam connecting the bolster beam and the crossbeam.

[0016] Optionally, the second traction beam includes a first beam, a second beam, and a third beam, wherein the first beam and the second beam are arranged opposite each other in the transverse direction, and the third beam connects the first beam and the second beam; and in the direction near the bolster beam, at least a portion of the height of the second traction beam is tapered.

[0017] Optionally, the first beam and the second beam are both I-beams, and the third beam is a slab beam.

[0018] Optionally, the third traction beam includes a first beam segment and a second beam segment arranged at an angle, the first beam segment being connected to the coupler seat and the second beam segment being connected to the side beam; in the transverse direction, along the direction away from the coupler seat, the first beam segment is inclined toward the bolster beam.

[0019] Optionally, the extension direction of the first beam segment forms an angle of 55-70 degrees with the longitudinal direction, and the extension direction of the second beam segment forms an angle of 75-90 degrees with the longitudinal direction.

[0020] The present invention also provides a chassis for a rail vehicle, including the end frame of the rail vehicle described above.

[0021] Since the end frame of the aforementioned rail vehicle already possesses the above-mentioned technical effects, the underframe of the rail vehicle with the end frame should also possess similar technical effects, so it will not be elaborated here. Attached Figure Description

[0022] Figure 1 A connection structure diagram of a specific embodiment of the end frame of the rail vehicle provided by the present invention;

[0023] Figure 2 This is a diagram showing the connection structure between the coupler seat and the traction beam assembly.

[0024] Figure 3 This is a diagram showing the connection structure of the second traction beam, the third traction beam, and the side beam.

[0025] Figure 4 This is a schematic diagram of the coupler seat structure;

[0026] Figure 5 for Figure 4 A schematic diagram of the structure after removing the first top plate;

[0027] Figure 6 This is a schematic diagram of the sleeper beam structure;

[0028] Figure 7 This is a structural diagram showing the connections between the floor, edge beams, and connecting beams.

[0029] The annotations in the attached figures are explained as follows:

[0030] 1. Coupler seat, 11. First top plate, 12. First bottom plate, 13. First plate body, 131. First mounting hole,

[0031] 14 Second plate, 141 Second mounting hole, 15 Reinforcing structure, 151 First connecting rib, 152 Second connecting rib, 153 Third connecting rib;

[0032] 2 traction beam group, 21 first traction beam, 22 second traction beam, 221 first beam body, 222 second beam body, 223 third beam body, 23 third traction beam, 231 first beam segment, 232 second beam segment;

[0033] 3 buffer beams;

[0034] 4 side beams;

[0035] 5. Pillar beam, 5a. Sub-beam, 51. Second top plate, 52. Second bottom plate, 53. Reinforcing plate;

[0036] 6 connecting beams;

[0037] 7 floors;

[0038] 8 crossbeams. Detailed Implementation

[0039] To enable those skilled in the art to better understand the technical solutions of the present invention, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0040] In embodiments of the present invention, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined with "first," "second," and "third" may explicitly or implicitly include one or more of that feature.

[0041] In the description of the embodiments of the present invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation", "connection" and "linking" should be interpreted broadly. For example, "linking" can be a detachable connection or a non-detachable connection; it can be a direct connection or an indirect connection through an intermediate medium.

[0042] In the description of the embodiments of the present invention, "longitudinal" refers to the front-to-back direction of the rail vehicle, which is also the running direction or length direction of the rail vehicle; "lateral" refers to the left-to-right direction of the rail vehicle, which is also the width direction of the rail vehicle; "vertical" refers to the up-and-down direction of the rail vehicle, which is also the height direction of the rail vehicle. Correspondingly, for a component, its vertical dimension can be referred to as the height of the component.

[0043] In the description of the embodiments of the present invention, unless otherwise stated in the present invention, "a plurality of" as used in the present invention refers to two or more.

[0044] In the description of embodiments of the present invention, the terms "comprising," "including," or any other variations thereof are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0045] In this embodiment of the invention, "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent three cases: A existing alone, A and B existing simultaneously, and B existing alone. Additionally, the character " / " in this document generally indicates that the preceding and following related objects have an "or" relationship.

[0046] Please refer to Figures 1-7 , Figure 1 This is a connection structure diagram of a specific embodiment of the end frame of the rail vehicle provided by the present invention. Figure 2 This is a connection structure diagram of the coupler seat and the traction beam assembly. Figure 4 This is a schematic diagram of the coupler seat. Figure 5 for Figure 4 A structural diagram after removing the first top plate. Figure 6 This is a schematic diagram of the sleeper beam structure. Figure 7 This is a structural diagram showing the connections between the floor, edge beams, and connecting beams.

[0047] like Figure 1 and Figure 2 As shown, the present invention provides an end frame for a rail vehicle, which is part of the underframe of the rail vehicle and includes a coupler seat 1, a traction beam assembly 2, a buffer beam 3, two side beams 4, and a sleeper beam 5.

[0048] The coupler seat 1 specifically refers to the coupler mounting seat, which is used to install the coupler. The coupler seat 1 is one of the main load-bearing components of the end frame.

[0049] The traction beam assembly 2 includes a first traction beam 21, a second traction beam 22, and two third traction beams 23. The first traction beam 21 and the second traction beam 22 are located on the longitudinal sides of the coupler seat 1, and the two third traction beams 23 are located on the transverse sides of the coupler seat 1. Furthermore, the first traction beam 21, the second traction beam 22, and the two third traction beams 23 are all connected to the coupler seat 1 to establish a structural connection between the traction beam assembly 2 and the coupler seat 1.

[0050] The buffer beam 3 is actually the end beam of the underframe, and the end of the first traction beam 21 that is longitudinally away from the coupler seat 1 is connected to the buffer beam 3.

[0051] The two side beams 4 are actually the side beams of the underframe. The two side beams 4 are spaced apart in the transverse direction. The two ends of the buffer beam 3 are connected to the two side beams 4 in the transverse direction to form the basic frame of the end frame. In the transverse direction, the third traction beam 23 located on the same side of the coupler seat 1 can be connected to the side beams 4 to connect the coupler seat 1 and the side beams 4 through the third traction beam 23.

[0052] The two transverse ends of the bolster beam 5 are connected to the two side beams 4 respectively, and the end of the second traction beam 22 that is away from the coupler seat 1 in the longitudinal direction is connected to the bolster beam 5 so as to connect the coupler seat 1 and the bolster beam 5 through the second traction beam 22.

[0053] In this embodiment of the invention, the traction beam group 2 presents a "tree-like" structural layout, effectively connecting the coupler seat 1, buffer beam 3, two side beams 4, and bolster beam 5 into a single closed frame. This single closed frame further includes multiple partial closed frames, such as the partial closed frame formed by the second traction beam 22, the third traction beam 23, the side beams 4, and the bolster beam 5. Thus, the end frame provided by this invention can form multiple closed frames of "overall + partial," which not only significantly improves the structural stiffness of the end frame but also optimizes the load transmission path of the coupler seat 1, fully utilizing the stiffness contributions of the traction beam group 2, buffer beam 3, side beams 4, and bolster beam 5. Combined with the overall effect of the frame, this significantly improves the overall load-bearing stress value and stress distribution gradient of the end frame, thereby reducing the possibility of bending or other deformation of the coupler seat 1 under load.

[0054] Unlike existing technologies, this invention improves the structural stiffness of the end frame by improving the load transfer path. As a result, the structural cross-sectional dimensions and profile wall thickness of each beam in the end frame can be appropriately reduced, which provides a basis for the lightweight design of rail vehicles and can overcome the contradiction between structural stiffness and product lightweighting to a certain extent.

[0055] Here, the embodiments of the present invention do not limit the specific structural forms of the first traction beam 21, the second traction beam 22, and the third traction beam 23. In practical applications, those skilled in the art can design them according to specific needs, as long as they can meet the requirements of use. For ease of understanding, the following embodiments of the present invention will briefly describe a specific structural form of the second traction beam 22 and the third traction beam 23 in conjunction with the accompanying drawings.

[0056] like Figure 2As shown, the second traction beam 22 may include a first beam 221, a second beam 222, and a third beam 223. The first beam 221 and the second beam 222 may be arranged opposite each other in the transverse direction, and the third beam 223 may connect the first beam 221 and the second beam 222 to strengthen the structural connection between them, thereby improving the overall structural stiffness of the second traction beam 22.

[0057] In the longitudinal direction, at least a portion of the height of the second traction beam 22 can be gradually reduced along the direction close to the bolster beam 5. This allows for adaptation to dimensional changes between the coupler seat 1 and the bolster beam 5, and also avoids the installation of other components; at the same time, it can save material consumption to achieve lightweight end frame; furthermore, this gradual dimensional design can mitigate stress and help optimize stress transmission between the coupler seat 1 and the bolster beam 5.

[0058] In practical applications, both the first beam 221 and the second beam 222 can be I-beams, including an upper plate, a lower plate, and a vertical plate. The I-beam form effectively simplifies the beam structure. The third beam 223 can be a plate beam, used to connect the lower plates of the first beam 221 and the second beam 222, combined with... Figure 2 The third beam 223 can also be provided with weight reduction holes 223a to reduce the weight of the third beam 223, which is conducive to achieving lightweighting.

[0059] The third traction beam 23 may include a first beam segment 231 and a second beam segment 232 arranged at an angle, wherein the first beam segment 231 may be connected to the coupler seat 1 and the second beam segment 232 may be connected to the side beam 4.

[0060] Laterally, in the direction away from the coupler seat 1, the first beam segment 231 can be inclined toward the bolster beam 5. This is more conducive to the force transmission from the coupler seat 1 to the side beam 4, so as to alleviate the stress concentration problem at the connection between the coupler seat 1 and the side beam 4; at the same time, this structural design also helps to reduce the interference problem between the third traction beam 23 and other components during the installation process.

[0061] Combination Figure 3 The extension direction of the first beam segment 231 and the longitudinal direction can form a first included angle α, and the extension direction of the second beam segment 232 and the longitudinal direction can form a second included angle β. Here, the embodiments of the present invention do not limit the specific values ​​of the first included angle α and the second included angle β. In practical applications, those skilled in the art can design according to specific needs.

[0062] As an example, the first included angle α can be between 55 degrees and 70 degrees, for example, 55 degrees or 70 degrees. This can better realize the stress transfer from the coupler seat 1 to the side beam 4 and alleviate the stress concentration between the coupler seat 1 and the third traction beam 23. The second included angle β can be between 75 degrees and 90 degrees, for example, 90 degrees. This can also better alleviate the stress concentration phenomenon between the third traction beam 23 and the side beam 4 and improve the connection reliability between the third traction beam 23 and the side beam 4.

[0063] The third traction beam 23 can also be an I-beam to simplify the structural form.

[0064] Combination Figure 4 and Figure 5 The coupler seat 1 may include a first top plate 11, a first bottom plate 12, a first plate body 13, and a second plate body 14. The first top plate 11 and the first bottom plate 12 may be arranged vertically at intervals, and the first plate body 13 and the second plate body 14 may be arranged longitudinally at intervals. Furthermore, both the first plate body 13 and the second plate body 14 may be connected to the first top plate 11, and both the first plate body 13 and the second plate body 14 may be connected to the first bottom plate 12. In this way, the basic framework of the coupler seat 1 can be constructed.

[0065] Furthermore, both the first plate 13 and the second plate 14 may be provided with mounting holes. For ease of distinction, the mounting hole provided in the first plate 13 may be referred to as the first mounting hole 131, and the mounting hole provided in the second plate 14 may be referred to as the second mounting hole 141.

[0066] The first mounting hole 131 and the second mounting hole 141 can be adapted to the installation of the rear-mounted crush tube energy-absorbing coupler and can realize multi-point limit constraint. While improving the energy absorption capacity of the coupler, it can also ensure that the coupler has good guidance, anti-deviation and anti-climbing capabilities during the collision process, and take into account the structural load-bearing and impact resistance design.

[0067] The aforementioned coupler seat 1 may further include a reinforcing structure 15, which can connect the first plate 13 and the second plate 14, and can also connect the first top plate 11 and the first bottom plate 12. By providing this reinforcing structure 15, a box-shaped frame structure can be constructed for the coupler seat 1, significantly improving its structural rigidity.

[0068] Here, the embodiments of the present invention do not limit the specific structural form of the coupler seat 1. In practical applications, those skilled in the art can configure it according to specific needs, as long as it meets the requirements of use. For example, Figure 5As shown, the reinforcing structure 15 can be a cross plate, and the reinforcing structure 15 can be enclosed by the second plate 14 to form a triangular cavity, so as to enhance the reinforcing effect of the reinforcing structure 15. It should be understood that, as a variation of the above scheme, the reinforcing structure 15 can also be enclosed by the first plate 13 to form a triangular cavity, or the reinforcing structure 15 can be enclosed by both the first plate 13 and the second plate 14 to form a triangular cavity, or the reinforcing structure 15 can have a triangular cavity itself.

[0069] The reinforcing structure 15 may also be equipped with connecting ribs, which can be connected to the traction beam assembly 2. In this way, the coupler seat 1 is connected to the traction beam assembly 2 using a component with high structural strength, which helps improve the overall structural performance of the coupler seat 1 and the traction beam assembly 2 after connection. It should be understood that the location of the connecting ribs is not limited to the reinforcing structure 15; it can also be located at other positions on the coupler seat 1, such as the first top plate 11, the first bottom plate 12, etc., as long as it meets the usage requirements.

[0070] As mentioned earlier, the traction beam assembly 2 includes multiple traction beams, and correspondingly, the number of connecting ribs can also be multiple, and the position of each connecting rib must be adaptable to the assembly of each traction beam. Specifically, as... Figure 5 As shown, the reinforcing structure 15 may be provided with a first connecting rib 151, a second connecting rib 152, and a third connecting rib 153. The first connecting rib 151 can be connected to the first traction beam 21, the second connecting rib 152 can be connected to the second traction beam 22, and the third connecting rib 153 can be connected to the third traction beam 23. The angle of each connecting rib can be adapted to the corresponding traction beam, and will not be described in detail here.

[0071] In some alternative embodiments, the bolster beam 5 may include multiple sub-beams 5a, which can be arranged and connected sequentially in the transverse direction. Compared with a one-piece bolster beam 5, the split structure is more conducive to the shaping and preparation of the bolster beam 5.

[0072] The individual beams 5a can be connected by welding to improve the overall structural rigidity of the bolster beam 5. The number of individual beams 5a can be adjusted according to usage requirements and is not limited here. In the embodiment shown in the attached drawings, as... Figure 6 As shown, there can be two sub-beams 5a. In this case, the number and length of welds can be relatively small, which helps to reduce welding stress and facilitates automated welding to improve manufacturing efficiency.

[0073] Furthermore, the bolster beam 5 may include a second top plate 51, a second bottom plate 52, and a reinforcing plate 53. The second top plate 51 and the second bottom plate 52 may be arranged opposite each other in the vertical direction, and the reinforcing plate 53 may connect the second top plate 51 and the second bottom plate 52. In this way, the structural strength of the bolster beam 5 can be enhanced, and the upper load of the bolster beam 5 can be effectively distributed. This can largely avoid stress concentration in the bolster beam 5 itself and in the connection area between the bolster beam 5 and other beams caused by load, which is conducive to improving service life.

[0074] Here, the embodiments of the present invention do not limit the specific structural form and installation form of the reinforcing plate 53. In practical applications, those skilled in the art can configure it according to specific needs, as long as it meets the requirements of use. For example, Figure 6 As shown, the reinforcing plate 53 can be enclosed by the second top plate 51 / second bottom plate 52 to form a triangular cavity, trapezoidal cavity, etc.

[0075] In some alternative embodiments, the end frame provided by the present invention may further include a connecting beam 6 and a crossbeam 8, combined with Figure 1 The crossbeam 8 and the buffer beam 3 can be located on the longitudinal sides of the bolster beam 5, respectively; the crossbeam 8 can be connected to the two side beams 4, and the connecting beam 6 can connect the bolster beam 5 and the crossbeam 8. In this way, the bolster beam 5 and the crossbeam 8 can form a closed frame, which can further enhance the structural rigidity of the end frame.

[0076] Combination Figure 7 The end frame may also include a base plate 7, which is a profile structure and can be located above the second traction beam 22. In this way, the second traction beam 22 will not encroach on the floor 7 in the longitudinal direction, which can reduce the cutting of the floor 7, thereby ensuring the structural integrity of the floor 7 and simplifying the manufacturing and assembly process of the end frame.

[0077] In the above embodiments, among the related beams such as the first traction beam 21, the second traction beam 22, the third traction beam 23, the connecting beam 6, and the crossbeam 8, at least a portion of the beam segment of at least one beam can be an I-beam to simplify the beam structure. It should be understood that the beam cross-sectional shape is not limited to I-beams, but can also be U-shaped, channel-shaped, etc.

[0078] The aforementioned beams can be extruded profiles, welded together from profiles and plates, or integrally molded from composite materials such as carbon fiber-reinforced polymer (CFRP). The connection methods between the beams can be welding or riveting, depending on the specific application requirements and calculations or tests. The materials for the beams can be aluminum alloy, magnesium-aluminum alloy, or other composite materials.

[0079] The present invention also provides a chassis for a rail vehicle, including the end frames of the rail vehicle involved in the foregoing embodiments. Since the end frames of the aforementioned rail vehicles already possess the above-mentioned technical effects, the chassis of the rail vehicle having the end frames should also possess similar technical effects, so they will not be described in detail here.

[0080] The above are merely preferred embodiments of the present invention. It should be noted that those skilled in the art can make various improvements and modifications without departing from the principle of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. An end frame for a rail vehicle, characterized in that, include: Car coupler seat (1); The traction beam assembly (2) is installed on the coupler seat (1) and includes a first traction beam (21), a second traction beam (22) and two third traction beams (23). The first traction beam (21) and the second traction beam (22) are located on the longitudinal sides of the coupler seat (1) respectively, and the two third traction beams (23) are located on the transverse sides of the coupler seat (1) respectively. The buffer beam (3) is connected to the first traction beam (21) at one end in the longitudinal direction away from the coupler seat (1); Two side beams (4) are arranged laterally at intervals. The two ends of the buffer beam (3) are connected to the two side beams (4) respectively. The end of the third traction beam (23) that is laterally away from the coupler seat (1) is connected to the corresponding side beam (4). The bolster beam (5) is connected to the two side beams (4) at both ends in the transverse direction, and the second traction beam (22) is connected to the bolster beam (5) at the end in the longitudinal direction away from the coupler seat (1). The third traction beam (23) includes a first beam segment (231) and a second beam segment (232) arranged at an angle. The first beam segment (231) is connected to the coupler seat (1), and the second beam segment (232) is connected to the side beam (4). In the transverse direction, along the direction away from the coupler seat (1), the first beam segment (231) is inclined toward the bolster beam (5). The angle between the extension direction and the longitudinal direction of the first beam segment (231) is smaller than the angle between the extension direction and the longitudinal direction of the second beam segment (232).

2. The end frame of the rail vehicle according to claim 1, characterized in that, The coupler seat (1) includes a first top plate (11), a first bottom plate (12), and a first plate (13) and a second plate (14) spaced apart in the longitudinal direction. The first plate (13) and the second plate (14) are both connected to the first top plate (11) and to the first bottom plate (12). The first plate (13) and the second plate (14) are both provided with mounting holes.

3. The end frame of the rail vehicle according to claim 2, characterized in that, The coupler seat (1) further includes a reinforcing structure (15), which connects the first plate (13) and the second plate (14), and the reinforcing structure (15) connects the first top plate (11) and the first bottom plate (12).

4. The end frame of the rail vehicle according to claim 3, characterized in that, The reinforcing structure (15) has a triangular cavity.

5. The end frame of the rail vehicle according to claim 3, characterized in that, The reinforcing structure (15) is provided with connecting ribs, which are connected to the traction beam group (2).

6. The end frame of the rail vehicle according to any one of claims 1-5, characterized in that, The pillow beam (5) includes multiple sub-beams (5a), which are arranged and connected in the transverse direction.

7. The end frame of the rail vehicle according to any one of claims 1-5, characterized in that, The pillow beam (5) includes a second top plate (51), a second bottom plate (52) and a reinforcing plate (53), wherein the reinforcing plate (53) connects the second top plate (51) and the second bottom plate (52).

8. The end frame of the rail vehicle according to any one of claims 1-5, characterized in that, It also includes a connecting beam (6) and a crossbeam (8), the crossbeam (8) being located on the side of the pillow beam (5) away from the buffer beam (3), the crossbeam (8) connecting the two side beams (4), and the connecting beam (6) connecting the pillow beam (5) and the crossbeam (8).

9. The end frame of the rail vehicle according to any one of claims 1-5, characterized in that, The second traction beam (22) includes a first beam (221), a second beam (222) and a third beam (223). The first beam (221) and the second beam (222) are arranged opposite each other in the transverse direction, and the third beam (223) connects the first beam (221) and the second beam (222). In the direction close to the bolster beam (5), at least a portion of the height of the second traction beam (22) is tapered.

10. The end frame of the rail vehicle according to claim 9, characterized in that, The first beam (221) and the second beam (222) are both I-beams, and the third beam (223) is a slab beam.

11. The end frame of the rail vehicle according to any one of claims 1-5, characterized in that, The extension direction of the first beam segment (231) forms an angle of 55-70 degrees with the longitudinal direction, and the extension direction of the second beam segment (232) forms an angle of 75-90 degrees with the longitudinal direction.

12. A chassis for a rail vehicle, characterized in that, Includes the end frame of the rail vehicle as described in any one of claims 1-11.

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