End chassis, car bodies and rail vehicles

Abstract

The present invention relates to the field of rail vehicle technology, and in particular to an end chassis, a vehicle body, and a rail vehicle, wherein the end chassis comprises: a crossbeam, the crossbeam being suitable for connection to the chassis body of the vehicle body, the crossbeam comprising a first beam portion and a second beam portion, the first beam portion being located below the second beam portion, and the two second beam portions being symmetrically connected to the two ends of the first beam portion; a connecting beam, the connecting beam extending along the length direction of the vehicle body; an end beam, the end beam being suitable for connection to the chassis body of an adjacent vehicle body, and the end beam being connected to the first beam portion via the connecting beam. The end chassis optimizes the overall force transmission structure of the chassis by providing a crossbeam with varying heights, so that the space of the end chassis is reasonably optimized, and by adding a small number of curved beams to the end chassis, the number of crossbeams in the traditional chassis structure can be more reasonably and significantly reduced while at least ensuring the original load strength, thereby achieving the goal of lightweighting the train.

Description

Technical Field

[0001] The present invention relates to the technical field of rail vehicles, and in particular to an end underframe, a vehicle body and a rail vehicle. Background Art

[0002] The rubber-tyred rail system is a form of rail transportation that uses tire technology from road transportation. The wheels of rubber-tyred rail trains are no longer traditional steel wheels, but are replaced by rubber wheels. The tracks they run on are also different from traditional steel-wheeled rails, using virtual tracks.

[0003] At present, the existing rubber-wheeled trains are connected by articulated devices, and the ends of the chassis must be equipped with articulated device mounting beams. The existing articulated device mounting beams adopt a structure of articulated brackets and rectangular steel lap angle welds: since ribs cannot be set in the rectangular steel, its longitudinal stiffness is discontinuous, which does not meet the longitudinal load requirements of the rubber-wheeled trains; the vertical load is in the shear direction of the lap angle weld, which does not meet the vertical load distribution requirements between trains; the rectangular steel structure is not compatible with the fish belly section of the chassis, resulting in fragmentation of the surrounding structure and complex welds.

[0004] In addition, the steering and running systems of rubber-wheeled trains have complex spatial motion relationships, and the space allocation of the underframe structure of the existing single-section rubber-wheeled train body is difficult to effectively meet the space requirements of the steering and running systems under complex motion states, which can easily lead to obstruction of the transmission of longitudinal force, lateral force and vertical force of the body during the operation of the train, reducing the overall strength, stiffness, vibration resistance and fatigue resistance of the underframe structure, and thus affecting the overall running smoothness and safety of the train. Summary of the Invention

[0005] The present invention provides an end underframe, a vehicle body and a rail vehicle, which are used to solve one of the defects in the prior art. The end underframe optimizes the overall force transmission structure of the underframe by arranging crossbeams with varying heights, so that the space of the end underframe is reasonably optimized. In addition, by adding a small number of curved beams to the end underframe, the number of crossbeams in the traditional underframe structure can be more reasonably and significantly reduced while at least ensuring the original load strength, thereby achieving the goal of lightweighting the train.

[0006] The present invention provides an end chassis, comprising:

[0007] a crossbeam adapted to be connected to the underframe body of the vehicle body, the crossbeam comprising a first beam portion and a second beam portion, the first beam portion being located below the second beam portion, and two second beam portions being symmetrically connected to both ends of the first beam portion;

[0008] a connecting beam extending along the length direction of the vehicle body;

[0009] An end beam is adapted to be connected to an underframe body of an adjacent vehicle body, and the end beam is connected to the first beam portion via the connecting beam.

[0010] According to an end chassis provided by the present invention, the first beam portion includes:

[0011] a main beam section, the main beam section extending along the width direction of the vehicle body;

[0012] A curved beam section is bent from bottom to top in the width direction of the vehicle body in a direction away from the main beam section, the lower ends of the two curved beam sections are respectively connected to the two ends of the main beam section, the upper ends of the two curved beam sections are respectively connected to the two second beam parts, and the two curved beam sections are symmetrically arranged.

[0013] According to an end chassis provided by the present invention, the curved beam section comprises:

[0014] a straight section connected to the second beam portion;

[0015] A vertical section, one end of which is connected to the straight section, and the other end of which is connected to the main beam section.

[0016] According to an end chassis provided by the present invention, the connecting beam comprises:

[0017] two first longitudinal beams, wherein the first longitudinal beams extend along the length direction of the vehicle body;

[0018] Two second longitudinal beams are symmetrically arranged between the two first longitudinal beams, and the distance between the two second longitudinal beams gradually decreases along the direction from the cross beam to the end beam.

[0019] According to an end chassis provided by the present invention, the first longitudinal beam is connected to the connection between the straight section and the vertical section, and the second longitudinal beam is connected to the connection between the vertical section and the main beam section.

[0020] According to an end chassis provided by the present invention, the main beam section is provided with two first interfaces, the two first interfaces are symmetrically arranged between the two second longitudinal beams, and the straight section is provided with two second interfaces, the two second interfaces are symmetrically arranged on the outside of the two first longitudinal beams.

[0021] According to an end chassis provided by the present invention, the second beam portion includes:

[0022] a transverse section extending along the width direction of the vehicle body;

[0023] An oblique section is gradually inclined from bottom to top in a width direction of the vehicle body toward a direction away from the first beam portion.

[0024] According to an end chassis provided by the present invention, a hinge component is provided on a side of the end beam opposite to the connecting beam.

[0025] The present invention also provides a vehicle body comprising the end underframe described above.

[0026] The present invention also provides a rail vehicle comprising the end underframe as described above or the vehicle body as described above.

[0027] The end chassis provided by the present invention can be used as the rear end chassis of the chassis of the vehicle body. The crossbeam is connected to the rear end of the chassis body, and the two ends of the crossbeam are respectively connected to the middle side beams of the chassis body, so as to transmit the longitudinal force of the chassis body to the end chassis, and utilize the crossbeam to bear both lateral loads and vertical loads. The end beam extends along the width direction of the vehicle body and is connected to the chassis of the adjacent vehicle body. The connecting beam extends in the length direction of the vehicle body as a whole, thereby connecting the end beam and the crossbeam into an integral structure, thereby realizing the function of the end chassis. Among them, the crossbeam is mainly composed of a first beam portion and a second beam portion. The first beam portion and the second beam portion of the crossbeam form a height difference in the vertical direction, thereby adapting to the overall configuration of the chassis body formed by the curved beam setting, thereby meeting the overall force transmission path requirements of the vehicle body chassis.

[0028] The end chassis optimizes the overall force transmission structure of the chassis by setting up crossbeams with varying heights, so that the space of the end chassis is reasonably optimized. By adding a small number of curved beams in the end chassis, the number of crossbeams in the traditional chassis structure can be more reasonably and significantly reduced while at least ensuring the original load strength, thereby achieving the goal of lightweighting the train. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] In order to more clearly illustrate the technical solutions in the present invention or the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0030] Figure 1 is a structural schematic diagram of the underframe structure of a vehicle body provided by an embodiment of the present invention;

[0031] Figure 2 This is one of the structural diagrams of the end chassis provided by an embodiment of the present invention;

[0032] Figure 3 This is the second structural schematic diagram of the end chassis provided by an embodiment of the present invention.

[0033] Reference numerals:

[0034] 100, crossbeam; 110, first beam; 111, main beam section; 112, curved beam section; 1121, straight section; 1122, vertical section; 120, second beam; 121, transverse section; 122, oblique section; 130, first interface; 140, second interface;

[0035] 200, connecting beam; 210, first longitudinal beam; 220, second longitudinal beam;

[0036] 300, end beam; 310, hinged component;

[0037] 400, chassis body; 410, front chassis; 420, middle chassis; 430, rear chassis. DETAILED DESCRIPTION

[0038] To make the objectives, technical solutions, and advantages of the present invention more clear, the technical solutions of the present invention will be clearly and completely described below in conjunction with the accompanying drawings. Obviously, the embodiments described are only some of the embodiments of the present invention, not all of them. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts shall fall within the scope of protection of the present invention.

[0039] The vehicle's chassis consists of a front chassis 410, a middle chassis 420, and a rear chassis 430, which are connected in sequence and are used to carry the longitudinal load of the vehicle from front to back. In some embodiments, the lower portion of the front chassis 410 is suitable for mounting the bogie, steering system, and dual-axle wheel drive system of the running system. The middle chassis 420 has a door area, and the rear chassis 430 is suitable for mounting the single-axle wheel drive system of the running system.

[0040] Among them, the middle chassis 420 and the rear chassis 430 both have a vertical height difference with the front chassis 410, thereby achieving reasonable optimization of the chassis space, and then making the chassis structure well adapted to the reliable connection with the rubber-wheeled train running system and meeting the space requirements of the running system for complex movements.

[0041] The central underframe 420, serving as the underframe body 400, comprises a plurality of curved beams arranged along the width of the vehicle body. Each curved beam has both ends higher than its center, resulting in an overall curved structure with a low center and high ends, with both ends tilted upwards, almost like an arc. Each curved beam's ends are adapted to connect to a pair of side beams of the underframe.

[0042] Optionally, the underframe structure can achieve topological optimization of the overall force transmission path through topology optimization technology and / or digital prototype vehicle (3D DMU) motion simulation technology, ensuring that the underframe structure can reasonably and smoothly transmit the longitudinal load while also reliably transmitting large lateral loads and vertical loads. This can further optimize the force transmission path of the underframe structure during the service of the train, achieve synchronous and reliable transmission of the longitudinal force, lateral force and vertical force of the vehicle body, and effectively improve the overall strength, stiffness, vibration resistance and fatigue resistance of the underframe structure.

[0043] like Figure 1 As shown, the underframe of the train body utilizes a combination of the heights of the front underframe 410, the middle underframe 420, and the rear underframe 430 to achieve an overall adaptive design for the underframe systems of the train's motor and trailer. The height difference between any two of the three components, 410, 420, and 430, can be adjusted as needed, thereby adjusting the underframe structure's ability to withstand longitudinal, transverse, and vertical loads. Furthermore, the heights of the front underframe 410 and the rear underframe 430 can be flexibly adjusted based on the specific structures and space requirements of the motor and trailer running systems. This allows the underframe structure to meet the complex motion space and lightweight requirements of the two different running systems of the rubber-tyred train's motor and trailer.

[0044] It should be noted that in this embodiment, "front" refers to the direction of one end of the underframe structure, and "rear" refers to the direction of the second end of the underframe structure. In this embodiment, "upper," "lower," "higher," and "lower" all refer to vertically relative positions along the vehicle body, with "upper" and "higher" referring to the position or direction of the vehicle roof, and "lower" and "lower" referring to the position or direction under the vehicle. In this embodiment, "inside" refers to the direction inside the vehicle body, and "rear" refers to the direction outside the vehicle.

[0045] like Figure 2 and Figure 3 As shown, the end chassis provided by the embodiment of the present invention includes a crossbeam 100, a connecting beam 200 and an end beam 300. The crossbeam 100 is suitable for connecting to the chassis body 400 of the vehicle body. The crossbeam 100 includes a first beam portion 110 and a second beam portion 120. The first beam portion 110 is located below the second beam portion 120, and the two second beam portions 120 are symmetrically connected to the two ends of the first beam portion 110; the connecting beam 200 extends along the length direction of the vehicle body; the end beam 300 is suitable for connecting to the chassis body 400 of the adjacent vehicle body, and the end beam 300 is connected to the first beam portion 110 through the connecting beam 200.

[0046] The end chassis of the embodiment of the present invention can serve as the rear end chassis 430 of the vehicle's chassis. The crossbeam 100 is connected to the rear end of the chassis body 400. The ends of the crossbeam 100 are respectively connected to the middle side beams of the chassis body 400, thereby transmitting the longitudinal force of the chassis body 400 to the end chassis. The crossbeam 100 also supports both lateral and vertical loads. The end beam 300 extends along the width of the vehicle body and connects to the chassis of the adjacent vehicle body. The connecting beam 200 extends along the length of the vehicle body, thereby connecting the end beam 300 and the crossbeam 100 into a single structure, thereby realizing the function of the end chassis. The crossbeam 100 is mainly composed of a first beam portion 110 and a second beam portion 120. The first beam portion 110 and the second beam portion 120 of the crossbeam 100 form a height difference in the vertical direction, thereby adapting to the overall configuration of the chassis body 400 formed by the curved beam arrangement, thereby meeting the overall force transmission path requirements of the vehicle body chassis.

[0047] The end chassis optimizes the overall force transmission structure of the chassis by setting a crossbeam 100 with varying heights, so that the space of the end chassis is reasonably optimized. In addition, by adding a small number of curved beams in the end chassis, the number of crossbeams 100 in the traditional chassis structure can be more reasonably and significantly reduced while at least ensuring the original load strength, thereby achieving the goal of lightweighting the train.

[0048] According to an embodiment provided by the present invention, the first beam portion 110 includes a main beam section 111 and a curved beam section 112, the main beam section 111 extends along the width direction of the vehicle body; the curved beam section 112 bends from bottom to top in the width direction of the vehicle body toward a direction away from the main beam section 111, the lower ends of the two curved beam sections 112 are respectively connected to the two ends of the main beam section 111, and the upper ends of the two curved beam sections 112 are respectively connected to the two second beam portions 120, and the two curved beam sections 112 are symmetrically arranged.

[0049] In this embodiment, the first beam portion 110 is mainly composed of a main beam section 111 and a curved beam section 112. The curved beam sections 112 are symmetrically arranged at both ends of the main beam section 111. The second beam portion 120 is connected to the main beam section 111 through the curved beam section 112, thereby forming a symmetrical structure of the second beam portion 120 relative to the first beam portion 110.

[0050] The first beam portion 110 preferably has a stepped structure, with the main beam section 111 located in the middle of the entire crossbeam 100, forming a sunken structure in the middle of the crossbeam 100. With the plane of the connecting beam 200 as the reference plane, the main beam section 111 is located below the reference plane. A pair of second beam portions 120 are connected to the curved beams at both ends of the main beam section 111. The curved beam sections 112 extend outward from the ends of the main beam section 111, that is, toward the middle side beams of the chassis body 400, facilitating the upward and outward extension of the second beam portions 120 to connect to the middle side beams of the chassis body 400.

[0051] In this embodiment, in order to adapt to the installation space and movement space of the single-axle wheel drive system of the running system at the bottom of the end chassis, the end position of the first beam portion 110 is constructed into a curved beam section 112, and the main beam section 111 and the curved beam section 112 are an integrally formed structure. The overall position of the curved beam section 112 is higher than the main beam section 111. Affected by the curved configuration, the first beam portion 110 has a stepped structure, which can improve the structural strength and mechanical transmission effect of the cross beam 100.

[0052] According to one embodiment provided by the present invention, the curved beam section 112 includes a straight section 1121 and a vertical section 1122. The straight section 1121 is connected to the second beam portion 120; the vertical section 1122 is connected to the straight section 1121 at one end and to the main beam section 111 at the other end. In this embodiment, the curved beam section 112 is primarily composed of the connected straight section 1121 and vertical section 1122. One end of the straight section 1121 is connected to the second beam portion 120, the other end of the straight section 1121 is connected to one end of the vertical section 1122, and the other end of the vertical section 1122 is connected to the main beam section 111. Furthermore, the straight section 1121 and the vertical section 1122 are connected at a perpendicular angle, meaning that the curved beam section 112 is a right-angled beam.

[0053] In this embodiment, the structural design of the straight section 1121 and the vertical section 1122 is more convenient for processing and manufacturing the beam 100. In other embodiments, on the basis of meeting mechanical requirements, the curved beam section 112 can also be an arc-shaped curved beam.

[0054] According to an embodiment provided by the present invention, the connecting beam 200 includes two first longitudinal beams 210 and two second longitudinal beams 220, the first longitudinal beams 210 extending along the length direction of the vehicle body; the two second longitudinal beams 220 are symmetrically arranged between the two first longitudinal beams 210, and the distance between the two second longitudinal beams 220 gradually decreases along the direction from the cross beam 100 to the end beam 300.

[0055] In this embodiment, the connecting beam 200 is mainly composed of a first longitudinal beam 210 and a second longitudinal beam 220, specifically a pair of first longitudinal beams 210 and a pair of second longitudinal beams 220, and are respectively arranged in a symmetrical form along the length axis of the vehicle body. One end of the first longitudinal beam 210 and the second longitudinal beam 220 is connected to the cross beam 100, and the other end of the first longitudinal beam 210 and the second longitudinal beam 220 is connected to the end beam 300.

[0056] The first longitudinal beam 210 extends along the length of the vehicle body. Two first longitudinal beams 210 are arranged in parallel and spaced a certain distance apart in the horizontal direction to jointly bear the longitudinal load of the vehicle body. The second longitudinal beam 220 extends along the length of the vehicle body. Two second longitudinal beams 220 are arranged in parallel and spaced a certain distance apart in the horizontal direction to jointly bear the longitudinal load of the vehicle body.

[0057] In this embodiment, the distance between the two second longitudinal beams 220 gradually decreases from the cross beam 100 to the end beam 300, that is, the two second longitudinal beams 220 are relatively inclined and gradually approach each other, and the two first longitudinal beams 210 remain parallel or relatively inclined and gradually approach each other, but the inclination angle of the first longitudinal beam 210 is much smaller than the inclination angle of the second longitudinal beam 220. Therefore, there is a certain distance between the connection positions of the first longitudinal beam 210 and the second longitudinal beam 220 on the end beam 300. Therefore, on the horizontal plane, an angle is formed between the extension direction of the first longitudinal beam 210 and the extension direction of the second longitudinal beam 220 to form a triangular configuration support connection structure of the first longitudinal beam 210, the second longitudinal beam 220 and the end beam 300, thereby improving the stability and bearing capacity of the horizontal load-bearing structure of the end chassis.

[0058] According to one embodiment of the present invention, the first longitudinal beam 210 is connected to the connection between the straight section 1121 and the vertical section 1122, and the second longitudinal beam 220 is connected to the connection between the vertical section 1122 and the main beam section 111. In this embodiment, the connection positions of the first longitudinal beam 210 and the second longitudinal beam 220 on the crossbeam 100 have a height difference, that is, the first longitudinal beam 210 is connected to the curved beam section 112, and the second longitudinal beam 220 is connected to the main beam section 111. The first longitudinal beam 210 and the second longitudinal beam 220 are located opposite each other in the vertical direction but at different heights.

[0059] In this embodiment, with the end beam 300 as the reference axis, the plane in which the pair of second longitudinal beams 220 lie is tilted downward relative to the plane in which the pair of first longitudinal beams 210 lie. That is, the connection between the pair of second longitudinal beams 220 and the crossbeam 100 is lower than the connection between the pair of first longitudinal beams 210 and the crossbeam 100. The first longitudinal beams 210 extend horizontally. This arrangement does not interfere with the floor installed on the pair of first longitudinal beams 210 and also allows the connection points of the first and second longitudinal beams 210 and 220 on the crossbeam 100 to be vertically spaced. Therefore, in the vertical plane, the extension directions of the first and second longitudinal beams 210 and 220 form an angle, forming a triangular support connection structure of the first and second longitudinal beams 210, 220, and crossbeam 100, thereby enhancing the stability and load-bearing capacity of the vertical load-bearing structure of the end chassis.

[0060] The first end of the second longitudinal beam 220 is connected to the bend of the curved beam section 112, and the first end of the first longitudinal beam 210 is connected to the connection between the curved beam section 112 and the main beam section 111. Therefore, the first end of the second longitudinal beam 220 is located below the first end of the first longitudinal beam 210. The second end of the second longitudinal beam 220 and the second end of the first longitudinal beam 210 are respectively connected to the end beam 300, and the second end of the second longitudinal beam 220 is located inward of the second end of the first longitudinal beam 210. This optimal structural arrangement ensures that the pair of second longitudinal beams 220 and the pair of first longitudinal beams 210 do not interfere with each other on the end beam 300, avoids unnecessary bending and torsional damage to the end beams 300, and improves the overall strength of the rear end chassis 430. It is preferred to ensure that the spacing between the first ends of a pair of second longitudinal beams 220 is not less than the spacing between the second ends, that is, the second longitudinal beam 220 can be set to be parallel to the first longitudinal beam 210, or it can be set to be retracted inward at the end of the end beam 300 (that is, in an "eight" shape). During the load transfer process, the retracted setting of the rear end of the second longitudinal beam 220 can be used to buffer the impact of the longitudinal load and assist in bearing part of the lateral load and vertical load.

[0061] According to an embodiment provided by the present invention, the main beam section 111 is provided with two first interfaces 130, and the two first interfaces 130 are symmetrically arranged between the two second longitudinal beams 220, and the straight section 1121 is provided with two second interfaces 140, and the two second interfaces 140 are symmetrically arranged on the outer sides of the two first longitudinal beams 210.

[0062] In this embodiment, first interface 130 is suitable for connecting to the V-shaped tie rods of the running system, and second interface 140 is suitable for connecting to the longitudinal tie rods of the running system. The structure of crossbeam 100 can accommodate the installation requirements of various tie rod mounts. Specifically, the first interface 130 and the second interface 140 are installed on the main beam section 111 as tie rod mounts, and the tie rod mounts are distributed on at least one of the main beam section 111 and the curved beam section 112.

[0063] In order to meet the extension and installation position requirements of the V-shaped tie rod and longitudinal tie rod of the running system, the first interface 130 is set between the second longitudinal beams 220, and the two first interfaces 130 are set symmetrically, and the first longitudinal beam 210 is set between the two second interfaces 140, and the two second interfaces 140 are set symmetrically.

[0064] According to one embodiment provided by the present invention, the second beam portion 120 includes a transverse section 121 and an oblique section 122. The transverse section 121 extends along the width direction of the vehicle body; the oblique section 122 gradually slopes upward from bottom to top in the width direction of the vehicle body, away from the first beam portion 110. In this embodiment, the second beam portion 120 is primarily composed of the transverse section 121 and the oblique section 122. The transverse section 121 is connected to the straight section 1121 of the curved beam section 112 via the oblique section 122. The transverse section 121 and the curved beam section 112 are spaced a certain distance apart in the horizontal direction, and the horizontal spacing between the two transverse sections 121 is greater than the horizontal spacing between the two curved beam sections 112. Therefore, the oblique section 122 connects the two sections.

[0065] In this embodiment, the transverse section 121 is configured as a horizontal beam. This section 121 improves the connection strength between the crossbeam 100 and the central side beam of the chassis. Each diagonal section 122 is configured with a transverse section 121 at the end away from the main beam section 111, which acts as a beam body that is bent and adjusted to form a single-piece second beam portion 120.

[0066] In this embodiment, the crossbeam 100 is constructed as a wing-shaped curved beam structure, which can be an arc-shaped structure, or a multi-segment stepped structure formed by connecting several horizontal beam segments, or a combination of the above two structures.

[0067] According to one embodiment of the present invention, an articulated component 310 is provided on the side of the end beam 300 opposite the connecting beam 200. In this embodiment, the end beam 300 is equipped with a plurality of articulated components 310. These articulated components 310 can serve as mounting interfaces for articulated devices, allowing them to be connected. The articulated components 310 are arranged at intervals and in a configuration compatible with the articulated devices.

[0068] The vehicle body provided by the present invention is described below. The vehicle body described below and the end chassis described above can be referred to in correspondence with each other.

[0069] An embodiment of the present invention further provides a vehicle body comprising the end chassis according to the above embodiment.

[0070] The rail vehicle provided by the present invention is described below. The rail vehicle described below and the end chassis or vehicle body described above can be referred to in a corresponding manner.

[0071] An embodiment of the present invention further provides a rail vehicle, comprising the end underframe as described in the above embodiment or the vehicle body as described in the above embodiment.

[0072] The car body of the embodiment of the present invention is a train car body equipped with an end underframe, and the rail vehicle of the embodiment of the present invention is a rubber-wheeled train equipped with an end underframe or having a train car body.

[0073] In the description of the embodiments of the present invention, it should be noted that the terms "center", "longitudinal", "lateral", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", etc., indicating the orientation or positional relationship, are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing the embodiments of the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operate in a specific orientation, and therefore should not be understood as limiting the embodiments of the present invention. In addition, the terms "first", "second", and "third" are used for descriptive purposes only and should not be understood as indicating or implying relative importance.

[0074] In the description of the embodiments of the present invention, it should be noted that, unless otherwise specified or limited, the terms "connected" and "connection" should be understood in a broad sense. For example, they can refer to fixed connections, detachable connections, or integral connections; mechanical connections, electrical connections; and direct connections or indirect connections through an intermediary. Those skilled in the art will understand the specific meanings of the above terms in the embodiments of the present invention based on the specific circumstances.

[0075] In the embodiments of the present invention, unless otherwise expressly specified or limited, a first feature being "above" or "below" a second feature may mean that the first and second features are in direct contact, or that the first and second features are in indirect contact through an intermediate medium. Furthermore, a first feature being "above," "above," or "above" a second feature may mean that the first feature is directly above or diagonally above the second feature, or simply means that the first feature is at a higher level than the second feature. A first feature being "below," "below," or "below" a second feature may mean that the first feature is directly below or diagonally below the second feature, or simply means that the first feature is at a lower level than the second feature.

[0076] In the description of this specification, the reference terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" mean that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the embodiment of the present invention. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art can combine and combine different embodiments or examples described in this specification and features of different embodiments or examples without contradiction.

[0077] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the various embodiments of the present invention.

Claims

1. An end chassis, characterized in that: include: A crossbeam (100), the crossbeam (100) being suitable for connection to a chassis body (400) of a vehicle body, the crossbeam (100) comprising a first beam portion (110) and a second beam portion (120), the first beam portion (110) being located below the second beam portion (120), and two second beam portions (120) being symmetrically connected to both ends of the first beam portion (110); A connecting beam (200), the connecting beam (200) extending along the length direction of the vehicle body; an end beam (300), the end beam (300) being adapted to be connected to an underframe body (400) of an adjacent vehicle body, the end beam (300) being connected to the first beam portion (110) via the connecting beam (200); The first beam portion (110) comprises: A main beam section (111), the main beam section (111) extending along the width direction of the vehicle body; a curved beam section (112), wherein the curved beam section (112) is curved from bottom to top in a direction away from the main beam section (111) in the width direction of the vehicle body, the lower ends of the two curved beam sections (112) are respectively connected to the two ends of the main beam section (111), the upper ends of the two curved beam sections (112) are respectively connected to the two second beam portions (120), and the two curved beam sections (112) are symmetrically arranged; The curved beam section (112) comprises: a straight section (1121), the straight section (1121) being connected to the second beam portion (120); A vertical section (1122), one end of the vertical section (1122) is connected to the straight section (1121), and the other end is connected to the main beam section (111).

2. The end chassis according to claim 1, characterized in that The connecting beam (200) comprises: two first longitudinal beams (210), the first longitudinal beams (210) extending along the length direction of the vehicle body; Two second longitudinal beams (220), the two second longitudinal beams (220) are symmetrically arranged between the two first longitudinal beams (210), and the distance between the two second longitudinal beams (220) gradually decreases along the direction from the cross beam (100) to the end beam (300).

3. The end chassis according to claim 2, characterized in that The first longitudinal beam (210) is connected to the connection between the straight section (1121) and the vertical section (1122), and the second longitudinal beam (220) is connected to the connection between the vertical section (1122) and the main beam section (111).

4. The end chassis according to claim 2, characterized in that The main beam section (111) is provided with two first interfaces (130), and the two first interfaces (130) are symmetrically arranged between the two second longitudinal beams (220); the straight section (1121) is provided with two second interfaces (140), and the two second interfaces (140) are symmetrically arranged on the outsides of the two first longitudinal beams (210).

5. The end chassis according to any one of claims 1 to 4, characterized in that: The second beam portion (120) comprises: a transverse section (121), the transverse section (121) extending along the width direction of the vehicle body; An oblique section (122), the oblique section (122) gradually tilts from bottom to top in a direction away from the first beam portion (110) in the width direction of the vehicle body.

6. The end chassis according to any one of claims 1 to 4, characterized in that: A hinge component (310) is provided on a side of the end beam (300) opposite to the connecting beam (200).

7. A vehicle body, characterized in that: Comprising the end chassis according to any one of claims 1 to 6.

8. A rail vehicle, characterized in that: Comprising the end underframe according to any one of claims 1 to 6 or the vehicle body according to claim 7.

Images