Rail vehicle

Abstract

The application discloses a railway vehicle, which is provided with an optimized design of a bogie frame, a car body, a driver's cab and an undercarriage equipment system. The side beam of the bogie frame is designed in a variable cross-section fish belly shape, the cross section is minimized according to the load moment distribution of the side beam, and the bending modulus of each cross section of the side beam is determined according to the equal strength allowance design concept. The traction beam group of the car body underframe is arranged in a tree shape structure, which can effectively connect the coupler seat, the buffer beam, the underframe side beam and the sleeper beam into a whole closed frame, form multiple local closed frames, greatly improve the structural rigidity of the end frame, and optimize the transmission path of the load borne by the coupler seat; meanwhile, the structural section size and the profile wall thickness of each beam body in the end frame can be appropriately reduced. Overall, the weight of the railway vehicle is reasonably controlled through the structural design and the use of light weight materials, and the purpose of light weight reduction is achieved on the basis of meeting the strength requirement.

Description

Technical Field

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

[0002] Lightweighting of rail vehicles refers to reducing their weight to improve operational efficiency and reduce operating costs. With the increasing speed of rail vehicles, overall vehicle lightweighting has become a key focus in research and development. Rail vehicle aluminum alloy bodies typically employ a double-layer profile structure; however, the current level of lightweighting achieved with this double-layer profile structure has largely reached its limit, making further reasonable control of the vehicle body weight impossible.

[0003] In view of this, it is urgent to optimize the structural design of rail vehicles in order to improve the vehicle's lightweight level. Summary of the Invention

[0004] To address the aforementioned technical problems, this invention provides a rail vehicle that effectively improves the lightweighting of the vehicle body through structural optimization, providing a sound technical guarantee for improving operational efficiency and reducing operating costs while meeting operational safety requirements.

[0005] The present invention provides a rail vehicle comprising a bogie and a car body located above the bogie; the bogie frame includes two side beam assemblies and a crossbeam assembly, the crossbeam assemblies being connected between the two side beam assemblies and spaced apart longitudinally; each side beam assembly includes a side beam, which includes a middle section located in the middle longitudinally, an end section of the side beam, and a transition section connecting the end section and the middle section of the side beam; the end section of the side beam is provided with a suspension spring seat; the lower surface of the end section of the side beam includes a contacting inclined surface and a horizontal surface, the inclined surface being inclined upward from one end near the transition section of the side beam to the other end; the car body includes a side wall structure and has an end... The subframe includes a base frame and end wall structure. The end frame comprises a coupler seat, a traction beam assembly, two base frame side beams, and a bolster beam. The two base frame side beams are spaced apart laterally, and the two ends of the bolster beam are connected to the middle of the two base frame side beams respectively. The traction beam assembly includes a first traction beam, a second traction beam, and two third traction beams. The first traction beam and the second traction beam are located on the longitudinal sides of the coupler seat, and the two third traction beams are located on the transverse sides of the coupler seat. The end of the third traction beam that is laterally away from the coupler seat is connected to the corresponding base frame side beam, and the end of the second traction beam that is longitudinally away from the coupler seat is connected to the bolster beam.

[0006] With this design, the side beams of the bogie frame are roughly designed in a variable cross-section, fish-belly shape. Based on the load-bearing moment distribution of the side beams, the thickness at the location of the primary spring seats on the end section of the side beam is reasonably reduced. Furthermore, a minimum cross-section design is adopted at the location of the minimum bending moment formed by the axial springs. The bending modulus of each section of the side beam is determined using the concept of equal strength margin, resulting in good bending resistance and meeting strength requirements. At the same time, compared to the traditional equal-thickness design of side beams, the structure of the side beams in this scheme can remove excess parts, achieving weight reduction and lightweight design. This effectively reduces the operating energy consumption of the trainset and improves operational efficiency.

[0007] Meanwhile, the traction beam assembly in this embodiment has a roughly tree-like structure, effectively connecting the coupler seat, buffer beam, two underframe side beams, and sleeper beam into a single closed frame. This overall closed frame further includes multiple partial closed frames, such as the partial closed frames formed by the second traction beam, third traction beam, underframe side beams, and sleeper beams. Based on this "overall + partial" multi-closed frame structure, this not only significantly improves the structural stiffness of the end frame but also optimizes the load transmission path of the coupler seat, greatly improving 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. Furthermore, the structural cross-sectional dimensions and profile wall thickness of each beam in the end frame can be appropriately reduced, providing a basis for lightweight design of rail vehicles and overcoming, to some extent, the contradiction between structural stiffness and product lightweighting.

[0008] Optionally, the bogie frame further includes a brake hanger, which is disposed inside the transition section of the side beam.

[0009] Optionally, the bogie frame further includes a positioning swing arm seat, which is disposed on the lower surface of the side beam transition section.

[0010] Optionally, the end section of the side beam is higher than the middle section of the side beam, and the upper surface of the end section of the side beam is horizontally arranged; the side beam has a through hole, and the end of the crossbeam passes through the through hole.

[0011] Optionally, the bogie's crossbeam assembly includes two parallel crossbeams and two longitudinal auxiliary beams, with the two longitudinal auxiliary beams positioned between the two crossbeams, and each of the two ends of one of the crossbeams being provided with a secondary vertical damper seat.

[0012] Optionally, two anti-roll torsion bar seats are disposed on one of the crossbeams and located beside the two longitudinal auxiliary beams respectively; the anti-roll torsion bar seat includes a base plate, a cover plate and two arc-shaped webs, the two arc-shaped webs being fixedly disposed between the base plate and the cover plate, forming a box-shaped structure with an open fixed end and a closed extended end; the cover plate and the two arc-shaped webs are both configured to gradually taper from the fixed end to the extended end; the base plate extends laterally beyond the lower edge of the two arc-shaped webs, forming a first mounting part for adapting the anti-roll torsion bar.

[0013] With this configuration, the cover plate and two arc-shaped webs of the anti-roll torsion bar seat are arranged to gradually taper from the fixed end to the extended end. This ensures that as the bending moment increases, the cross-section gradually increases from the end to the connection root, making the stress levels of each cross-section essentially consistent. This allows for equal margin strength design and meets lightweight design requirements.

[0014] Optionally, in the vertical projection plane, both the cover plate and the two arc-shaped webs are configured such that they gradually taper inward from the fixed end to the extended end.

[0015] Optionally, in the transverse projection plane, the cover plate is inclined downward from the fixed end to the extended end, and the extended end of the cover plate is in the shape of an outwardly convex arc and covers the extended ends of the two arc-shaped webs.

[0016] Optionally, the lower surface of the longitudinal auxiliary beam has an upwardly arched concave portion at its center.

[0017] Optionally, two transverse damper seats are respectively fixedly mounted on the two longitudinal auxiliary beams and are staggered along the longitudinal direction; the transverse damper seat includes two mounting bases and reinforcing ribs, the mounting base includes a second mounting part at the top and a support plate at the bottom, the second mounting part is used to adapt to the transverse damper, the support plate extends laterally and is fixed on the corresponding longitudinal auxiliary beam, and the reinforcing ribs are fixedly mounted between the support plates of the two mounting bases.

[0018] Optionally, two motor hangers are respectively fixedly mounted on the two crossbeams and arranged alternately in the transverse direction; the ratio of the span of the two crossbeams to the distance between the motor mounting surfaces of the two motor hangers is not less than 0.6.

[0019] 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.

[0020] 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.

[0021] Optionally, the reinforcing structure has a triangular cavity.

[0022] Optionally, the reinforcing structure is provided with connecting ribs, which are connected to the traction beam assembly.

[0023] Optionally, the end frame further includes a buffer beam, a connecting beam, and a base frame crossbeam. The two transverse ends of the buffer beam are respectively connected to the ends of the two base frame side beams, and the end of the first traction beam that is longitudinally away from the coupler seat is connected to the buffer beam.

[0024] 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.

[0025] Optionally, the first beam and the second beam are both I-beams, and the third beam is a slab beam.

[0026] 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.

[0027] Optionally, the extension direction of the first beam segment forms an angle of 55°-70° with the longitudinal direction, and the extension direction of the second beam segment forms an angle of 75°-90° with the longitudinal direction.

[0028] Optionally, the base frame crossbeam is located on the side of the bolster beam away from the buffer beam, the base frame crossbeam connects the two base frame side beams, and the connecting beam connects the bolster beam and the base frame crossbeam.

[0029] Optionally, the driver's cab of the rail vehicle includes an outer cover panel and an interior panel, both of which are integral structures; the interior panel includes a top panel and side panels located on both sides of the top panel, the outer cover panel covers the outside of the interior panel, a cavity is formed between the outer cover panel and the interior panel, and the interior panel and the outer cover panel are partially solidified into one piece.

[0030] This design integrates the outer and inner panels of the driver's cab into a single structure, eliminating intermediate connecting parts, simplifying installation, and achieving integrated design and overall weight reduction.

[0031] Optionally, a protruding first connecting portion is formed on the inner side of the outer cover panel, and a protruding second connecting portion is formed on the outer side of the interior panel, wherein the first connecting portion and the second connecting portion overlap and are solidified into one piece.

[0032] Optionally, at least one of the outer cover panel and the interior panel includes multiple splicing panels, and adjacent splicing panels are overlapped and then solidified into one piece.

[0033] Optionally, the outer cover includes a fairing section and a cabin cover section, the fairing section being located on the front side of the cabin cover section, and the cabin cover section covering the interior panel; the driver's cab also includes an airtight partition, the airtight partition separating the driver's cab into a fairing chamber and a driver's cabin.

[0034] Optionally, the main body of the outer cover panel and the interior panel is made of composite material.

[0035] Optionally, the outer cover is partially reinforced, and the partially reinforced portion includes an outer layer, an inner layer, and a middle layer, wherein the middle layer is a foam layer, and the outer layer and the inner layer are made of the composite material.

[0036] Optionally, the driver's cab further includes a driver's cab floor and a suspension device, wherein the driver's cab floor is suspended from the side wall of the driver's cab via the suspension device, and the driver's cab floor has a gap with the underframe of the vehicle body.

[0037] Optionally, it also includes an undercarriage equipment system installed below the vehicle body. The vehicle body has an outer contour surface. The undercarriage equipment system includes functional equipment and a bridging cover. The functional equipment includes an equipment housing and functional components. The functional components are installed inside the equipment housing. The equipment housing is used to connect to the underframe. The equipment housing has a first outer contour surface. The bridging cover is located on one longitudinal side or both longitudinal sides of the functional equipment and is connected to the equipment housing. The bridging cover has a second outer contour surface. The first outer contour surface, the second outer contour surface, and the outer contour surface of the vehicle body combine to form the outer contour of the rail vehicle.

[0038] This design eliminates the need for an equipment compartment in related technologies, reducing the number of components and thus lowering the redundancy of the undercarriage equipment system. Verification has shown that the number of undercarriage components can be reduced by up to 15%, a significant reduction. Furthermore, the reduced number of undercarriage components expands the available space, facilitating the installation and arrangement of functional components and contributing to weight reduction in the rail vehicle, thus meeting the overall lightweight design requirements.

[0039] Optionally, the equipment housing includes an access door located on the lateral side of the equipment housing. The access door is rotatably configured and can be flipped upwards or downwards relative to the lateral side of the equipment housing.

[0040] Optionally, the equipment housing includes an access door located at the bottom of the equipment housing; the access door is rotatably configured and can be flipped upwards or downwards relative to the bottom of the equipment housing; or, the access door is slidably configured and can be slidably opened relative to the bottom of the equipment housing.

[0041] Optionally, the device housing includes a frame and a bottom plate, the frame including two transverse side frames arranged opposite each other in the lateral direction, and the bottom plate being connected to the two transverse side frames.

[0042] Optionally, the bottom plate and the side frame enclose an access opening, and the access door can seal the access opening.

[0043] Optionally, the skeleton further includes a top frame and two longitudinal side frames arranged opposite each other in the longitudinal direction. Both of the two transverse side frames and the two longitudinal side frames are connected to the top frame, and both of the two transverse side frames and the two longitudinal side frames are connected to the shell bottom plate.

[0044] Optionally, the base frame includes a connecting component and two base frame side beams arranged laterally opposite each other, the connecting component connecting the two base frame side beams; in the closed state, the inspection door can contact the base frame side beams.

[0045] Optionally, the inspection door is equipped with a first ventilation opening, and the first ventilation opening is also equipped with a first filter component.

[0046] Optionally, there are multiple functional devices, each of which is arranged at intervals along the longitudinal direction, and a bridging cover is provided between two adjacent functional devices.

[0047] Optionally, the bridging cover includes a bottom member and two side members, which are spaced apart laterally; at least one of the side members and the bottom member is connected to the device housing.

[0048] Optionally, the side wall structure includes an upper wall panel, which is configured to be made of a longitudinally extending profile, with the upper and lower edges being double-layered profiles and the wall panel body between the upper and lower edges being a single-layered profile.

[0049] Optionally, the side wall structure further includes a lower wall panel, which is also configured to be made of longitudinally extending profiles, with the upper and lower edges being double-layered profiles and the wall panel body between the upper and lower edges being a single-layered profile.

[0050] Optionally, the side wall structure further includes multiple window columns, which are longitudinally spaced between the upper wall panel and the lower wall panel. Two adjacent window columns, together with the lower edge of the upper wall panel and the upper edge of the lower wall panel, form a window mounting opening.

[0051] Optionally, the inner side of the upper wall panel is provided with longitudinally spaced upper support columns, each of the upper support columns being configured such that its lower end is located above the window column and is fixedly connected to at least the wall panel body of the upper wall panel; the inner side of the lower wall panel is provided with longitudinally spaced lower support columns, each of the lower support columns being configured such that its upper end is located below the window column and is fixedly connected to at least the wall panel body of the lower wall panel.

[0052] This design employs topology optimization technology and utilizes structural relationships to balance load-bearing capacity and lightweight design. Specifically, this scheme arranges profile beams and columns in a rational manner to achieve an organic integration of high strength and lightweight. On one hand, the upper and lower parts of the side walls are equipped with longitudinally continuous double-layer profiles, which can efficiently transfer longitudinal loads and meet the tensile and compressive conditions of the bottom coupler and the top compression conditions. At the same time, the upper and lower support columns are arranged on both sides of the window columns. Based on the window columns and the support columns located on the inner side of the upper and lower wall panels, a vertically continuous support structure is formed, which can effectively transfer vertical loads and improve the overall vertical stiffness of the vehicle body. On this basis, the middle wall panels of the upper and lower wall panels in this scheme are all single-layer profiles. Compared with the traditional double-layer profile structure, it can achieve a weight reduction of about 10% under the same strength requirements, which meets the trend requirements of lightweight design.

[0053] Optionally, the upper wall panel includes an upper side beam, an upper wall panel body, and a window upper wall panel connected sequentially from top to bottom; the lower wall panel includes a window lower wall panel, a lower wall panel body, and a lower side beam connected sequentially from top to bottom; the upper side beam, the lower side beam, the window upper wall panel, and the window lower wall panel are double-layer profiles; the upper wall panel body is configured such that its upper and lower edges, which respectively connect with the upper side beam and the window upper wall panel, are double-layer profiles, and the wall panel body between its upper and lower edges is a single-layer profile; the lower wall panel body is a single-layer profile.

[0054] Optionally, the thickness of the lower edge of the upper beam is less than the thickness of the upper beam body, and a first step surface is formed between the inner surface of the upper beam body and the inner surface of its lower edge; the thickness of the upper edge of the window upper wall panel is less than the thickness of the window upper wall panel body, and a second step surface is formed between the inner surface of the window upper wall panel body and the inner surface of its upper edge; the upper and lower ends of the upper support column are respectively connected and fixed to the first step surface and the second step surface.

[0055] Optionally, the thickness of the lower edge of the window sill is less than the thickness of the window sill body, and a third step surface is formed between the inner surface of the window sill body and the inner surface of its lower edge; the upper end of the lower support column is fixed to the window sill through an upper connecting beam, and the upper connecting beam is correspondingly arranged on the third step surface below the window column; the lower end of the lower support column is fixed to the lower side beam through a lower connecting beam, and the lower connecting beam is staggered longitudinally relative to the upper connecting beam.

[0056] Optionally, the inner surface of the upper wall panel includes longitudinally extending reinforcing ribs, and the outer surface of the upper support column is fixedly connected to the lower edge of the upper beam, the upper edge of the upper wall panel, the reinforcing ribs and the lower edge, and the upper edge of the window upper wall panel, respectively; the inner surface of the lower wall panel includes longitudinally extending reinforcing ribs, and the outer surface of the lower support column is fixedly connected to the reinforcing ribs of the lower wall panel.

[0057] Optionally, the reinforcing ribs of the upper wall panel and the reinforcing ribs of the lower wall panel have "T" shaped cross sections, and there are multiple ribs spaced apart vertically.

[0058] Optionally, the window support column is made of vertically extending profile.

[0059] Optionally, two upper support columns are respectively arranged above the window column, and the lower ends of the two upper support columns are arranged vertically opposite to the two sides of the window column; two lower support columns are respectively arranged below the window column, and the upper ends of the two lower support columns are arranged vertically opposite to the two sides of the window column.

[0060] Optionally, each of the upper support columns is arranged vertically and parallel to each other, and each of the lower support columns is arranged obliquely relative to the extension direction of the window column, and the inclination directions of two adjacent lower support columns are opposite; the upper and lower ends of the obliquely arranged lower support columns are fixedly connected to the adjacent upper connecting beam and the lower connecting beam, respectively.

[0061] Optionally, the upper side beam, the upper wall panel body, and the window upper wall panel of the upper wall panel are either a separate structure that is spliced ​​and fixed, or an integrally formed structure; the window lower wall panel, the lower wall panel body, the lower side beam, the upper connecting beam, and the lower connecting beam of the lower wall panel are either a separate structure that is spliced ​​and fixed, or an integrally formed structure.

[0062] Optionally, each of the upper support columns is arranged at an angle relative to the extension direction of the window column, or each of the lower support columns is arranged parallel to the vertical direction.

[0063] Optionally, the vehicle body includes an end wall, which includes a frame, a wall panel, a door frame, and a door opening. The wall panel is fixedly connected to the frame. The frame includes two vertical beams respectively disposed on both sides of the vertical center line of the end wall. The door opening is formed between the two vertical beams. The door frame is installed in the door opening. The door frame includes two columns disposed on both sides of the vertical center line of the end wall. The two columns are fixedly connected to the vertical beam on the same side. The columns and the vertical beams are provided with slots with grooves facing the vertical beam or column on the same side for insertion into the vertical beam or column on the same side.

[0064] This design avoids the problem of the end door being unable to be assembled between the two columns or having a large gap between the assembled door and the columns due to a large difference between the lateral spacing of the two columns and the actual width of the end door. Therefore, it improves assembly speed and quality. Furthermore, the wall panels can be made of aluminum honeycomb, carbon fiber composite, or aluminum foam. These wall panels not only meet strength requirements but are also lightweight and offer good sound insulation. Overall, the weight of the rail vehicle is effectively controlled through structural design and the use of lightweight materials.

[0065] Optionally, the frame includes an upper crossbeam connected between the two upright beams, the door opening is formed below the upper crossbeam, the door frame includes an upper cross post connected between the two upright posts, the upper cross post is fixedly connected to the upper crossbeam, and the upper cross post or the upper crossbeam is provided with a slot facing the upper crossbeam or the upper cross post for inserting the upper crossbeam or the upper cross post.

[0066] Optionally, the frame includes two corner beams disposed on both sides of the vertical centerline of the end wall, two vertical beams located between the two corner beams, and the frame also includes a top transverse curved beam, the two ends of which are respectively connected to the top ends of the two corner beams, and the top transverse curved beam is located above the upper beam.

[0067] Optionally, the wall panel includes two side wall panels respectively disposed on both sides of the vertical centerline of the end wall, and the side wall panels are connected between the corner column beam and the vertical beam on the same side.

[0068] Optionally, the wall panel further includes a top wall panel connected between the two vertical beams and between the upper horizontal beam and the top transverse curved beam.

[0069] Optionally, the wall panel is made of aluminum honeycomb material, carbon fiber composite material, or aluminum foam board material. Attached Figure Description

[0070] Figure 1 A schematic diagram of a rail vehicle provided in an embodiment of this application;

[0071] Figure 2 This is a schematic diagram of the bogie structure described in the embodiments of this application;

[0072] Figure 3 for Figure 2 A schematic diagram of the beams shown;

[0073] Figure 4 for Figure 2 A schematic diagram of the side beam shown in the figure;

[0074] Figure 5 for Figure 4 The main view;

[0075] Figure 6 for Figure 2 A schematic diagram of the air spring support beam shown in the figure;

[0076] Figure 7 for Figure 3 View from direction A;

[0077] Figure 8 for Figure 3 A schematic diagram of the assembly relationship of the anti-roll torsion bar seat shown in section B;

[0078] Figure 9 for Figure 8 Top view of the anti-roll torsion bar seat described in the figure;

[0079] Figure 10 for Figure 3 A schematic diagram of the longitudinal auxiliary beam shown in the figure;

[0080] Figure 11 for Figure 10 The diagram shows a schematic of the mounting structure of the vibration damper seat.

[0081] Figure 12 This is a schematic diagram of the end frame structure of the underframe of the rail vehicle provided in the embodiments of this application;

[0082] Figure 13 for Figure 12 Connection structure diagram of CRRC coupler and traction beam assembly;

[0083] Figure 14 This is a diagram showing the connection structure of the second traction beam, the third traction beam, and the side beam.

[0084] Figure 15 This is a schematic diagram of the coupler seat structure;

[0085] Figure 16 for Figure 15 A schematic diagram of the structure after removing the first top plate;

[0086] Figure 17 This is a structural diagram showing the connection between the floor, the base frame edge beams, and the connecting beams.

[0087] Figure 18 This is a schematic diagram of the overall structure of the vehicle body sidewall structure provided in the embodiments of this application;

[0088] Figure 19 for Figure 18 A cross-sectional schematic diagram of the vehicle body sidewall structure shown in the figure;

[0089] Figure 20 for Figure 19 The diagram shows the connection relationship of the upper wall panels;

[0090] Figure 21 for Figure 19 The diagram shows the connection relationship of the upper support columns;

[0091] Figure 22 for Figure 19 The diagram shows the connection relationship between the lower wall panel and the lower support column.

[0092] Figure 23 for Figure 19 A schematic diagram showing the connection relationship of the columns between the windows;

[0093] Figure 24 for Figure 18 CC cross-section;

[0094] Figure 25 This is a partial schematic diagram of the window mounting opening described in an embodiment of this application;

[0095] Figure 26 for Figure 25 The D-direction view;

[0096] Figure 27 A longitudinal view of the end wall provided in an embodiment of this application;

[0097] Figure 28 for Figure 27 EE-directed sectional view;

[0098] Figure 29 for Figure 28 Enlarged view of the area inside the dashed circle;

[0099] Figure 30 for Figure 27 FF section view;

[0100] Figure 31 A schematic diagram of the driver's cab provided in the embodiments of this application;

[0101] Figure 32 This is a schematic diagram of the splicing of the outer cover panel of the driver's cab provided in an embodiment of this application;

[0102] Figure 33A schematic diagram of the outer cover panel of the driver's cab provided in an embodiment of this application;

[0103] Figure 34 for Figure 33 A cross-sectional schematic diagram of the reinforcement location A of the outer cover plate;

[0104] Figure 35 for Figure 31 A schematic diagram of the cross-section of the lower part of the driver's cab;

[0105] Figure 36 for Figure 35 Enlarged view of section I in the middle;

[0106] Figure 37 for Figure 31 A schematic diagram showing the electrical equipment installed in the driver's cab;

[0107] Figure 38 This is a simplified cross-sectional view of the rail vehicle provided in an embodiment of this application;

[0108] Figure 39 This is a partial structural diagram of the under-vehicle equipment system provided in an embodiment of this application;

[0109] Figure 40 This is a structural diagram showing the connection between the frame, the first base plate, and the access door.

[0110] Figure 41 for Figure 40 Schematic diagram of the central skeleton;

[0111] Figure 42 for Figure 41 A magnified view of a portion of region G in the middle;

[0112] Figure 43 for Figure 40 Schematic diagram of the structure of the first base plate;

[0113] Figure 44 for Figure 43 Cross-sectional view in the HH direction;

[0114] Figure 45 for Figure 43 Sectional view in direction II;

[0115] Figure 46 for Figure 40 Schematic diagram of the structure of the central inspection door;

[0116] Figure 47 A relative positional diagram of the undercarriage equipment system and the underframe;

[0117] Figure 48 A structural diagram of a ventilation scheme for a functional device;

[0118] Figure 49 A structural diagram of another air intake scheme for functional equipment;

[0119] Figure 50 This is a structural schematic diagram of one specific embodiment of the bridging cover.

[0120] In the picture:

[0121] Bogie frame 100;

[0122] Side beam 101, middle section of side beam 101-1, transition section of side beam 101-2, end section of side beam 101-3, inclined surface 101-3a, horizontal surface 101-3b, through hole 101a;

[0123] 102. Crossbeam 102, longitudinal auxiliary beam 103, arc-shaped connecting end 103-1, air spring support beam 104, arc-shaped connecting end 104-1, brake hanger 105, positioning swing arm seat 106, anti-hunting vibration damper seat 107, motor hanger 108, gearbox hanger 109, secondary vertical vibration damper seat 110, lateral stop seat 111, integral lifting seat 112, lateral vibration damper seat 113, mounting seat 113 1. Second mounting part 11311, support plate 11312, transverse vibration damper mounting hole 11313, reinforcing rib plate 1132, air spring mounting seat 114, anti-roll torsion bar seat 115, base plate 1151, first mounting part 11511, anti-roll torsion bar mounting hole 11512, cover plate 1152, arc-shaped web plate 1153, fixed end 1154, extended end 1155, primary spring seat 116;

[0124] Vehicle body 200;

[0125] Frame 210, Coupler seat 211, First top plate 2111, First bottom plate 2112, First plate 2113, First mounting hole 21131, Second plate 2114, Second mounting hole 21141, Reinforcing structure 2115, First connecting rib 21151, Second connecting rib 21152, Third connecting rib 21153, Traction beam assembly 212, First traction beam 2121, Second traction beam 2122, First beam 21221, Second beam 21222, Third beam 21223, Weight reduction hole 21223a, Third traction beam 2123, First beam segment 21231, Second beam segment 21232, Buffer beam 213, Frame side beam 214, Pillow beam 215, Connecting beam 216, Frame crossbeam 217;

[0126] Side wall 220; upper wall panel 221, upper beam 2211, lower edge 22111, body 22112, first step surface 22113, upper wall panel body 2212, upper edge 22121, lower edge 22122, wall panel body 22123, reinforcing rib 22124, window upper wall panel 2213, upper edge 22131, body 22132, second step surface 22133, mounting stop 22134, connecting part 22135, upper support column 2214; lower wall Panel 222, window lower wall panel 2221, lower edge 22211, body 22212, third step surface 22213, mounting stop 22214, connecting part 22215, lower wall panel body 2222, reinforcing rib 22221, lower side beam 2223, lower support column 2224, upper connecting beam 2225, lower connecting beam 2226; window column 223, mounting stop 2231, reinforcing rib 2232; window mounting opening 224; roof 225; side wall base frame 226;

[0127] End wall 230; Frame 231, upright beam 2311, upper horizontal beam 2312, corner column beam 2313, top horizontal curved beam 2314, door frame 232, upright column 2321, upper horizontal column 2322, side wall panel 233, top wall panel 234; A door opening, B slot, C wall panel bracket, D side wall bracket, E ceiling bracket;

[0128] Floor 240;

[0129] Driver's cab 300; outer cover 310, fairing plate 311, cabin cover 312, first splicing plate 310a, first splicing side 310a1, step plate 310a2, second splicing plate 310b, second splicing side 310b1, bending plate 310b2, transition connection 310c; second fastener 310d; recess 310e; interior panel 320, driver's cab floor 330, airtight partition 340, hanging component 350, upper connecting end 351, lower connecting end 352, equipment 360;

[0130] Undercarriage equipment system 400; vehicle body outer contour surface 200a, connecting component 218, undercarriage outer contour surface 400a, first outer contour surface 400a-1, second outer contour surface 400a-2, functional equipment 410, equipment housing 411, transition cavity 411-1, inspection door 411a, first ventilation opening 411a-1, second hinge cylinder 411a-2, frame 411b, transverse side frame 411b-1, upper side beam 411b-1a, transition side beam 411b-1b, top frame 411b-2, longitudinal side frame 411b-3, first The following components are included: receiving groove 411b-4, shell bottom plate 411c, bottom wall 411c-1, transverse side wall 411c-2, second receiving groove 411c-2a, first hinge cylinder 411c-2b, longitudinal side wall 411c-3, inspection port 411d, covering plate 411e, partition 411e-1, second ventilation port 411e-1a, bridging cover 420, bottom component 421, transverse plate part 421a-1, sliding joint part 421a-1a, vertical plate part 421a-2, side component 422; I. first chamber, II. second chamber, III. outer space. Detailed Implementation

[0131] 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.

[0132] Lightweight design of rail vehicles can improve operational efficiency and reduce operating costs without affecting overall vehicle performance. The rail vehicle provided in this embodiment rationally controls its weight through structural design and the use of lightweight materials. Without loss of generality, this embodiment... Figure 1 Using the illustrated rail vehicle as a basis, a lightweight design scheme is described in detail. Specifically, corresponding optimized designs are proposed for the bogie frame 100, car body 200, driver's cab 300, and undercarriage equipment system 400.

[0133] Here, the directional term "lateral" is defined as referring to the width direction of the rail vehicle, and the directional term "longitudinal" is defined as referring to the length direction of the rail vehicle. Unless otherwise specified, "lateral" and "longitudinal" as used herein have this meaning. It should be understood that the use of the above directional terms does not constitute a substantial limitation on the rail vehicle for which protection is sought in this application.

[0134] bogie frame 100

[0135] Please see Figure 2 and Figure 3 ,in, Figure 2 This is a schematic diagram of the bogie frame 100 in an embodiment of this application; Figure 3 for Figure 2 A schematic diagram of the middle crossbeam.

[0136] A bogie is a component of a rail vehicle. The bogie frame 100 includes two side beam assemblies and a crossbeam assembly, with the crossbeam assembly connecting the two side beam assemblies. The side beams 101 of the side beam assemblies extend longitudinally, and the crossbeams 102 of the crossbeam assembly extend transversely. For example... Figure 2 As shown, the bogie crossbeam assembly includes a crossbeam 102 and a longitudinal auxiliary beam 103. The two crossbeams 102 are arranged parallel to each other in the transverse direction, and the two longitudinal auxiliary beams 103 are arranged between the crossbeams 102 in the longitudinal direction.

[0137] One end of the crossbeam 102 is connected to a side beam 101, and the other end of the crossbeam 102 is connected to another side beam 101. The two side beams 101 are arranged parallel to each other, and the two crossbeams 102 can also be arranged parallel to each other, thus forming an H-shaped frame 100.

[0138] In this embodiment, the side beam 101 of the frame 100 has a through hole 101a, please refer to [link / reference]. Figure 4 and Figure 5 , among which, among which, Figure 4 for Figure 2 Structural schematic diagram of the middle side beam 101; Figure 5 for Figure 4 The main view.

[0139] In this embodiment, the side beam 101 has a hollow structure, with a through hole 101a penetrating both the inner and outer sides of the side beam 101. The side of the two side beams 101 facing each other is the inner side of the side beam 101, and the side facing away from each other is the outer side of the side beam 101. The ends of the crossbeam 102 pass through the through holes 101a of the corresponding side beam 101, meaning that the two ends of the crossbeam 102 respectively penetrate the corresponding side beam 101 laterally.

[0140] The side beam 101 includes a longitudinally oriented middle section 101-1, a side beam end section 101-3, and a side beam transition section 101-2 connecting the side beam end section 101-3 and the side beam middle section 101-1. Specifically, it comprises one longitudinal end section 1-3, one side beam transition section 101-2, one side beam middle section 101-1, another side beam transition section 101-2, and another side beam end section 1-2. The side beams 101 are symmetrically arranged along the transverse centerline. The side beam end section 101-3 is higher than the side beam middle section 101-1, and the side beam middle section 101-1 is also approximately horizontal. Thus, the side beam transition section 101-2 is inclined. Figure 5 As shown, the side beam 101 is in the shape of an inverted "V". The higher end of the side beam transition section 101-2 is connected to the end section 101-3 of the side beam, and the lower end of the side beam transition section 101-2 is connected to the middle section 101-1 of the side beam.

[0141] In addition, such as Figure 5As shown, the upper surface of the side beam end section 101-3 is horizontally positioned, roughly flush with the horizontal plane. The side beam end section 101-3 is equipped with a spring seat 116, and the lower surface of the side beam end section 101-3 includes a connecting inclined surface 101-3a and a horizontal surface 101-3b. The inclined surface 101-3a is closer to the side beam transition section 101-2, and it slopes upwards from one end near the side beam transition section 101-2 to the other end. It can be seen that the thickness of the side beam end section 101-3 in this embodiment generally decreases gradually from one end near the side beam transition section 101-2 to the other end. A small section at the end of the side beam end section 101-3 is designed with a uniform thickness to serve as a vertical vibration damper seat.

[0142] The side beam 101 of this structure features a variable cross-section fish-belly design. Based on the load-bearing moment distribution of the side beam 101, the thickness at the location of the upper spring seat on the end section of the side beam is reasonably reduced. Furthermore, a minimum cross-section design is adopted at the location of the minimum bending moment formed by the axial spring. The bending modulus of each cross-section of the side beam 101 is determined using the concept of equal strength margin, forming the side beam 101 in this embodiment. That is, the side beam 101 in this embodiment has good bending resistance in its structural form, meeting strength requirements. Moreover, compared to the typical uniform thickness design of the side beam 101 in the prior art, this side beam 101 structure can remove excess material, achieving weight reduction and lightweight design, effectively reducing the operating energy consumption of the train when the speed of the rail vehicle increases to 400 km / h.

[0143] Furthermore, such as Figure 5 As shown, to connect the middle section 101-1 and the end section 101-3 of the side beam, which are set at different heights, the transition section 101-2 of the side beam is inclined. Furthermore, the inclination angle of the upper surface of the transition section 101-2 is smaller than the inclination angle of the lower surface. That is, the thickness of the transition section 101-2 gradually decreases from one end closer to the middle section 101-1 to the other end. This design allows the transition section 101-2 to effectively connect the middle section 101-1 and the end section 101-3 of the side beam, achieving weight reduction while meeting strength requirements.

[0144] When vehicles operate at high speeds of 400 km / h or even higher, the vibration load on the track increases. The load-bearing structure of the frame 100 needs to be optimized at locations with high stress to increase the safety margin. In this embodiment, the components of the frame 100 can be welded together. During the manufacturing process, the weld seams with high stress can be ground to reduce stress concentration caused by structural anomalies, increase the allowable stress of the weld seams, and thus carry out structural optimization.

[0145] In addition, such as Figure 4As shown, the frame 100 also includes a brake hanger 105, which is disposed on the inner side of the side beam transition section 101-2, with two through holes 101a located between the two brake hangers 105. The frame 100 may also include a positioning swing arm seat 106, which is disposed on the lower surface of the side beam transition section 101-2. (Combined) Figure 2 As shown, the brake hanger 105 and the positioning swing arm seat 106 are located at the side beam transition section 101-2 of the side beam 101, without interfering with the distribution of other components. They are separate from components such as the secondary vertical damper seat 110 and the air spring support beam 104 at the end of the crossbeam 102, thus dispersing the load on the side beam 101 and resulting in a more balanced load distribution. The brake hanger 105 and the positioning swing arm seat 106 can be welded to the side beam 101.

[0146] The aforementioned air spring support beam 104 is located on the outer side of the middle section 101-1 of the side beam, corresponding to the air spring located in the middle. In addition, an anti-hunting damper seat 107 is provided at the bottom of the air spring support beam 104, which can make full use of the space of the air spring support beam 104 and make the structure more compact.

[0147] For example Figure 2 As shown, a secondary vertical damper seat 110 is provided at both ends of one of the crossbeams 102.

[0148] Compared to the traditional approach of directly mounting the secondary vertical damper on the side beam 101, in this embodiment, the secondary vertical damper seat 110 is mounted at the end of the crossbeam 102, meaning the secondary vertical damper is mounted at the end of the crossbeam 102, and the end of the crossbeam 102 passes through the side beam 101. In this way, on the one hand, the end of the crossbeam passes through the side beam 101, so it can be connected to both the inner and outer sides of the side beam 101, and the connection is more reliable. On the other hand, compared with the traditional solution of directly setting the secondary vertical vibration damper on the outer side of the side beam 101, the secondary vertical vibration damper in this embodiment is set at the end of the crossbeam 102 that passes through the side beam 101. This not only strengthens the reliability of the connection between the crossbeam 102 and the side beam 101, but the end of the crossbeam 102 is also equivalent to the mounting base on the side beam 101, making the installation of the secondary vertical vibration damper more reliable. Moreover, the crossbeam 102 provides a setting position for the secondary vertical vibration damper seat 110, which can save space and make the structure more compact.

[0149] Specifically, the crossbeam 102 and the side beam 101 can be welded together, and the secondary vertical damper seat 110 is also welded to the end of the crossbeam 102. This welded fixing structure is relatively reliable; alternatively, fasteners can also be used for fastening. In this embodiment, the crossbeam 102 is as follows... Figure 3As shown, it is specifically a steel pipe structure, which can be a circular steel pipe. In addition, the crossbeam 102 is a compact, lightweight tube-plate welded structure, and the interior of the crossbeam 102 is hollow, serving as an air chamber.

[0150] like Figure 6 As shown, Figure 6 for Figure 2 A schematic diagram of the hollow spring support beam 104.

[0151] The top of the air spring support beam 104 is an air spring mounting seat 114, on which the air springs of the bogie's secondary suspension can be supported and mounted. In this embodiment, the air spring support beam 104 is located on the outer side of the side beam 101, and its two ends in the longitudinal direction are respectively connected to the ends of two crossbeams 102 on the same side. Figure 2 and Figure 6 The longitudinal ends of the air spring support beam 104 are arc-shaped, forming arc-shaped connection ends 104-1, which can be engaged with the outer peripheral walls of the two crossbeams 102 and welded for fixation. Simultaneously, the side of the air spring support beam 104 closest to the side beam 101 can be welded for fixation to the side beam 101. In this way, the air spring support beam 104 is simultaneously connected to the side beam 101 and the crossbeam 102, making the connection of the air spring support beam 104 more reliable. This also strengthens the connection between the crossbeam 102 and the side beam 101, resulting in a more balanced load distribution on the frame 100.

[0152] The frame 100 in this embodiment also includes at least one of the following: a motor hanger 108, a gearbox hanger 109, and an anti-roll torsion bar seat 115. For example... Figure 3 and Figure 7 As shown, where, Figure 7 for Figure 3 A-direction view.

[0153] As shown in the figure, part of the motor mount 108 is welded to the outside of the crossbeam 102, and part is welded to the bottom of the crossbeam 102. This improves the installation reliability of the motor mount 108, ensuring the reliability of the motor after installation. The two motor mounts 108 are fixedly mounted on the two crossbeams 102 respectively, and are arranged alternately in the transverse direction. The ratio of the span L of the two crossbeams 102 to the distance M between the motor mounting surfaces of the two motor mounts 108 is not less than 0.6. In other words, by adopting a large span for the crossbeams and a small span for the motor mounts, the bending moment borne by the motor mount 108 is minimized, meeting the requirements for installing high-power motors at high speeds and achieving a lightweight design for the motor mounts.

[0154] This implementation scheme, based on a reasonable reduction in the applied torque, can further achieve a lightweight design for the crossbeam steel tube. Under the same motor load, the weight of the crossbeam is reduced by approximately 15%.

[0155] The gearbox hanger 109 is located on the outer side of the crossbeam 102, while the motor hanger 108 and gearbox hanger 109 are distributed laterally along the outer side of the crossbeam 102. The anti-roll torsion bar seat 115 can be located on the inner side of the crossbeam 102, such as... Figure 3 As shown, two anti-roll torsion bar seats 115 are disposed on a crossbeam 102 and are located on the sides of two longitudinal auxiliary beams 103 respectively; that is, one anti-roll torsion bar seat 115 is located on the side of one longitudinal auxiliary beam 103 and the other anti-roll torsion bar seat 115 is located on the side of another longitudinal auxiliary beam 103.

[0156] The two ends of the crossbeam 102 are also equipped with secondary vertical vibration damper seats 110, and two longitudinal auxiliary beams 103 are located between two anti-roll torsion bar seats 115. This arrangement fully utilizes the inner and outer spaces of the crossbeam 102 to accommodate multiple necessary mounting seats, resulting in a rational spatial layout and compact structure. The motor hanger 108, gearbox hanger 109, and anti-roll torsion bar seat 115 can be welded to the crossbeam 102. Each mounting seat can have an arc-shaped end to engage with the corresponding outer peripheral wall position of the crossbeam 102 for welding.

[0157] Among them, the anti-roll torsion bar seat 115 adopts a gradually narrowing web arrangement, please refer to [the relevant documentation]. Figure 8 and Figure 9 ,Should Figure 8 for Figure 3 The diagram showing the assembly relationship of the anti-roll torsion bar seat in section B is as follows. Figure 9 This is a top view of the anti-roll torsion bar seat described in this embodiment.

[0158] The anti-roll torsion bar seat 115 includes a base plate 1151, a cover plate 1152, and two arc-shaped webs 1153. The two arc-shaped webs 1153 are fixedly disposed between the base plate 1151 and the cover plate 1152, forming a box-shaped structure with an open fixed end 1154 and a closed extended end 1155. The cover plate 1152 and the two arc-shaped webs 1153 are configured such that they gradually taper from the fixed end 1154 to the extended end 1155. As the bending moment increases, the cross-section gradually increases from the end to the connection root, so that the stress level of each cross-section is basically consistent, achieving equal margin strength design.

[0159] In this embodiment, the base plate 1151 extends laterally from the lower edge of the two arc-shaped webs 1153, forming a first mounting portion 11511 for accommodating an anti-roll torsion bar (not shown in the figure), and is equipped with a corresponding anti-roll torsion bar mounting hole 11512. The gradually tapering anti-roll torsion bar seat creates space clearance, making assembly and maintenance operations easier.

[0160] Specifically, within the vertical projection plane ( Figure 9As shown, both the cover plate 1152 and the two arc-shaped webs 1153 are configured to gradually taper inwards from the fixed end 1154 to the extended end 1155. Furthermore, in the transverse projection plane, the cover plate 1152 slopes downwards from the fixed end 1154 to the extended end 1155, and the extended end of the cover plate 1152 is convex and arc-shaped, covering the extended ends of the two arc-shaped webs 1153. This configuration significantly enhances the technical advantages of the equal margin strength design.

[0161] Please continue reading Figure 10 The image is Figure 3 A schematic diagram of the longitudinal auxiliary beam 103.

[0162] In this embodiment, there are two longitudinal auxiliary beams 103. One end of the longitudinal auxiliary beam 103 is connected to a crossbeam 102, and the other end of the longitudinal auxiliary beam 103 is connected to another crossbeam 102. Both ends of the longitudinal auxiliary beam 103 can be arc-shaped connecting ends 103-1 to engage with the outer peripheral wall of the crossbeam 102, and can be welded for fixation. Figure 7 As shown, in this embodiment, the lower surface of the longitudinal auxiliary beam 103 is concave and arched, meaning that the middle of the lower surface of the longitudinal auxiliary beam has an upwardly arched concave portion. This provides good strength, and the upper surface of the longitudinal auxiliary beam 103 can be approximately horizontal.

[0163] In this embodiment, the bogie frame 100 may further include at least one of a lateral damper seat 113, a lateral stop seat 111, and an integral lifting seat 112. Two lateral damper seats 113 are respectively fixedly mounted on the upper surfaces of two longitudinal auxiliary beams 103 and are staggered longitudinally; the lateral stop seat 111 and the integral lifting seat 112 are located on the inner side of the longitudinal auxiliary beams 103. Here, the inner side of the longitudinal auxiliary beams 103 refers to the side opposite to the two longitudinal auxiliary beams 103, and the outer side refers to the side facing away from each other. Similarly, utilizing the longitudinal auxiliary beams 103 to set the lateral damper seats 113, lateral stop seats 111, and integral lifting seats 112 fully utilizes the space of the longitudinal auxiliary beams 103, making the structure more compact. The lateral damper seats 113, lateral stop seats 111, and integral lifting seats 112 can be welded to the longitudinal auxiliary beams 103.

[0164] like Figure 10 and Figure 11 As shown, Figure 11This is a schematic diagram of the mounting structure of the transverse vibration damper seat described in this embodiment. The transverse vibration damper seat 113 includes two mounting seats 1131 and reinforcing ribs 1132. Each mounting seat 1131 includes a second mounting portion 11311 at the top and a support plate 11312 at the bottom. The second mounting portion 11311 is used to adapt to the transverse vibration damper (not shown in the figure) and has corresponding transverse vibration damper mounting holes 11313. Here, the support plate 11312 extends laterally and is fixed to the corresponding longitudinal auxiliary beam 103. The reinforcing ribs are fixedly arranged between the support plates of the two mounting seats; in other words, a mounting portion matching axe-foot type rib design is adopted along the force direction. Overall, the support plate 11312 of the mounting seat 1131 is arranged along the force direction, and the structural design conforms to the load transmission direction. Based on this, the upper edge of the support plate 11312 shown in the figure gradually tapers downward from the middle to both ends to reduce the amount of structural base material used, thereby reasonably controlling the weight.

[0165] Compared to the traditional connection design of mounting blocks and transition seats, this design offers better structural reliability and meets the requirements for lightweight design. Furthermore, the second mounting part 11311 and the support plate 11312 of the mounting seat 1131 can be integral forgings, which can reduce the arrangement of welds and further achieve structural lightweighting.

[0166] In addition, such as Figure 10 As shown, in this embodiment, the lateral stop 111 extends laterally on one side and is bent to form an integral lifting seat 112. Essentially, the lateral stop 111 integrates a lifting function, which simplifies the structure and installation steps, and reduces costs.

[0167] In the above embodiments, the side beams 101, cross beams 102, longitudinal auxiliary beams 103, air spring support beams 104, and each mounting base can all be designed based on equal strength margins, achieving a lightweight structure while meeting strength requirements. Thus, the bogie including this frame can meet high-speed operation and accommodate high-power motors. With the above lightweight design, the frame 100, as a load-bearing structure, only increases in weight by approximately 5% when the motor weight increases by 60% for the same axle load.

[0168] It should be noted that the welding process of this bogie frame requires grinding of the weld seams where stress is high to reduce stress concentration caused by structural anomalies and increase the allowable stress of the weld seams. It should be understood that the specific welding process is not the core inventive point of this application, and those skilled in the art can implement it based on existing technology; therefore, it will not be elaborated upon here.

[0169] Vehicle body 200

[0170] The car body 200 is located above the bogie frame 100 and includes a roof, a chassis 210, two side walls 220, two end walls 230, and a floor 240 fixedly connected to both sides of the roof and chassis. The chassis 210 is connected to the bogie frame 100, and the side walls 220, end walls 230, and floor 240 are all mounted on the chassis 210. This embodiment proposes specific implementation schemes based on structural design and lightweight materials to address the lightweight design requirements of the chassis 210, side walls 220, end walls 230, and floor 240 of the car body 200.

[0171] Please see Figure 12 and Figure 13 , Figure 12 This is a schematic diagram of the end frame structure of the rail vehicle underframe provided in the embodiments of this application. Figure 13 for Figure 12 Connection structure diagram of CRRC coupler and traction beam assembly.

[0172] like Figure 12 and Figure 13 As shown, the end frame is part of the underframe of the rail vehicle, including a coupler seat 211, a traction beam assembly 212, a buffer beam 213, two underframe side beams 214, and a sleeper beam 215.

[0173] Specifically, the coupler seat 211 refers to the coupler mounting seat, used for mounting the coupler. The coupler seat 211 is one of the main load-bearing components of the end frame.

[0174] The traction beam assembly 212 includes a first traction beam 2121, a second traction beam 2122, and two third traction beams 2123. The first traction beam 2121 and the second traction beam 2122 are located on the longitudinal sides of the coupler seat 211, and the two third traction beams 2123 are located on the transverse sides of the coupler seat 211. Furthermore, the first traction beam 2121, the second traction beam 2122, and the two third traction beams 2123 are all connected to the coupler seat 211 to establish a structural connection between the traction beam assembly 212 and the coupler seat 211.

[0175] The buffer beam 213 is a beam structure located at the end of the underframe, and the first traction beam 2121 is connected to the buffer beam 213 at the end that is longitudinally away from the coupler seat 211.

[0176] The two underframe side beams 214 are actually the side beams of the underframe. The two underframe side beams 214 are spaced apart laterally. The two ends of the buffer beam 213 are connected to the two underframe side beams 214 respectively to form the basic frame of the end frame. Laterally, the third traction beam 2123 located on the same side of the coupler seat 211 can be connected to the underframe side beams 214 to connect the coupler seat 211 and the underframe side beams 214 through the third traction beam 2123.

[0177] The two transverse ends of the bolster beam 215 are connected to the two underframe side beams 214 respectively, and the end of the second traction beam 2122 that is longitudinally away from the coupler seat 211 is connected to the bolster beam 215 so as to connect the coupler seat 211 and the bolster beam 215 through the second traction beam 2122.

[0178] Adopting this scheme, the traction beam group 212 in this embodiment presents a "tree-like" structural layout, which can effectively connect the coupler seat 211, buffer beam 213, two underframe side beams 214, and bolster beam 215 into an integral closed frame. Furthermore, this integral closed frame includes multiple partial closed frames, such as the partial closed frame formed by the second traction beam 2122, the third traction beam 2123, the underframe side beams 214, and the bolster beam 215. Thus, the end frame provided in this application can form multiple closed frames of "integral + partial," which not only significantly improves the structural stiffness of the end frame but also optimizes the load transmission path borne by the coupler seat 211, fully utilizing the stiffness contribution of the traction beam group 212, buffer beam 213, underframe side beams 214, and bolster beam 215. 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 211 under load.

[0179] Unlike existing technologies, this application embodiment improves the structural stiffness of the end frame by improving the load transfer 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.

[0180] In this application, the specific structural forms of the first traction beam 2121, the second traction beam 2122, and the third traction beam 2123 are not limited. In practical applications, those skilled in the art can design them according to specific needs, as long as they meet the requirements of use. For ease of understanding, the following embodiments of the present invention will provide a brief description of the second traction beam 2122 and the third traction beam 2123.

[0181] like Figure 13 As shown, the second traction beam 2122 may include a first beam body 21221, a second beam body 21222, and a third beam body 21223. The first beam body 21221 and the second beam body 21222 may be arranged opposite each other in the transverse direction, and the third beam body 21223 may connect the first beam body 21221 and the second beam body 21222 to strengthen the structural connection between them, thereby improving the overall structural stiffness of the second traction beam 2122.

[0182] In the longitudinal direction, at least a portion of the height of the second traction beam 2122 can be gradually reduced along the direction close to the bolster beam 215. This allows for adaptation to dimensional changes between the coupler seat 211 and the bolster beam 215, and also avoids the installation of other components; at the same time, it saves material consumption, achieving a lightweight end frame; furthermore, this gradual dimensional design can mitigate stress, which is beneficial for optimizing stress transmission between the coupler seat 211 and the bolster beam 215.

[0183] In practical applications, both the first beam 21221 and the second beam 21222 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 21223 can be a plate beam, used to connect the lower plates of the first beam 21221 and the second beam 21222, combined with... Figure 13 The third beam 21223 can also be provided with weight reduction holes 21223a to reduce the weight of the third beam 21223, which is conducive to achieving lightweighting.

[0184] The third traction beam 2123 may include a first beam segment 21231 and a second beam segment 21232 arranged at an angle, wherein the first beam segment 21231 may be connected to the coupler seat 211 and the second beam segment 21232 may be connected to the underframe side beam 214.

[0185] Laterally, in a direction away from the coupler seat 211, the first beam segment 21231 can be inclined toward the bolster beam 215. This is more conducive to the force transmission from the coupler seat 211 to the underframe side beam 214, thereby alleviating the stress concentration problem at the connection between the coupler seat 211 and the underframe side beam 214; at the same time, this structural design also helps to reduce interference between the third traction beam 2123 and other components during installation.

[0186] Combination Figure 14 The figure shows the connection structure of the second traction beam, the third traction beam, and the side beam. The extension direction of the first beam segment 21231 and the longitudinal direction can form a first included angle α, and the extension direction of the second beam segment 21232 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.

[0187] As an example, the first included angle α can be between 55° and 70°, for example, 55° or 70°. This can better achieve stress transfer from the coupler seat 211 to the underframe side beam 214 and alleviate stress concentration between the coupler seat 211 and the third traction beam 2123. The second included angle β can be between 75° and 90°, for example, 90°. This can also better alleviate stress concentration between the third traction beam 2123 and the underframe side beam 214, and improve the connection reliability between the third traction beam 2123 and the underframe side beam 214.

[0188] The third traction beam 2123 can also be an I-beam to simplify the structural form.

[0189] Please see Figure 15 and Figure 16 ,in, Figure 15 This is a schematic diagram of the coupler seat. Figure 16 for Figure 15 A schematic diagram of the structure after removing the first top plate.

[0190] As shown in the figure, the coupler seat 211 may include a first top plate 2111, a first bottom plate 2112, a first plate body 2113, and a second plate body 2114. The first top plate 2111 and the first bottom plate 2112 may be vertically spaced apart, while the first plate body 2113 and the second plate body 2114 may be longitudinally spaced apart. Furthermore, both the first plate body 2113 and the second plate body 2114 can be connected to the first top plate 2111, and both can be connected to the first bottom plate 2112. This constructs the basic framework of the coupler seat 211.

[0191] Furthermore, both the first plate 2113 and the second plate 2114 may be provided with mounting holes. For ease of distinction, the mounting hole provided in the first plate 2113 may be referred to as the first mounting hole 21131, and the mounting hole provided in the second plate 2114 may be referred to as the second mounting hole 21141.

[0192] The first mounting hole 21131 and the second mounting hole 21141 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.

[0193] The aforementioned coupler seat 211 may further include a reinforcing structure 2115, which connects the first plate 2113 and the second plate 2114, and also connects the first top plate 2111 and the first bottom plate 2112. By providing this reinforcing structure 2115, a box-shaped frame structure can be constructed for the coupler seat 211, significantly improving its structural rigidity.

[0194] Here, the embodiments of the present invention do not limit the specific structural form of the coupler seat 211. 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 16 As shown, the reinforcing structure 2115 can be a cross plate, and this reinforcing structure 2115 can form a triangular cavity with the second plate 2114 to enhance the reinforcing effect of the reinforcing structure 2115. It should be understood that, as a variation of the above scheme, the reinforcing structure 2115 can also form a triangular cavity with the first plate 2113, or the reinforcing structure 2115 can simultaneously form a triangular cavity with both the first plate 2113 and the second plate 2114, or the reinforcing structure 2115 itself can possess a triangular cavity. This provides reliable load-bearing capacity while simultaneously reducing the weight of the component.

[0195] The reinforcing structure 2115 may also be equipped with connecting ribs, which can be connected to the traction beam assembly 212. In this way, the coupler seat 211 is connected to the traction beam assembly 212 as a component with high structural strength, which helps improve the overall structural performance after the coupler seat 211 and the traction beam assembly 212 are connected. It should be understood that the location of the connecting ribs is not limited to the reinforcing structure 2115; it can also be located at other positions on the coupler seat 211, such as the first top plate 2111, the first bottom plate 2112, etc., as long as it meets the usage requirements.

[0196] As mentioned earlier, the traction beam assembly 212 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 16 As shown, the reinforcing structure 2115 may be provided with a first connecting rib 21151, a second connecting rib 21152 and a third connecting rib 21153. The first connecting rib 21151 may be connected to the first traction beam 2121, the second connecting rib 21152 may be connected to the second traction beam 2122, and the third connecting rib 21153 may be connected to the third traction beam 2123.

[0197] In some alternative embodiments, the end frame provided in this embodiment may further include a connecting beam 216 and a base frame crossbeam 217, combined with Figure 12The base frame crossbeam 217 and the buffer beam 213 can be located on both sides of the longitudinal direction of the bolster beam 215, respectively. The base frame crossbeam 217 can be connected to the two base frame side beams 214, and the connecting beam 216 can connect the bolster beam 215 and the base frame crossbeam 217. In this way, the bolster beam 215 and the base frame crossbeam 217 can form a closed frame, which can further enhance the structural rigidity of the end frame.

[0198] Please see Figure 17 The figure shows the connection structure of the floor, base frame side beams, and connecting beams. As shown, the end frame may also include a floor 240, which is a profile structure and can be located above the second traction beam 2122. In this way, the second traction beam 2122 will not encroach on the floor 240 in the longitudinal direction, reducing the need for cutting the floor 240, thus ensuring the structural integrity of the floor 240, and simplifying the manufacturing and assembly process of the end frame.

[0199] In the above embodiments, among the related beams such as the first traction beam 2121, the second traction beam 2122, the third traction beam 2123, the connecting beam 216, and the base frame crossbeam 217, at least a portion of the beam segment of at least one beam can be an I-beam to simplify the beam structure and reduce the weight of the end frame. 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.

[0200] The aforementioned beams can be extruded profiles, formed by welding profiles and plates, or integrally molded from composite materials such as carbon fiber-reinforced polymer (CFRP) to meet the trend of lightweight design. The materials for each beam can be aluminum alloy, magnesium-aluminum alloy, or some composite materials.

[0201] Please see Figure 18 This figure is a schematic diagram of the overall structure of the vehicle body sidewall structure described in this embodiment. To clearly illustrate the basic unit structure of the vehicle body sidewall and simplify the drawing, the figure only shows the corresponding configuration and structure based on a single window mounting opening. It should be understood that the vehicle body sidewall structure shown in the figure can be arranged sequentially along the longitudinal direction of the vehicle body to form the vehicle body sidewall.

[0202] The vehicle body sidewall structure includes an upper wall panel 221 and a lower wall panel 222, both made of longitudinally extending profiles to achieve good longitudinal load-bearing capacity. Window support columns 223 are longitudinally spaced between the upper wall panel 221 and the lower wall panel 222. Two adjacent window support columns 223, along with the lower edge of the upper wall panel 221 and the upper edge of the lower wall panel 222, form a window mounting opening 224. (Please refer to...) Figure 18 and 18 ,in, Figure 19 for Figure 18 The diagram shows a cross-sectional view of the vehicle body sidewall structure.

[0203] In this design, the upper and lower edges of the upper wall panel 221 are both double-layer profiles, and the wall panel body 22123 between the upper and lower edges is a single-layer profile; similarly, the upper and lower edges of the lower wall panel 222 are both double-layer profiles, and the wall panel body between the upper and lower edges is a single-layer profile. Here, a double-layer profile means that it includes two layers of panels in the thickness direction; a single-layer profile means that it includes one layer of panels in the thickness direction.

[0204] The upper wall panel 221 has longitudinally spaced upper support columns 2214 on its inner side. Each upper support column 2214 is configured such that its lower end is located above the window column 223 and is fixedly connected to at least the wall panel body 22123 of the upper wall panel 221. The lower wall panel 222 has longitudinally spaced lower support columns 2224 on its inner side. Each lower support column 2224 is configured such that its upper end is located below the window column 223 and is fixedly connected to at least the wall panel body of the lower wall panel 222. Thus, the upper and lower support columns are arranged on both sides of the window column, forming a vertically continuous support structure based on the window column and the support columns located on the inner side of the upper and lower wall panels. This effectively transfers vertical loads and improves the overall vertical stiffness of the vehicle body. Furthermore, the middle wall panels of both the upper and lower wall panels can be configured as single-layer profiles, meeting the trend requirements of lightweight design.

[0205] Specifically, please refer to the following: Figure 18 , Figure 19 and Figure 20 ,in, Figure 20 for Figure 19 The diagram shows the connection relationship of the upper wall panels.

[0206] In this design, the upper wall panel 221 includes an upper side beam 2211, an upper wall panel body 2212, and a window upper wall panel 2213 connected sequentially. The upper side beam 2211 and the window upper wall panel 2213 are double-layer profiles. The upper side beam 2211 is used for splicing and fixing the roof 225.

[0207] The upper wall panel 2212 is configured such that its upper edge 22121 and lower edge 22122, which are respectively connected to the upper beam 2211 and the window upper wall panel 2213, are double-layer profiles, and the wall panel 22123 between its upper edge 22121 and lower edge 22122 is a single-layer profile.

[0208] Here, the part where the upper wall panel 2212 connects to the upper beam 2211 and the window upper wall panel 2213 is a double-layer profile. Specifically, the thickness of the lower edge 22111 of the upper beam 2211 is less than the thickness of the body 22112 of the upper beam 2211, and the thickness of the upper edge 22131 of the window upper wall panel 2213 is less than the thickness of the body 22132 of the window upper wall panel 2213. The lower edge 22111 of the upper beam 2211 and the upper edge 22131 of the window upper wall panel 2213 are respectively butted and fixed to the upper edge 22121 and the lower edge 22122 of the upper wall panel 2212, which is conducive to load transfer and avoids stress concentration caused by structural abrupt changes.

[0209] Correspondingly, a first stepped surface 22113 is formed between the inner surface of the body 22112 of the upper beam 2211 and the inner surface of its lower end along 22111; a second stepped surface 22133 is formed between the inner surface of the body 22132 of the window upper wall panel 2213 and the inner surface of its upper end along 22131; the upper and lower ends of each upper support column 2214 are respectively connected and fixed to the first stepped surface 22113 and the second stepped surface 22133. Please refer to the following: Figure 21 The diagram shows a schematic representation of the connection relationship of the upper support column.

[0210] Furthermore, the wall panel 22123 of the upper wall panel 2212 includes longitudinally extending reinforcing ribs 22124, specifically including multiple reinforcing ribs 22124 spaced vertically between the upper edge 22121 and the lower edge 22122. The outer surface of each upper support column 2214 is fixedly connected to the lower edge 22111 of the upper beam 2211, the upper edge 22121 of the upper wall panel 2212, the reinforcing ribs 22124 and the lower edge 22122, and the upper edge 22131 of the window upper wall panel 2213, respectively. For example, but not limited to, the fixed connection is achieved by welding.

[0211] In this design, the outer surfaces of the upper beam 2211, the upper wall panel 2212, and the upper window wall panel 2213 are aligned, while the inner surfaces of the upper beam 2211, the upper support column 2214, and the upper window wall panel 2213 are also flush. In other words, the inner and outer surfaces are designed to transition continuously according to the outline of the vehicle body side wall, so as to facilitate the covering of the inner and outer skins.

[0212] Please see also Figure 18 , Figure 19 and Figure 22 , Figure 22 for Figure 19 The diagram shows the connection relationship of the lower wall panels.

[0213] In this solution, the lower wall panel 222 includes a window sill lower wall panel 2221, a lower wall panel body 2222, and a lower side beam 2223 that are sequentially connected up and down. The window sill lower wall panel 2221 and the lower side beam 2223 are double-layer profiles. Among them, the lower side beam 2223 is used for splicing and fixing with the side wall underframe 226. The thickness of the lower edge 22211 of the window sill lower wall panel 2221 is less than the thickness of the body 22212 of the window sill lower wall panel 2221, and a third stepped surface 22213 is formed between the inner surface of the body 22212 of the window sill lower wall panel 2221 and the inner surface of its lower edge 22211.

[0214] Among them, the lower wall panel body 2222 is a single-layer profile and includes stiffening ribs 22221 formed by longitudinal extension, specifically including a plurality of stiffening ribs 22221 arranged at intervals up and down on the inner surface of the lower wall panel body 2222. The outer surfaces of the respective lower support columns 2224 are fixedly connected to the stiffening ribs 22221 of the lower wall panel body 2222 respectively. For example, but not limited to, the fixed connection is achieved by welding process.

[0215] In order to improve the bearing capacity of the lower wall panel 222, preferably, the upper end of the lower support column 2224 is fixed to the window sill lower wall panel 2221 through an upper connecting beam 2225, and each upper connecting beam 2225 is correspondingly arranged on the third stepped surface 22213 below the window intermediate column 223. The lower end of the lower support column 2224 is fixed to the lower side beam 2223 through a lower connecting beam 2226, and the lower connecting beam 2226 is arranged longitudinally staggered with respect to the upper connecting beam 2225. Here, the upper connecting beam 2225 and the lower edge 22211 and the third stepped surface 22213 of the window sill lower wall panel 2221 enclose and fix to form a "day" - shaped structure, and the lower connecting beam 2226 and the lower side beam 2223 are butt - fixed to form a "day" - shaped structure, which has better structural stiffness.

[0216] In this solution, the outer surfaces of the window sill lower wall panel 2221, the lower wall panel body 2222, and the lower side beam 2223 are aligned, and at the same time, the inner surfaces of the window sill lower wall panel 2221, the upper connecting beam 2225, the lower support column 2224, the lower connecting beam 2226, and the lower side beam 2223 are also flush, that is, the inner and outer surfaces are designed to have a continuous transition according to the outer contour of the vehicle body side wall to facilitate the covering of the inner and outer skins.

[0217] In order to further improve the reliable fixation between each stiffening rib and the corresponding support column, the cross - sections of the stiffening ribs 22124 of the upper wall panel body 2212 and the stiffening ribs 22221 of the lower wall panel body 2222 are both "T" - shaped, and thus the large - sized end surfaces of the stiffening ribs are lapped and fixed to the outer surfaces of the corresponding support columns.

[0218] In this design, the window pier 223 serves as a fundamental component forming a vertically continuous load-bearing structure. To more effectively transfer vertical loads, the window pier 223 is constructed from vertically extending profiles. This allows for more efficient transfer of vertical loads and also reduces material waste in the window area. Please refer to [reference needed]. Figure 18 , Figure 19 , Figure 23 and Figure 24 ,in, Figure 23 for Figure 19 The diagram shows the connection relationship of the window support columns 223. Figure 24 for Figure 18 The CC section view, which is also the cross-sectional view of the window column.

[0219] The two sides of the window support column 223 each have an installation stop 2231, which, together with the installation stop 22134 on the lower edge of the upper window wall panel 2213 and the installation stop 22214 on the upper edge of the lower window wall panel 2221, respectively, form a window installation opening 224. For example... Figure 18 As shown, at the connection point between the upper wall panel 2213 and the window column 223, a connecting part 22135 extends downwards to form a connecting part 22135, and at the connection point between the lower wall panel 2221 and the window column 223, a connecting part 22215 extends upwards to form a connecting part 22215.

[0220] In this design, both the upper window panel 2213 and the lower window panel 2221 are double-layer profiles. Based on the basic profiles of the upper window panel 2213 and the lower window panel 2221, the corresponding window and corresponding connecting parts can be formed by material reduction without affecting their load-bearing capacity. Furthermore, the corners where the connecting part 22135 connects to the upper window panel 2213 and the corners where the connecting part 22215 connects to the lower window panel 2221 can all be rounded from the corresponding profiles to improve strength.

[0221] Please see also Figure 25 and Figure 26 ,in, Figure 25 A partial schematic diagram of the window mounting opening 224. Figure 26 for Figure 25 The D-direction view.

[0222] The middle part of the window pier 223 includes a vertically extending reinforcing rib 2232, and multiple reinforcing ribs 2232 are spaced apart on the inner surface of the window pier 223. Similarly, the reinforcing rib 2232 is "T" shaped, so that it can be fixed to the inner skin based on the large end face of the reinforcing rib 2232.

[0223] Above each window support column 223, two upper support columns 2214 are respectively arranged, with the lower ends of the two upper support columns 2214 vertically opposite to the two sides of the window support column 223. Below each window support column 223, two lower support columns 2224 are respectively arranged, with the upper ends of the two lower support columns 2224 vertically opposite to the two sides of the window support column 223. Overall, for each window support column 223, the combination of the two upper support columns 2214 above it and the two lower support columns 2224 below it results in a more reasonable structural match, forming a vertical support structure with excellent load-bearing capacity.

[0224] The upper support column 2214 can have a "U" shaped cross section, and the lower support column 2224 can have a "U" shaped cross section. In other specific applications, the cross-sectional forms of the upper support column 2214 and the lower support column 2224 can be determined as needed.

[0225] As shown in the figure, each upper support column 2214 is arranged vertically and parallel to each other, and each lower support column 2224 is arranged obliquely relative to the extension direction of the window column 223, and the inclination directions of two adjacent lower support columns 2224 are opposite. The upper and lower ends of the obliquely arranged lower support columns 2224 are fixedly connected to the adjacent upper connecting beam 2225 and lower connecting beam 2226, respectively. In other words, each lower support column 2224 is arranged in a "W" shape, which can take into account the transmission of vertical load and longitudinal load.

[0226] In practical implementation, the window column 223 can be located at the side top arc. The vertical setting is conducive to the bending and shaping of the window column. In other words, the vertical part at the arc is two-dimensional and the oblique part is three-dimensional, which is more difficult to shape. Applying this solution can improve the processability and reduce the manufacturing cost.

[0227] In other specific implementations, the arrangement of each upper support column 2214 and each lower support column 2224 can be determined according to the actual product design needs. For example, but not limited to, each upper support column is set at an angle relative to the extension direction of the window column, or each lower support column is set parallel to the vertical direction. As long as a vertical support structure with excellent load-bearing capacity can be formed, it is within the scope of protection requested in this application.

[0228] As shown in the figure, the upper beam 2211, upper wall panel body 2212, and window upper wall panel 2213 of the upper wall panel 221 are a modular structure that is spliced ​​and fixed. The lower wall panel 222, lower wall panel 221, lower wall panel body 2222, lower beam 2223, upper connecting beam 2225, and lower connecting beam 2226 of the lower wall panel 222 are also modular structures that are spliced ​​and fixed. Specifically, matching insertion slots can be set at the splicing points, and during assembly and fixing, they can be spliced ​​and positioned first and then welded and fixed. That is to say, they can be pre-assembled as individual modules and then assembled with the window columns, or the components can be assembled on an overall tooling, which provides high process flexibility.

[0229] In other specific implementations, the upper beam 2211, upper wall panel body 2212, and window upper wall panel 2213 of the upper wall panel 221 can be integrally formed profiles, and the window lower wall panel 2221, lower wall panel body 2222, and lower beam 2223 of the lower wall panel 222, as well as the upper connecting beam 2225 and lower connecting beam 2226, can be partially or entirely integrally formed profiles according to the process design requirements.

[0230] Specifically, for the method of designing the upper connecting beam 2225 and the lower wall panel 2221 or the lower wall panel 2222 as an integral profile, each upper connecting beam 2225 can be formed by removing material; for the method of designing the lower connecting beam 2226 and the lower wall panel 2222 or the lower side beam 2223 as an integral profile, each lower connecting beam 2226 can be formed by removing material.

[0231] Please see Figure 27 The figure shows a longitudinal view of the end wall of the vehicle body according to an embodiment of this application.

[0232] The end wall 230 includes a frame 231, a door frame 232, and a door opening A.

[0233] The frame 231 includes two vertical beams 2311, which are respectively set on both sides of the vertical center line of the end wall, and the door opening A is formed between the two vertical beams 2311.

[0234] Door frame 232 is installed inside doorway A, and the interior of door frame 232 is used to install the end door. Door frame 232 includes two columns 2321, which are located between two beams 2311. The two columns 2321 are respectively set on both sides of the vertical centerline of the end wall. The two columns 2321 are fixedly connected to the beams 2311 on the same side, which can be done by welding.

[0235] like Figure 28 The column 2321 and the beam 2311 can be inserted into each other laterally along the vehicle via slot B. Specifically, slot B can be provided on the side of the column 2321 away from the vertical centerline of the end wall, with the opening of slot B facing the beam 2311 on the same side, for insertion into the beam 2311 on the same side, as shown in the figure. Alternatively, slot B can be provided on the side of the beam 2311 closer to the vertical centerline of the end wall, with the opening of slot B facing the column 2321 on the same side, for insertion into the column 2321 on the same side.

[0236] Before fixing the column 2321 and the beam 2311, the width of the end door can be measured in advance. Then, the column 2321 is slid laterally so that the beam 2311 or the column 2321 can slide laterally in the slot B. This is to adjust the lateral spacing between the two columns 2321 to fit the actual width of the end door. After adjusting, the column 2321 and the beam 2311 are fixedly connected together.

[0237] The aforementioned end wall can avoid the problem that the end door cannot be assembled between the two columns 2321 or that there is a large gap between the end door and the column 2321 after assembly due to the large difference between the lateral spacing of the two columns 2321 and the actual width of the end door. Therefore, it can improve the assembly speed and assembly quality.

[0238] like Figure 27 The frame 231 also includes an upper horizontal beam 2312 connected between two vertical beams 2311, and the door opening A is formed below the upper horizontal beam 2312. Furthermore, the door frame 232 also includes an upper horizontal column 2322 connected between two vertical columns 2321, and the upper horizontal column 2322 is fixedly connected to the upper horizontal beam 2312, which can be welded.

[0239] like Figure 30 The upper crossbeam 2322 and the upper crossbeam 2312 can be vertically connected to each other via slot B. Specifically, slot B can be provided on the upper side of the upper crossbeam 2322, with the opening of slot B facing the upper crossbeam 2312, for insertion into the upper crossbeam 2312, as shown in the figure. Alternatively, slot B can be provided on the lower side of the upper crossbeam 2312, with the opening of slot B facing the upper crossbeam 2322, for insertion into the upper crossbeam 2322.

[0240] Before fixing the upper horizontal column 2322 and the upper horizontal beam 2312, the height of the end door can be measured in advance. Then, the upper horizontal column 2322 is slid vertically, allowing the upper horizontal beam 2312 or the upper horizontal column 2322 to slide vertically in slot B. This adjusts the height of the upper horizontal column 2322 to fit the actual height of the end door. After adjustment, the upper horizontal column 2322 and the upper horizontal beam 2312 are fixedly connected together. This avoids the problem of the end door not being able to be assembled below the upper horizontal column 2322 or having a large gap between the end door and the upper horizontal column 2322 after assembly due to a large difference between the height of the upper horizontal column 2322 and the actual height of the end door. Therefore, it can further improve the assembly speed and assembly quality.

[0241] like Figure 27The frame 231 also includes two corner beams 2313 and a top transverse curved beam 2314. The two corner beams 2313 are positioned on either side of the vertical centerline of the end wall, and the two ends of the top transverse curved beam 2314 are connected to the tops of the two corner beams 2313 respectively. The top transverse curved beam 2314 is located above the aforementioned upper crossbeam 2312. The two vertical beams 2311 are located between the two corner beams 2313. In operation, the two side walls of the vehicle are connected to the two corner beams 2313 of the end wall, and the vehicle's roof is connected to the top transverse curved beam 2314.

[0242] like Figure 27 The end wall also includes wall panels. The wall panels include two side wall panels 233 respectively disposed on both sides of the vertical center line of the end wall. The two side wall panels 233 are fixedly connected between the corner column beam 2313 and the vertical beam 2311 on the same side, and are fixedly connected at the top to the top transverse curved beam 2314.

[0243] The wall panel may also include a top wall panel 234, which is fixedly connected between two vertical beams 2311 and also fixedly connected between an upper horizontal beam 2312 and a top horizontal curved beam 2314.

[0244] Specifically, such as Figures 28-30 As shown, wall panel supports C extending towards the wall panel can be installed on one side of the top horizontal curved beam 2314, corner column beam 2313, and vertical beam 2311 connecting to the wall panel. After assembly, the wall panel supports C fit against the surface of the wall panel. During assembly, the wall panel supports C can support the wall panel to pre-position it and also provide a connection base for the wall panel.

[0245] Specifically, such as Figure 30 The top transverse curved beam 2314 connects to one side of the vehicle roof, where a roof support arm E extends towards the roof. After assembly, the roof support arm E fits against the roof surface. During assembly, the roof support arm E serves to support the roof to pre-position it and also provides a connection base for the roof.

[0246] Specifically, such as Figure 30 The corner beam 2313 is connected to the side wall of the vehicle, and a side wall support arm D extending towards the side wall is provided on one side. After assembly, the side wall support arm D fits against the surface of the side wall. During assembly, the side wall support arm D can support the side wall to pre-position the side wall, and also provide a connection foundation for the side wall.

[0247] Specifically, the wall panels can be made of aluminum honeycomb, carbon fiber composite, or aluminum foam. These wall panels not only meet strength requirements but are also lightweight and offer good sound insulation.

[0248] If the wall panel is made of aluminum honeycomb or aluminum foam, it can be welded to the frame 231. If the wall panel is made of carbon fiber composite material, it can be riveted to the frame 231.

[0249] Driver's cab 300:

[0250] Please see Figure 31 , Figure 31 This is a structural schematic diagram of the driver's cab in an embodiment of this application.

[0251] The driver's cab 300 in this embodiment includes an outer cover panel 310 and an interior panel 320. Both the outer cover panel 310 and the interior panel 320 are primarily made of composite materials and are integral structures. The composite material can be, for example, carbon fiber, or other composite materials, or a combination of carbon fiber and other composite materials. The interior panel 320 includes a top panel and side panels located on both sides of the top panel, and the outer cover panel 310 covers the outside of the interior panel 320.

[0252] A cavity is formed between the outer cover panel 310 and the interior panel 320. This cavity can include a wiring cavity where electrical wiring can be laid. Of course, connecting devices or other electrical components that need to be housed within the cavity can also be arranged there. In this way, the electrical wiring, connecting devices, and other electrical components are situated within a relatively enclosed and stable cavity, maintaining a stable shape and preventing damage from the external environment. Furthermore, this design also ensures a neat layout for the driver's cab. In addition, the interior panel 320 and the outer cover panel 310 are partially integrated; that is, a portion of the outer cover panel 310 has a gap with the interior panel 320 to form a cavity, while another portion can be rigidly connected to the interior panel 320.

[0253] Specifically, the inner side of the outer cover panel 310 may be provided with a protruding first connecting portion, and the outer side of the interior panel 320 may be provided with a protruding second connecting portion. The first connecting portion and the second connecting portion can overlap and be cured into one piece. The first connecting portion can be directly formed on the outer cover panel 310, or it can be a separate component that is subsequently cured into one piece with the outer cover panel 310; similarly, the second connecting portion can be directly formed on the interior panel 320, or it can be a separate component that is subsequently cured into one piece with the interior panel 320. In this embodiment, curing into one piece can be achieved by wrapping the composite material at the partially overlapping position of the outer cover panel 310 and the interior panel 320, and then curing it in a curing oven.

[0254] The first and second connecting parts can have various structural forms. For example, the middle part of the outer cover panel 310 can be recessed from the outside to the inside along the centerline of the length direction to form an inwardly protruding first connecting part, while the middle part of the top plate of the interior panel 320 can be recessed from the inside to the outside along the centerline of the length direction to form an outwardly protruding second connecting part. Of course, there can also be multiple first and second connecting parts, which are discretely distributed to form multi-point curing. It can be understood that the local curing method is not limited to setting the first and second connecting parts to overlap. For example, the first connecting part can be directly overlapped to the outer surface of the interior panel 320 and then covered with composite material for curing. Conversely, the second connecting part can also be directly overlapped to the inner surface of the outer cover panel 310 and then covered with composite material for curing. That is, only the first connecting part or only the second connecting part can be set. In actual setup, the specific local curing positions and structural forms of the outer cover panel 310 and the interior panel 320 can be flexibly set according to the wiring layout requirements between the outer cover panel 310 and the interior panel 320, as long as the outer cover panel 310 and the interior panel 320 can be ultimately cured into one piece.

[0255] In this embodiment, the outer cover panel 310 and the interior panel 320 can be pre-assembled together and then placed in a curing oven to form an integral main structure of the driver's cab.

[0256] Therefore, it can be seen that the outer cover panel 310 and the interior panel 320 of the driver's cab in this embodiment are processed into an integrated structure, that is, an integrated design. This eliminates the need for intermediate transition connecting parts and a frame, making installation simple and achieving the purpose of integrated design and overall weight reduction.

[0257] Specifically, the first and second connecting portions of the outer cover panel 310 and the interior panel 320 can be positioned and secured by a first fastener, such as a bolt, screw, or rivet, or other conventional mechanical fastening structure. Secured by the first fastener, on the one hand, it ensures pre-positioning and secures the bonding effect; on the other hand, it enhances the reliability of the final integrated structure of the outer cover panel 310 and the interior panel 320.

[0258] Please continue reading Figure 32 , Figure 32 This is a schematic diagram of the splicing of the outer cover panel 310 of the driver's cab in an embodiment of this application.

[0259] The outer cover panel 310 and the interior panel 320 can be a one-piece structure formed in one step, or they can be a one-piece structure formed by splicing and then curing. That is, the outer cover panel 310 and the interior panel 320 can also include multiple spliced ​​panels, which overlap and are cured into one piece. In this way, when processing and manufacturing a large driver's cab, they can be made separately first and then spliced ​​together, which reduces the requirements for molds.

[0260] Furthermore, at least one splicing plate portion of the outer cover panel 310 is a first splicing plate portion 310a, the first splicing plate portion 310a includes at least one first splicing side 310a1, the first splicing side 310a1 forming a stepped plate portion 310a2. Figure 32 The cross-section of the first splicing side 310a1 is Z-shaped; and at least one splicing plate portion of the outer cover plate 310 is a second splicing plate portion 310b, the second splicing plate portion 310b including at least one second splicing side 310b1, the second splicing side 310b1 being provided with an inwardly bent plate portion 310b2. Figure 32 In the middle section, the cross-section of the second splicing side 310b1 is L-shaped. During splicing, the bent plate portion 310b2 abuts against the stepped plate portion 310a2, and the bent plate portion 310b2 and the stepped plate portion 310a2 together form a recess 310e. The recess 310e serves as the joint between two adjacent splicing plate portions, concealing internal components and achieving an aesthetically pleasing effect. Furthermore, the overlapping position of the bent plate portion 310b2 and the stepped plate portion 310a2 can be adjusted to regulate the overlapping area of ​​adjacent splicing plate portions, thereby improving splicing flexibility and accommodating product manufacturing errors.

[0261] Furthermore, let's look at... Figure 32 The outer cover plate 310 also includes a transition connection portion 310c and a second fastener 310d. A portion of the transition connection portion 310c overlaps with the stepped plate portion 310a2 and is fixed by the second fastener 310d. Specifically, a portion of the transition connection portion 310c overlaps with the inner side of the stepped plate portion 310a2, and can be further bonded after overlapping. The other portion of the transition connection portion 310c overlaps with and is bonded to the inner side of the second splicing plate portion 310b. Figure 32 The transition connection 310c is roughly Z-shaped to meet the overlapping requirements of both the step plate 310a2 and the second splicing plate 310b.

[0262] Furthermore, the portions where the transition connection 310c overlaps with the stepped plate 310a2 and the portions where the transition connection 310c adheres to the second splicing plate 310b are both covered with composite material and cured. This means that the transition connection 310c indirectly achieves an integrated design between the first splicing plate 310a and the second splicing plate 310b. The second fastener 310d serves the same purpose as the first fastener mentioned above: pre-positioning before curing and strengthening the fastening. Its structural form can be a conventional mechanical fastening structure such as a bolt, screw, or rivet. Additionally, Figure 32 In this process, the second splicing plate portion 310b and the transition connection portion 310c are only bonded together and are not fastened with fasteners. This avoids the fasteners from penetrating through the second splicing plate portion 310b and being exposed, thus maintaining a relatively clean outer surface.

[0263] Figure 32In the manufacturing process, the stepped plate portion 310a2 of the first splicing plate portion 310a can be bonded to the transition connecting portion 310c and secured with the second fastener 310d. Then, the transition connecting portion 310c can be bonded to the second splicing plate portion 310b. After covering the overlapping area with composite material, it is placed in a curing oven for curing. The transition connecting portion 310c can be made of composite material or metal material, mainly serving as a transition connection, and the material is not specifically limited. It can be seen that when the recess 310e is not formed, the bent plate portion 310b2 can be omitted, and the stepped plate portion 310a2 can be directly overlapped to the inner side of the second splicing plate portion 310b. In this case, the transition connecting portion 310c can also be omitted.

[0264] Please see Figure 33 and Figure 34 , Figure 33 This is a schematic diagram of the outer cover panel 310 of the driver's cab in an embodiment of this application, showing four reinforcement locations A, B, C, and D; Figure 34 for Figure 33 A cross-sectional schematic diagram of the reinforcement position A of the outer cover plate 310.

[0265] In this embodiment, the outer cover panel 310 of the driver's cab is locally reinforced, meaning that reinforcement can be applied to locations where stress is concentrated, such as the front end of the driver's cab or the window area. In this embodiment, the outer cover panel 310 includes an outer layer, a middle layer, and an inner layer. The middle layer is a foam layer sandwiched between the outer and inner layers. The outer and inner layers, forming the main body of the outer cover panel 310, are made of composite materials. During manufacturing, the thickness of the foam layer can be increased at the locations where reinforcement is needed, thus achieving localized reinforcement.

[0266] It is understandable that the outer cover plate 310 does not need to be set as a three-layer structure as a whole. The outer cover plate 310 can be a single-layer composite material structure. Then, a foam layer is provided on the inner side of the location of the outer cover plate 310 that needs to be reinforced, and a composite material layer is laid on the side of the foam layer away from the outer cover plate 310. The composite material layer covers the foam layer and extends to the inner side of the outer cover plate 310, and then is cured and molded. In this way, it is equivalent to setting a three-layer structure in the local location of the outer cover plate 310 that needs to be reinforced, which can also achieve a good reinforcement purpose.

[0267] In addition, such as Figure 31As shown, in this embodiment, the outer cover 310 includes a flow guide plate portion 311 and a cabin cover portion 312. The flow guide plate portion 311 is mainly a streamlined pointed tip, which reduces flow resistance. The cabin cover portion 312 mainly forms the control area, where the driver is located. The interior panel 320 is also mainly arranged on the inner side of the cabin cover portion 312. The flow guide plate portion 311 is located on the front side of the cabin cover portion 312, and the cabin cover portion 312 is covered by the interior panel 320. The driver's cab also includes an airtight partition 340, which separates the driver's cab into a flow guide chamber and a driver's cabin. That is, the driver's cabin portion and the flow guide chamber portion of the driver's cab are an integrated structure, which is simpler and can save assembly time.

[0268] Please see 42 and Figure 36 As shown, Figure 35 for Figure 31 A schematic diagram of the cross-section of the lower part of the driver's cab; Figure 36 for Figure 35 Enlarged view of part I in the middle.

[0269] The driver's cab in this embodiment also includes a driver's cab floor 330 and a suspension bracket 350. The driver's cab floor 330 and the aforementioned interior trim panel 320 constitute the interior of the driver's cab. Specifically, the driver's cab floor 330 can be suspended from the side wall of the driver's cab via the suspension bracket 350. The driver's cab floor 330 has a gap with the vehicle body's underframe 210, that is, the driver's cab floor 330 is suspended above the vehicle body's underframe 210 and does not contact the vehicle body's underframe 210, thereby blocking vibration impacts from the bogie area below the vehicle body's underframe 210, improving passenger comfort and the overall vehicle's vibration resistance. Figure 36 As shown, the hanging component 350 includes an upper connecting end 351 and a lower connecting end 352. The upper connecting end 351 is fixedly connected to the side wall of the driver's cab, and the lower connecting end 352 is fixedly connected to the driver's cab floor 330. The fixing method can be fastening with fasteners or welding. The side wall of the driver's cab includes the side panel of the interior panel 320 and the side panel of the outer cover panel 310. The hanging component 350 can be directly connected to the side panel of the outer cover panel 310. The connection position can be concealed by the interior panel 320, or it can be connected to the side panel of the interior panel 320.

[0270] Please continue reading Figure 37 , Figure 37 for Figure 41 A schematic diagram showing the electrical equipment installed in the driver's cab.

[0271] The cavity between the outer cover panel 310 and the interior panel 320 mentioned above includes a wiring cavity. The specific structural form is not limited. It can be a straight cavity extending from front to back, a curved cavity, or other forms. It can be designed according to the actual electrical wiring requirements. As mentioned above, in addition to wiring, the cavity can also be equipped with connecting devices, electrical components, etc.

[0272] like Figure 37 As shown, equipment 360 can be placed in both the air intake chamber and the driver's compartment of the driver's cab. Equipment 360 can be electrical equipment. In this case, the electrical equipment placed there can be a relatively large equipment 360 compared to the equipment arranged in the aforementioned cavity. Figure 37 The diagram in the middle illustrates the layout principle of equipment 360. Equipment 360 is not limited to electrical equipment; it can also be other types of equipment that need to be installed in the driver's cab. Specifically, after the outer cover panel 310 and the interior panel 320 are solidified into one piece, they are then assembled with the driver's cab floor 330 and the airtight partition 340. Before installation on the vehicle, the required equipment 360 can be pre-installed inside the driver's cab, and the corresponding electrical wiring can be laid out. After the driver's cab is installed as a whole on the vehicle, the electrical wiring inside the driver's cab is connected to the vehicle's wiring through the plug-in port located at the rear of the driver's cab. This saves time on the coordination and assembly of various components and improves manufacturing efficiency.

[0273] In this embodiment, the main body of the outer cover panel 310 and the interior panel 320 of the driver's cab is made of composite materials. This allows for the full utilization of the characteristics of composite material molding and machining, enabling comprehensive topological design to create a complex yet load-bearing optimized structure. This ensures structural strength while reasonably controlling the overall weight. The main body of the outer cover panel 310 and the interior panel 320 in this embodiment is made of composite materials; that is, the outer cover panel 310 and the interior panel 320 can be entirely made of composite materials, or only the main components can be made of composite materials. For example, the locally reinforced areas mentioned in the above embodiment may include foam layers, and transition connections 310c and fasteners may also be provided.

[0274] Under-vehicle equipment system 400:

[0275] Please see Figure 38 , Figure 38 This is a simplified cross-sectional view of the rail vehicle provided in the embodiments of this application.

[0276] like Figure 38 As shown, the rail vehicle provided in this embodiment has an undercarriage equipment system 400 located below the car body 200. The car body 200 has an outer contour surface 200a (bold lines in the attached figure). The undercarriage equipment system 400, located below the car body 200, is used to house the functional equipment of the rail vehicle, such as inverters, air conditioning units, undercarriage water tanks, waste tanks, battery boxes, etc. The undercarriage equipment system 400 also has an undercarriage outer contour surface 400a (bold lines in the attached figure).

[0277] The outer contour surface 200a of the car body and the outer contour surface 400a of the undercarriage together form the outer contour of the rail vehicle. In practice, both the outer contour surface 200a and the undercarriage outer contour surface 400a adopt conformal design to optimize the outer contour of the rail vehicle, thereby improving the smoothness of the rail vehicle during operation and reducing air resistance during operation.

[0278] Here, the embodiments of the present invention do not limit the specific shapes of the outer contour surface 200a and the underside outer contour surface 400a of the vehicle body. In practical applications, those skilled in the art can determine them based on actual needs and certain simulation experiments. Generally speaking, while meeting requirements such as height and width limits, the outer contour surface 200a and the underside outer contour surface 400a of the vehicle body should be designed as streamlined as possible to minimize the running resistance and wear of the rail vehicle.

[0279] As described in the background section, in related technologies, an under-vehicle equipment system includes functional equipment and an equipment compartment. The functional equipment has an independent equipment shell, and the equipment compartment can cover and shield the functional equipment. The outer wall of the equipment compartment can form the under-vehicle outer contour surface.

[0280] In this design, the under-vehicle equipment system 400 actually has two shells: an equipment compartment and an equipment shell, which introduces some structural redundancy. When maintenance is required on the functional components within the equipment, both the equipment compartment and the equipment shell must be opened sequentially, which is inherently inefficient. Furthermore, considering factors such as the requirements for the openability of the maintenance doors on the equipment shell, there is wasted space in both the vertical and horizontal dimensions of the equipment compartment and the functional equipment, resulting in low utilization of the under-vehicle space.

[0281] To address this, this application also provides an integrated under-vehicle equipment system that integrates functional equipment and equipment compartments. By conformally designing the equipment shell of the functional equipment, the equipment shell can directly participate in forming the under-vehicle outer contour surface 400a. Bridging covers can be arranged on one or both sides of the longitudinal direction of the functional equipment to cover the area under the vehicle where no functional equipment is installed. The outer wall surface of the bridging cover can also be conformally designed so that the bridging cover can also directly participate in forming the under-vehicle outer contour surface 400a.

[0282] This approach eliminates the need for an equipment compartment in related technologies, reducing the number of components and thus lowering the redundancy of the undercarriage equipment system 400. Verification with a specific vehicle model shows that the solution in this embodiment reduces the number of undercarriage components by up to 15%, a significant reduction. Furthermore, the reduced number of undercarriage components expands the available space, facilitating the installation and arrangement of functional components. Simultaneously, it also helps reduce the weight of the rail vehicle, meeting the overall lightweight design requirements.

[0283] When maintenance is required, workers can access relevant functional components simply by opening the equipment housing, thus improving maintenance efficiency. Furthermore, since only the housing exists, workers do not need to delve excessively into the under-vehicle equipment system to access the components, expanding the maintenance work space and enhancing convenience.

[0284] like Figure 39 As shown, this figure is a partial structural diagram of the under-vehicle equipment system provided in an embodiment of this application. The integrated under-vehicle equipment system provided in this embodiment includes a functional device 410 and a bridging cover 420. The functional device 410 includes a housing 411 and functional components. The functional components are installed inside the housing 411. The type of functional components is related to the type of functional device 410 and is not limited here. The housing 411 is also used to connect with the underframe 210 to realize the installation and fixation of the functional device 410 at the bottom of the vehicle body 200. The bridging cover 420 is located on one or both longitudinal sides of the functional device 410 and can be connected to the functional device 410 to cover the area under the rail vehicle where the functional device 410 is not installed.

[0285] The equipment housing 411 has a first outer contour surface 400a-1, and the bridging cover 420 has a second outer contour surface 400a-2. The first outer contour surface 400a-1 and the second outer contour surface 400a-2 together form the undercarriage outer contour surface 400a.

[0286] Here, the number of functional devices 410 is not limited in this embodiment of the invention. In practical applications, those skilled in the art can determine the number based on factors such as the type of rail vehicle. For example, the number of functional devices 410 can be one; or, the number of functional devices 410 can be multiple. In this case, each functional device 410 can be arranged at intervals in the longitudinal direction, and a bridging cover 420 is provided between two adjacent functional devices 410.

[0287] Furthermore, the embodiments of the present invention do not limit the location of the functional device 410. In practical applications, those skilled in the art can determine the location based on the relevant functions of the specific functional device 410. For example, the functional device 410 may be located at the longitudinal end of the under-vehicle equipment system 400. In this case, the first outer contour surface 400a-1 also participates in forming the end contour of the under-vehicle equipment system 400. Alternatively, the functional device 410 may be arranged away from the longitudinal end. In this case, the longitudinal end of the under-vehicle equipment system 400 may be formed by the bridging cover 420, and the second outer contour surface 400a-2 may participate in forming the end contour of the under-vehicle equipment system 400.

[0288] A partial area of ​​the equipment housing 411 may form an inspection door 411a, and the outer wall surface of the inspection door 411a may constitute part of the first outer contour surface 400a-1.

[0289] The access door 411a can be in an open state or a closed state. In the open state, the functional components can be directly exposed, allowing personnel to easily inspect and maintain the functional components inside the equipment housing 411. In the closed state, the access door 411a can isolate the functional components from the external environment to protect the functional components.

[0290] The access door 411a can be located on the lateral side of the equipment housing 411 or at the bottom of the equipment housing 411. The specific configuration can be determined according to actual needs, as long as it meets the usage requirements. For ease of explanation, the following description will use the example of the access door 411a being located on the lateral side of the equipment housing 411.

[0291] The access door 411a can be installed and fixed using detachable connectors such as screws. This allows the access door 411a to be removed from its open position by disconnecting the detachable connectors and placing it on the ground or other operating platform. Conversely, it can be reassembled using the detachable connectors when the access door 411a needs to be closed.

[0292] Alternatively, the inspection door 411a can also be a rotating device. In this embodiment, the inspection door 411a can always be located in the under-vehicle equipment system 400. When switching between the open and closed states, the inspection door 411a does not need to be completely disassembled, which helps to improve the efficiency of maintenance. Furthermore, when switched to the open state, the inspection door 411a does not need to be "grounded", which can also reduce the space occupied by related parts during maintenance operations and improve the convenience of maintenance operations.

[0293] The equipment housing 411 may include a frame 411b. Specifically, the frame 411b may be a frame structure composed of multiple beams, used to meet the strength requirements of the equipment housing 411. The aforementioned functional components can be directly mounted on the frame 411b. For example... Figure 40 and Figure 41 As shown, Figure 41 This is a connection structure diagram of the frame, the first base plate, and the access door. The frame 411b may include two transverse side frames 411b-1, a top frame 411b-2, and two longitudinal side frames 411b-3. The two transverse side frames 411b-1 are arranged opposite each other in the transverse direction, and the two longitudinal side frames 411b-3 are arranged opposite each other in the longitudinal direction. The tops of the two transverse side frames 411b-1 and the tops of the two longitudinal side frames 411b-3 are all connected to the top frame 411b-2.

[0294] The equipment housing 411 may also include a bottom plate 411c, which can be fixedly mounted to the lower ends of the two transverse side frames 411b-1 and the two longitudinal side frames 411b-3 to shield the lower side of the functional equipment 410. It should be understood that in some other embodiments, the frame 411b may also include a bottom frame, which can be connected to the two transverse side frames 411b-1 and the two longitudinal side frames 411b-3, and the bottom plate 411c can be mounted on the bottom frame; this is also feasible. Of course, in this embodiment of the invention, the former solution, that is, omitting the bottom frame, is preferred to reduce the overall vehicle weight.

[0295] After the bottom plate 411c is installed, the bottom plate 411c and the side frame 411b-1 can be enclosed to form an inspection port 411d. Workers can perform maintenance work on the functional components through the inspection port 411d. The aforementioned inspection door 411a can specifically achieve the blocking and opening of the inspection port 411d.

[0296] The longitudinal dimensions of the access door 411a can be basically the same as those of the functional equipment 410. In this case, the access port 411d of the functional equipment 410 can be made relatively large, and the maintenance area can be larger. Alternatively, the access door 411a can be distributed only in a local area along the longitudinal direction of the functional equipment 410, which is also feasible.

[0297] like Figure 40 As shown, the transverse frame 411b-1 may include an upper side beam 411b-1a and two longitudinally spaced transition side beams 411b-1b. The two ends of the transition side beams 411b-1b can be connected to the upper side beam 411b-1a and the shell bottom plate 411c, respectively. The inspection port 411d can specifically be formed by the upper side beam 411b-1a, the shell bottom plate 411c, and the two transition side beams 411b-1b; Figure 40In one embodiment, the access port 411d is generally rectangular. In other embodiments, the access port 411d may also be trapezoidal or other structural shapes.

[0298] The access door 411a is rotatably connected to the bottom plate 411c of the housing. In this configuration, a downward-opening structure can be formed, allowing the access door 411a to rotate downwards to switch to the open state. This embodiment can be found in [reference needed]. Figure 40 In addition, the maintenance door 411a can also be an upward-opening structure. In this case, the maintenance door 411a can be rotatably connected to the upper beam 411b-1a or other positions on the upper part of the equipment housing 411. The maintenance door 411a can be rotated upward to switch to the open state.

[0299] Combination Figures 43-45 ,in, Figure 43 for Figure 40 A structural diagram of the first base plate. Figure 44 for Figure 43 Cross-sectional view in the HH direction, Figure 45 for Figure 43 Sectional view in direction II.

[0300] The shell base plate 411c may include a bottom wall 411c-1, two transverse side walls 411c-2, and two longitudinal side walls 411c-3. The two transverse side walls 411c-2 may be spaced apart laterally, and the inner wall surfaces of the two transverse side walls 411c-2 may be connected to the two transverse side frames 411b-1. The two longitudinal side walls 411c-3 may be spaced apart longitudinally, and the inner wall surfaces of the two longitudinal side walls 411c-3 may be connected to the two longitudinal side frames 411b-3.

[0301] The outer wall surface of the transverse sidewall 411c-2 can be formed with a first hinged cylinder 411c-2b. (Combined) Figure 46 The inner wall surface of the inspection door 411a can be formed with a second hinge cylinder 411a-2. In specific assembly, a hinge shaft can also be configured, which can pass through the first hinge cylinder 411c-2b and the second hinge cylinder 411a-2, thereby realizing the rotational connection between the inspection door 411a and the shell bottom plate 411c.

[0302] In fact, the specific implementation of the rotating connection can be diverse, as long as it meets the requirements of use. For example, in the access door 411a and the shell bottom plate 411c, one can be provided with an arc-shaped plate and the other can be provided with a hinge. Through the cooperation of the hinge and the arc-shaped plate, the rotation setting of the access door 411a can also be realized; or, a hinge structure or the like can be provided to realize the rotation setting of the access door 411a.

[0303] Please see Figure 42 and Figure 44 , Figure 42 for Figure 41 A partially enlarged view of region G. The upper side beam 411b-1a and the transition side beam 411b-1b can be provided with a first receiving groove 411b-4, and the transverse sidewall 411c-2 of the shell bottom plate 411c can be provided with a second receiving groove 411c-2a. When the access door 411a is closed, the first sealing member 211a-1 can be embedded in the aforementioned first receiving groove 411b-4 and second receiving groove 411c-2a to effectively reduce the lateral dimension of the equipment shell 411 when the access door 411a is closed.

[0304] Combination Figure 39 and Figure 40 In the area of ​​the skeleton 411b where the bottom plate 411c and the access door 411a are not provided, namely the top frame 411b-2 and the longitudinal side frame 411b-3, a covering plate 411e can be provided to cover the top and longitudinal side of the functional device 410, thereby providing better isolation and protection for the functional device.

[0305] like Figure 47 As shown, this figure illustrates a relative position of the undercarriage equipment system and the chassis. The chassis 210 of the vehicle body 200 may include a connecting component 218 and two chassis side beams 214 arranged laterally opposite each other. The connecting component 218 connects the two chassis side beams 214 to form the chassis 210 into a single integral component. Specifically, the connecting component 218 may be a chassis crossbeam and a vehicle floor; alternatively, the connecting component 218 may only include the vehicle floor, in which case the thickness of the vehicle floor may be appropriately increased.

[0306] When the inspection door 411a is closed, it can contact the underframe side beam 214. This effectively eliminates the gap between the inspection door 411a and the underframe side beam 214, thereby reducing the possibility of dust and other impurities from the transverse upper outer space III of the rail vehicle entering the undercar equipment system 400, which helps ensure the cleanliness of the undercar equipment system 400; furthermore, it also helps improve the aerodynamic performance of the entire vehicle.

[0307] Furthermore, in other specific implementations, when the access door is located at the bottom of the equipment housing, the access door can be slid open relative to the bottom of the equipment housing to achieve the corresponding cooperation.

[0308] like Figure 48As shown in the figure, this is a structural schematic diagram of an air intake scheme for a functional device. The access door 411a may be equipped with a first ventilation opening 411a-1, and the first ventilation opening 411a-1 may also be equipped with a first filter component (not shown in the figure), which may specifically be a filter screen, etc. Through the setting of this first ventilation opening 411a-1, the functional device 410 can draw air from the outer space III in the lateral direction of the under-vehicle equipment system 400 to achieve ventilation and heat dissipation for the functional components.

[0309] like Figure 49 As shown, in actual use, a first chamber I can be formed between the equipment housing 411 and the base frame 210. Specifically, the first chamber I can be located on the upper side of the equipment housing 411, and air is also present in the first chamber I.

[0310] Based on this, in this embodiment of the invention, the device housing 411 may have an inner cavity (not shown in the figure) and a transition cavity 411-1. The functional device can be installed in the inner cavity. The top of the device housing 411 may be provided with a first opening, which can be used to connect the transition cavity 411-1 and the first chamber I. The inner cavity and the transition cavity 411-1 can be separated by a partition 411e-1, which is part of the covering plate 411e. The partition 411e-1 may be provided with a second vent 411e-1a, and the second vent 411e-1a is also equipped with a second filter component (not shown in the figure), which may specifically be a filter screen. The first vent 411a-1 can be connected to the transition cavity 411-1. In this way, the functional device 410 can draw air from the outer space III in the transverse direction of the under-vehicle equipment system 400, and can also draw air from the first chamber I, which can enhance the ventilation and heat dissipation effect.

[0311] In fact, a second chamber II is also formed inside the bridging cover 420, and air is also present in the second chamber II. Thus, a second opening can be provided on the longitudinal side of the device housing 411. This second opening is used to connect the transition chamber 411-1 and the second chamber II, and the second chamber II and the first chamber I can be connected. At this time, the functional device 410 can also draw air from the second chamber II, and the ventilation and heat dissipation effect can be further enhanced.

[0312] It should be understood that there is a corresponding relationship between the differences in ventilation and heat dissipation structure and the types of functional components installed within the functional device 410. If the heat dissipation requirements of the functional components within the functional device 410 are generally low, air can be drawn directly from the outer space III through the first vent 411a-1. If the heat dissipation requirements of the functional components within the functional device 410 are high, air can be drawn simultaneously through both the first vent 411a-1 and the second vent 411e-1a. As for functional components within the functional device 410 with very low heat dissipation requirements, they do not need to be placed against the first vent 411a-1 or the second vent 411e-1a; the air dissipated by other functional components is sufficient to meet basic heat dissipation requirements. In other words, in practical use, the ventilation and heat dissipation structure of the device housing 411 can be adjusted according to the differences in the types and installation positions of the heat dissipation components within the functional device 410.

[0313] Please see Figure 50 The figure is a structural schematic diagram of a specific embodiment of the bridging cover. The bridging cover 420 may include a bottom member 421 and two side members 422, which may be spaced apart in the lateral direction.

[0314] At least one of the side member 422 and the bottom member 421 can be connected to the equipment housing 411 to connect the bridging cover 420 and the functional device 410 into a single integral component. This improves the overall integrity of the under-vehicle equipment system 400 and facilitates the docking and assembly of the under-vehicle equipment system 400 and the vehicle body 200. It should be understood that the bridging cover 420 may not actually be connected to the functional device 410. In this case, the bridging cover 420 can be directly connected to the vehicle body 200 for fixation. The bridging cover 420 and the functional device 410 can be in contact but not connected. For ease of explanation, the following description will use the example of the bridging cover 420 and the functional device 410 being connected.

[0315] In practice, the structure of the bridging cover 420 is different from that of the equipment shell 411. The bridging cover 420 does not have the upper side beam 411b-1a and the transition side beam 411b-1b found in the equipment shell 411. Therefore, the structure of the bridging cover 420 is relatively simple, and the weight of the bridging cover 420 is also lighter, which is conducive to achieving the lightweighting of the whole vehicle.

[0316] 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. A rail vehicle, characterized in that The rail vehicle comprises a bogie and a car body above the bogie; The frame of the bogie comprises two side beam assemblies and cross beam assemblies, the cross beam assemblies are connected between the two side beam assemblies and are longitudinally spaced apart; the side beam assembly comprises a side beam, the side beam comprises a side beam middle section in the middle in the longitudinal direction, a side beam end section, and a side beam transition section connecting the side beam end section and the side beam middle section, the side beam end section is provided with a primary spring seat; the lower surface of the side beam end section comprises a connected inclined surface and horizontal surface, the inclined surface is upwardly inclined from one end to the other end of the side beam transition section; The car body comprises a side wall structure, a bottom frame with an end frame and an end wall structure, the end frame comprises a coupler seat, a traction beam group, two bottom frame side beams and a bolster, the two bottom frame side beams are transversely spaced apart, the transversely opposite ends of the bolster are connected to the middle sections of the two bottom frame side beams respectively, the traction beam group comprises a first traction beam, a second traction beam and two third traction beams, the first traction beam and the second traction beam are located on the longitudinal opposite sides of the coupler seat respectively, and the two third traction beams are located on the transverse opposite sides of the coupler seat respectively; the end of the third traction beam away from the coupler seat in the transverse direction is connected to the corresponding bottom frame side beam, and the end of the second traction beam away from the coupler seat in the longitudinal direction is connected to the bolster; The side wall structure comprises an upper wall plate, the upper wall plate is configured to be made of a longitudinally extending profile, and the upper edge and the lower edge are double-layer profiles, and the wall plate body between the upper edge and the lower edge is a single-layer profile.

2. A rail vehicle according to claim 1, characterised in that The frame of the bogie further comprises a positioning swing arm seat, and the positioning swing arm seat is arranged on the lower surface of the side beam transition section.

3. A rail vehicle according to claim 2, characterised in that The frame of the bogie further comprises a brake hanger seat, and the brake hanger seat is arranged on the inner side of the side beam transition section.

4. The rail vehicle of claim 1, wherein, The side beam has a through hole, and the end of the cross beam passes through the through hole; the side beam end section is higher than the side beam middle section, and the upper surface of the side beam end section is horizontally arranged.

5. A rail vehicle according to claim 4, characterised in that The cross beam assembly of the bogie comprises two cross beams arranged in parallel and two longitudinal auxiliary beams arranged between the two cross beams, and the two ends of one of the cross beams are provided with secondary vertical damper seats.

6. A rail vehicle according to claim 5, characterised in that Two anti-roll torsion bar seats are arranged on one of the cross beams and are located on the sides of the two longitudinal auxiliary beams respectively; the anti-roll torsion bar seat comprises a bottom plate, a cover plate and two arc-shaped webs, the two arc-shaped webs are fixedly arranged between the bottom plate and the cover plate and form a box-shaped structure with an open fixed end and a closed outer end; the cover plate and the two arc-shaped webs are configured to be tapered from the fixed end to the outer end; the bottom plate extends beyond the lower edges of the two arc-shaped webs in the transverse direction to form a first mounting portion for accommodating an anti-roll torsion bar.

7. A rail vehicle according to claim 6, characterised in that In the vertical projection plane, the cover plate and the two arc-shaped webs are configured to be tapered towards each other from the fixed end to the outer end.

8. A rail vehicle according to claim 7, characterised in that In the transverse projection plane, the cover plate is inclined downward from the fixed end to the overhanging end, and the overhanging end of the cover plate is convexly curved and covers the overhanging ends of the two arc-shaped webs.

9. A rail vehicle according to claim 5, characterised in that The middle part of the lower surface of the longitudinal auxiliary beam is provided with a concave part formed by arching upward.

10. Railway vehicle according to claim 9, characterized in that Two transverse damper seats are fixedly arranged on the two longitudinal auxiliary beams respectively and staggered in the longitudinal direction; the transverse damper seat comprises two mounting seats and a reinforcing rib plate, the mounting seat comprises a second mounting part at the top and a support stand plate at the bottom, the second mounting part is used for adapting a transverse damper, the support stand plate is fixedly arranged on the corresponding longitudinal auxiliary beam in the transverse direction, and the reinforcing rib plate is fixedly arranged between the support stand plates of the two mounting seats.

11. A rail vehicle according to claim 5, characterised in that Two motor hangers are fixedly arranged on the two cross beams respectively and staggered in the transverse direction; the ratio of the span of the two cross beams to the distance from the motor mounting surface of the two motor hangers is not less than 0.

6.

12. The rail vehicle of claim 1, wherein, The car coupler seat comprises a first top plate, a first bottom plate, and first and second plate bodies arranged in the longitudinal direction, the first and second plate bodies are connected with the first top plate, the first and second plate bodies are connected with the first bottom plate, and the first and second plate bodies are provided with mounting holes.

13. A rail vehicle according to claim 12, characterised in that The car coupler seat further comprises a reinforcing structure, the reinforcing structure connects the first and second plate bodies, and the reinforcing structure connects the first top plate and the first bottom plate.

14. Railway vehicle according to claim 13, characterized in that The reinforcing structure has a triangular cavity.

15. A rail vehicle according to claim 13, characterised in that The reinforcing structure is provided with a connecting rib, and the connecting rib is connected with the traction beam group.

16. A rail vehicle according to any one of claims 12 to 15, characterised in that, The end frame further comprises a buffer beam, a connecting beam and a bottom frame cross beam, the transverse ends of the buffer beam are connected with the ends of the two bottom frame side beams respectively, and the end of the first traction beam away from the car coupler seat in the longitudinal direction is connected with the buffer beam.

17. A rail vehicle according to claim 1, characterised in that The second traction beam comprises first, second and third beam bodies, the first and second beam bodies are arranged opposite to each other in the transverse direction, and the third beam body connects the first and second beam bodies. In the direction close to the bolster beam, the height of at least part of the second traction beam is gradually reduced.

18. A rail vehicle according to claim 17, characterised in that, The first and second beam bodies are I-beams, and the third beam body is a plate beam.

19. A rail vehicle according to claim 1, characterised in that, The third traction beam comprises first and second beam segments arranged at an angle, the first beam segment is connected with the car coupler seat, and the second beam segment is connected with the side beam. In the transverse direction, the first beam segment is arranged to be inclined toward the bolster beam in the direction away from the car coupler seat.

20. A rail vehicle according to claim 19, characterised in that, The extension direction of the first beam segment and the longitudinal direction form an angle of 55°-70°, and the extension direction of the second beam segment and the longitudinal direction form an angle of 75°-90°.

21. The rail vehicle of claim 16, wherein, The bottom frame cross beam is located on the side of the bolster beam away from the buffer beam, the bottom frame cross beam connects the two bottom frame side beams, and the connecting beam connects the bolster beam and the bottom frame cross beam.

22. The rail vehicle of claim 1, wherein, The cab of the rail vehicle comprises an outer cover plate and an inner trim plate, both of which are of an integral structure; the inner trim plate comprises a top plate and side plates located on both sides of the top plate, the outer cover plate covers the outer side of the inner trim plate, a cavity is formed between the outer cover plate and the inner trim plate, and the inner trim plate and the outer cover plate are locally solidified into an integral body.

23. A rail vehicle according to claim 22, characterised in that The inner side of the outer cover plate is formed with a protruding first connecting part, the outer side of the inner trim plate is formed with a protruding second connecting part, and the first connecting part and the second connecting part are overlapped and solidified into an integral body.

24. The rail vehicle of claim 22, wherein, At least one of the outer cover plate and the inner trim plate comprises a plurality of spliced plate parts, and adjacent spliced plate parts are overlapped and solidified into an integral body.

25. The rail vehicle of claim 22, wherein, The outer cover plate comprises a fairing plate part and a cabin cover plate part, the fairing plate part is located on the front side of the cabin cover plate part, and the cabin cover plate part covers the inner trim plate; the cab further comprises an airtight partition plate, which divides the cab into a fairing room and a driver cabin.

26. The rail vehicle of claim 22, wherein, The main body of the outer cover plate and the inner trim plate is made of a composite material.

27. A rail vehicle according to any one of claims 22 to 26, characterised in that, The outer cover plate is locally reinforced, and the locally reinforced part comprises an outer layer, an inner layer and an intermediate layer, the intermediate layer is a foam layer, and the outer layer and the inner layer are made of a composite material.

28. A rail vehicle according to any one of claims 22 to 26, characterised in that, The cab further comprises a cab floor and a hanger, the cab floor is hung on the side wall of the cab through the hanger, and the cab floor has a spacing from the chassis of the vehicle body.

29. A rail vehicle according to claim 1, characterised in that Further comprising an under-vehicle equipment system installed below the vehicle body, the vehicle body has an outer contour surface, and the under-vehicle equipment system comprises a functional equipment and a bridging cover; The functional equipment comprises an equipment shell and functional devices, the functional devices are installed in the equipment shell, the equipment shell is used to be connected with the chassis, and the equipment shell has a first outer contour surface; The bridging cover is located on one or both longitudinal sides of the functional equipment, and the bridging cover is connected with the equipment shell, the bridging cover has a second outer contour surface, and the first outer contour surface, the second outer contour surface and the outer contour surface of the vehicle body combine to form the outer contour of the rail vehicle.

30. A rail vehicle according to claim 29, characterised in that The equipment shell comprises an access door located on the lateral side of the equipment shell; The access door is rotationally arranged and can be opened upward or downward relative to the lateral side of the equipment shell.

31. A rail vehicle according to claim 29, characterised in that The equipment shell comprises an access door located on the bottom of the equipment shell; The access door is rotationally arranged and can be opened upward or downward relative to the bottom of the equipment shell. Alternatively, the access door is slidingly arranged and can be opened relative to the bottom of the equipment shell.

32. A rail vehicle according to claim 31, characterised in that The equipment shell comprises a framework and a shell bottom plate, the framework comprises two lateral frames arranged opposite in the transverse direction, and the shell bottom plate is connected with the two lateral frames.

33. A rail vehicle according to claim 32, characterised in that The shell bottom plate and the lateral frames enclose a maintenance opening, and the access door can block the maintenance opening.

34. The rail vehicle of claim 32, wherein, The skeleton further comprises a top frame and two longitudinal side frames arranged oppositely in the longitudinal direction, both the two lateral side frames and the two longitudinal side frames are connected with the top frame, and both the two lateral side frames and the two longitudinal side frames are connected with the bottom plate.

35. The rail vehicle of claim 31, wherein, The bottom frame comprises a connecting component and two bottom frame side beams arranged oppositely in the lateral direction, the connecting component connects the two bottom frame side beams; in the closed state, the access door can be in contact with the bottom frame side beams.

36. A rail vehicle according to claim 30 or 31, characterised in that The access door is provided with a first ventilation opening, and the first ventilation opening is further provided with a first filtering component.

37. The rail vehicle of claim 29, wherein, The number of the functional devices is multiple, and each of the functional devices is arranged longitudinally spaced, and the bridge cover is arranged between adjacent two functional devices.

38. A rail vehicle according to any one of claims 29 to 35, characterised in that, The bridge cover comprises a bottom member and two side members, and the two side members are arranged laterally spaced. At least one of the side member and the bottom member is connected with the equipment shell.

39. The rail vehicle of claim 1, wherein, The side wall structure further comprises a lower wall plate, the lower wall plate is also configured to be made of longitudinally extending profiles, and the upper edge and the lower edge are double-layer profiles, and the wall plate body between the upper edge and the lower edge is a single-layer profile.

40. A rail vehicle according to claim 39, characterised in that, The side wall structure further comprises a plurality of inter-window vertical columns, and the plurality of inter-window vertical columns are longitudinally spaced between the upper wall plate and the lower wall plate, and adjacent two inter-window vertical columns and the lower edge of the upper wall plate and the upper edge of the lower wall plate form a window mounting opening.

41. A rail vehicle according to claim 40, characterised in that, The inner side of the upper wall plate is longitudinally spaced with an upper support column, and each of the upper support columns is configured to have a lower end located above the inter-window vertical column and at least fixedly connected with the wall plate body of the upper wall plate; the inner side of the lower wall plate is longitudinally spaced with a lower support column, and each of the lower support columns is configured to have an upper end located below the inter-window vertical column and at least fixedly connected with the wall plate body of the lower wall plate.

42. A rail vehicle as claimed in claim 41, characterised in that, The upper wall plate comprises an upper edge beam, an upper wall plate body and a window upper wall plate connected in sequence from top to bottom, and the lower wall plate comprises a window lower wall plate, a lower wall plate body and a lower edge beam connected in sequence from top to bottom; the upper edge beam, the lower edge beam, the window upper wall plate and the window lower wall plate are double-layer profiles; the upper wall plate body is configured to have double-layer profiles of the upper edge and the lower edge thereof respectively abutting against the upper edge beam and the window upper wall plate, and a single-layer profile of the wall plate body between the upper edge and the lower edge thereof; the lower wall plate body is a single-layer profile.

43. A rail vehicle according to claim 42, characterised in that, The thickness of the lower end of the upper edge beam is less than the thickness of the body of the upper edge beam, and a first step surface is formed between the inner surface of the body of the upper edge beam and the inner surface of the lower end thereof; the thickness of the upper end of the window upper wall plate is less than the thickness of the body of the window upper wall plate, and a second step surface is formed between the inner surface of the body of the window upper wall plate and the inner surface of the upper end thereof; the upper end and the lower end of the upper support column are respectively fixedly connected with the first step surface and the second step surface.

44. A rail vehicle as claimed in claim 43, characterised in that, The lower end of the window lower wall plate has a thickness less than the thickness of the body of the window lower wall plate, and a third step surface is formed between the inner surface of the body of the window lower wall plate and the inner surface of the lower end of the window lower wall plate; the upper end of the lower support column is fixed to the window lower wall plate by an upper connecting beam, and the upper connecting beam is arranged on the third step surface below the window column; the lower end of the lower support column is fixed to the lower edge beam by a lower connecting beam, and the lower connecting beam is arranged longitudinally staggered relative to the upper connecting beam.

45. The rail vehicle of claim 42, wherein, The inner surface of the wall plate body of the upper wall plate body comprises a reinforcing rib extending longitudinally, and the outer surface of the upper support column is fixedly connected with the lower end of the upper edge beam, the upper edge of the upper wall plate body, the reinforcing rib and the lower edge of the upper wall plate body, and the upper end of the upper window wall plate; the inner surface of the lower wall plate body comprises a reinforcing rib extending longitudinally, and the outer surface of the lower support column is fixedly connected with the reinforcing rib of the lower wall plate.

46. A rail vehicle as claimed in claim 45, characterised in that The reinforcing rib of the upper wall plate body and the reinforcing rib of the lower wall plate body are both "T" shaped in cross section and are arranged in multiple vertically spaced apart.

47. A rail vehicle according to any one of claims 44 to 46, characterised in that, The window column is made of a vertically extending profile.

48. A rail vehicle according to claim 47, characterised in that, Two upper support columns are respectively arranged above the window column, and the lower ends of the two upper support columns are arranged vertically opposite to the two sides of the window column; two lower support columns are respectively arranged below the window column, and the upper ends of the two lower support columns are arranged vertically opposite to the two sides of the window column.

49. A rail vehicle according to claim 48, characterised in that, Each of the upper support columns is arranged vertically parallel, each of the lower support columns is arranged obliquely relative to the extension direction of the window column, and the oblique directions of adjacent two lower support columns are opposite; the upper and lower ends of the obliquely arranged lower support column are fixedly connected with the adjacent upper connecting beam and lower connecting beam.

50. The rail vehicle of claim 49, wherein, The upper edge beam of the upper wall plate, the upper wall plate body and the upper window wall plate are fixedly connected in a split structure or are integrally formed; the window lower wall plate, the lower wall plate body and the lower edge beam of the lower wall plate, and the upper connecting beam and the lower connecting beam are fixedly connected in a split structure or are integrally formed.

51. The rail vehicle of claim 48, wherein, Each of the upper support columns is arranged at an angle relative to the extension direction of the window column, or each of the lower support columns is arranged vertically parallel.

52. The rail vehicle of claim 1, wherein, The end wall comprises a frame, a wall plate, a door frame and a door hole, the wall plate is fixedly connected with the frame, the frame comprises two vertical beams arranged on both sides of the vertical center line of the end wall, the door hole is formed between the two vertical beams, the door frame is mounted in the door hole, the door frame comprises two vertical columns arranged on both sides of the vertical center line of the end wall, and the two vertical columns are fixedly connected with the vertical beams on the same side; the vertical column and the vertical beam are provided with a slot towards the vertical column or the vertical beam, so as to be inserted with the vertical column or the vertical beam on the same side.

53. A rail vehicle according to claim 52, characterised in that The frame comprises an upper cross beam connected between two of the vertical columns, the door opening is formed below the upper cross beam, the door frame comprises an upper cross column connected between two of the vertical columns, the upper cross column is fixedly connected with the upper cross beam, and the upper cross column or the upper cross beam is provided with a slot facing the upper cross beam or the upper cross column to insert the upper cross beam or the upper cross column.

54. A rail vehicle as claimed in claim 53, characterised in that The frame comprises two corner column beams arranged on both sides of the vertical center line of the end wall, two of the vertical columns are located between the two corner column beams, and the frame further comprises a top transverse bent beam, two ends of the top transverse bent beam are connected with top ends of the two corner column beams respectively, and the top transverse bent beam is located above the upper cross beam.

55. A rail vehicle as claimed in claim 54, characterised in that The wall panel comprises two side wall panels arranged on both sides of the vertical center line of the end wall respectively, and the side wall panels are connected between the corner column beams and the vertical columns on the same side.

56. The rail vehicle of claim 55, wherein, The wall panel further comprises a top wall panel, and the top wall panel is connected between the two vertical columns and between the upper cross beam and the top transverse bent beam.

57. A rail vehicle according to any one of claims 52 to 56, characterised in that, The wall panel is made of aluminum honeycomb material, carbon fiber composite material or foamed aluminum plate material.

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