Front-end chassis structure, vehicle chassis and rail vehicle

Abstract

The invention belongs to the field of railway vehicles, and particularly discloses a front-end chassis structure, a vehicle chassis and a railway vehicle. The front end chassis structure comprises a front end assembly and a traction beam assembly. The front end assembly includes a stop beam and a front cross beam extending laterally and spaced longitudinally from each other, the stop beam forward of the front cross beam. The draw beam assembly comprises a car coupler mounting seat connected with the front cross beam and two draw beams which are connected with the car coupler mounting seat and extend longitudinally, and each draw beam comprises a main body part located on the rear side of the car coupler mounting seat and a reinforcing part located on the front side of the car coupler mounting seat; the reinforcement portion extends forward from the coupler mount to the stop beam. According to the front-end chassis structure, the force transmission path can be optimized, and therefore the strength of a vehicle body is improved.

Description

Technical Field

[0001] The present invention belongs to the field of rail vehicles, and in particular relates to a front end underframe structure, a vehicle underframe comprising the front end underframe structure, and a rail vehicle comprising the front end underframe structure or the vehicle underframe. Background Art

[0002] At present, with the acceleration of urbanization and the rapid development of urban rail transit, the use of "unmanned driving mode" with mature technology has become a development trend in the field of urban rail transit. Since unmanned subways use more intelligent equipment, this will inevitably cause the weight of the vehicle to increase. At the same time, the requirements for vehicle running speed are getting higher and higher. In view of these situations, for B-type stainless steel vehicles, the existing coupler configuration may not meet the vehicle collision requirements. On the basis that the energy absorption stroke of the coupler is difficult to increase, it is necessary to increase the trigger force value of each energy absorption element of the coupler configuration, but this requires the improvement of the vehicle body strength to match.

[0003] The existing B-type stainless steel vehicle has a body strength of 800KN. It is difficult to change the coupler configuration on this basis. It is necessary to increase the body strength to increase the trigger force of each energy-absorbing element of the coupler. Therefore, it is particularly important to design a new front chassis structure to improve the body strength. Summary of the invention

[0004] The purpose of the present invention is to provide a front end chassis structure which is rationally structured, safe and reliable and suitable for B-type stainless steel vehicles so as to better achieve the continuity of force transmission when the vehicle body is subjected to force, thereby improving the strength of the vehicle body.

[0005] To achieve the above object, the present invention adopts the following technical solutions: According to a first aspect of the present invention, there is provided a front end chassis structure, comprising: a front end assembly, the front end assembly comprising a stop beam and a front cross beam extending laterally and spaced apart from each other longitudinally, the stop beam being located forward of the front cross beam; A traction beam assembly, the traction beam assembly includes a coupler mounting seat connected to the front cross beam and two traction beams connected to the coupler mounting seat and extending longitudinally, each traction beam includes a main body located at the rear side of the coupler mounting seat and a reinforcement portion located at the front side of the coupler mounting seat, and the reinforcement portion extends forward from the coupler mounting seat to the stop beam.

[0006] According to one embodiment of the present invention, the longitudinal section of the reinforcement portion is substantially triangular, and the cross-sectional area of ​​the connection between the reinforcement portion and the coupler mounting seat is larger than the cross-sectional area of ​​the connection between the reinforcement portion and the stop beam.

[0007] According to one embodiment of the present invention, the reinforcement portion is composed of an upper cover plate, a lower cover plate, and an inner web and an outer web connected between the upper cover plate and the lower cover plate, the inner web and the outer web are parallel to each other and laterally spaced apart, the outer web is connected to the lateral ends of the upper cover plate and the lower cover plate, and the inner web is connected to the middle parts of the upper cover plate and the lower cover plate.

[0008] According to one embodiment of the present invention, the lower cover plate includes a horizontally extending first section connected to the stop beam, a horizontally extending second section connected to the coupler mounting seat, and an inclined section extending obliquely from the first section toward the second section, a first circular arc transition section is arranged between the first section and the inclined section, and a second circular arc transition section is arranged between the inclined section and the second section.

[0009] According to one embodiment of the present invention, the arc angle of the first arc transition section is set to 70-80° and / or the arc angle of the second arc transition section is set to 70-80°.

[0010] According to one embodiment of the present invention, the traction beam assembly further comprises a traction beam lower cover plate, which is connected to the bottom sides of the two traction beams and covers only a portion of the longitudinal extension range of the two traction beams.

[0011] According to one embodiment of the present invention, the front-end chassis structure further includes: a bolster assembly, which is connected to the traction beam assembly, the bolster assembly extends transversely and is connected to the middle portion of the two traction beams along the longitudinal direction, and the traction beam lower cover plate extends forward from the bolster assembly and terminates at a certain distance behind the coupler mounting seat.

[0012] According to one embodiment of the present invention, the front end assembly includes an anti-climbing structure arranged in front of the stop beam and an energy absorbing structure arranged between the anti-climbing structure and the stop beam.

[0013] According to one embodiment of the present invention, the energy absorbing structure is configured as a plurality of longitudinally extending variable-section energy absorbing beams.

[0014] According to one embodiment of the present invention, a plurality of longitudinal connecting beams extending longitudinally are arranged between the stop beam and the front cross beam.

[0015] According to one embodiment of the present invention, the front end chassis structure also includes two side beams extending longitudinally and laterally spaced from each other and a rear cross beam extending laterally, the front cross beam is connected between the front ends of the two side beams, the rear cross beam is connected between the rear ends of the two side beams, the traction beam assembly is arranged between the two side beams, and a transverse connecting beam extending laterally is arranged between the side beam and the traction beam closest thereto.

[0016] According to a second aspect of the present invention, a vehicle underframe is provided, comprising the front end underframe structure according to the first aspect of the present invention.

[0017] According to a third aspect of the present invention, there is provided a rail vehicle, which comprises the front end underframe structure according to the first aspect of the present invention or the vehicle underframe according to the second aspect of the present invention.

[0018] By adopting the above technical solution, the present invention has at least the following beneficial effects: The front-end underframe structure provided by the present invention can optimize the force transmission path by providing a reinforcement portion extending forward from the coupler mounting seat for each traction beam, thereby improving the strength of the vehicle body. The underframe and rail vehicle provided by the present invention, because they include the front-end underframe structure, have excellent structural strength and collision performance, can meet the performance requirements such as strength and rigidity, and improve the safety and reliability of vehicle operation. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] In order to more clearly illustrate the technical solutions in the prior art and the embodiments of the present invention, the accompanying drawings required for the prior art and the embodiments of the present invention are briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other accompanying drawings can be obtained based on these accompanying drawings without paying creative work.

[0020] Figure 1 A schematic diagram of a portion of a front end chassis structure in the prior art; Figure 2 It is a schematic diagram of a front-end chassis structure in the prior art; Figure 3 A schematic diagram of a portion of a front-end chassis structure provided by an embodiment of the present invention; Figure 4 A schematic diagram of a front-end chassis structure provided by an embodiment of the present invention; Figure 5 A first stereoscopic schematic diagram of a reinforcement portion of a traction beam provided by an embodiment of the present invention; Figure 6 for Figure 5 A second perspective schematic diagram of a reinforcement portion of a traction beam shown; Figure 7 for Figure 5 A side view of a reinforcement portion of a traction beam is shown; Figure 8 A schematic diagram of a variable cross-section energy-absorbing beam provided by an embodiment of the present invention; Figures 9A-9B This is a diagram of the static strength simulation calculation results of the front-end chassis structure provided by the present invention.

[0021] Reference numerals list 1' front crossbeam; 2' rear crossbeam; 3' traction beam; 4' coupler mounting seat; 5' bolster; 6' traction beam lower cover; 7' wing plate; 8' coupler seat lower cover; 10 front end assembly; 11 stop beam; 12 front crossbeam; 13 anti-climbing structure; 14 energy absorption structure; 141 shell; 142 partition; 15 longitudinal connecting beam; 20 traction beam assembly; 21 coupler mounting seat; 22 traction beam; 221 main body; 222 reinforcement; 2221 upper cover; 2222 lower cover; 2223 inner web; 2224 outer web; 2225 first section; 2226 second section; 2227 inclined section; 2228 first circular arc transition section; 2229 second circular arc transition section; 23 traction beam lower cover; 30 bolster assembly; 40 side beam; 50 rear crossbeam; 60 transverse connecting beam. DETAILED DESCRIPTION

[0022] In order to make the purpose, technical scheme and advantages of the present invention more clearly understood, the embodiments of the present invention are further described in detail below in conjunction with specific embodiments and with reference to the accompanying drawings. In the following description, many specific details are set forth to facilitate a full understanding of the present invention. However, the present invention can be implemented in many other ways different from those described herein, and those skilled in the art can make similar improvements without violating the connotation of the present invention, so the present invention is not limited by the specific embodiments disclosed below.

[0023] The terms used in the embodiments of the present application are only for the purpose of describing specific embodiments, and are not intended to limit the present application. The singular forms of "a", "said" and "the" used in the embodiments of the present application and the appended claims are also intended to include plural forms, unless the context clearly indicates other meanings. The terms "first", "second", "third", etc. are only used for descriptive purposes and cannot be understood as indicating or implying relative importance. The term "or" is usually used to include the meaning of "and / or", unless the content clearly indicates otherwise.

[0024] Mentioning "embodiment" herein means that a particular feature, structure or characteristic described in conjunction with the embodiment may be included in at least one embodiment of the present application. The appearance of the phrase in various locations in the specification does not necessarily refer to the same embodiment, nor is it an independent or alternative embodiment that is mutually exclusive with other embodiments. It is explicitly and implicitly understood by those skilled in the art that the embodiments described herein may be combined with other embodiments. The exemplary embodiments of the present application may be combined with each other, and the exemplary embodiments obtained by combination also fall within the scope of the present application.

[0025] The directional words "longitudinal" mentioned in this article refer to the length of the rail vehicle, "lateral" refers to the width of the rail vehicle, "front" refers to the direction close to the front of the rail vehicle, "rear" refers to the direction close to the rear of the rail vehicle, "inside" refers to the direction close to the center of the rail vehicle, "outside" refers to the direction away from the center of the rail vehicle, and "up" and "down" are all relative positions when the rail vehicle is in a normal driving state, that is, close to the ground is down and away from the ground is up. It should be understood that the use of directional words is only for the clarity and convenience of describing the technical solution, and does not constitute a limitation on the scope of protection.

[0026] like Figure 1 and Figure 2 As shown, the front chassis structure of the existing B-type stainless steel vehicle includes a transversely extending front crossbeam 1' and a rear crossbeam 2', two longitudinally extending traction beams 3', a coupler mounting seat 4' mounted on the front crossbeam 1', and a transversely extending bolster 5'. In the front chassis structure, the two traction beams 3' extend from the front crossbeam 1' or the coupler mounting seat 4' to the rear crossbeam 2', and can transmit longitudinal force between the front crossbeam 1' and the rear crossbeam 2'. However, due to the limitation of the setting mode of the traction beams 3', the longitudinal force transmission path is limited, resulting in the strength being affected. For example, the body strength of the B-type stainless steel vehicle using this front chassis structure is only 800KN. In addition, in the front chassis structure, the bottom sides of the two traction beams 3' are covered with a traction beam lower cover plate 6', and the traction beam lower cover plate 6' extends from the bolster 5' to the coupler mounting seat 4', resulting in a relatively small coupler installation space. In addition, in the front chassis structure, laterally extending wing plates 7' are provided on the left and right sides of the coupler mounting seat 4', and a coupler seat lower cover plate 8' is provided on the bottom side of the coupler mounting seat 4' and the wing plates 7', resulting in a reduction in the vertical space on both sides and the bottom side of the coupler mounting seat 4'.

[0027] In view of the above-mentioned problems and shortcomings of the existing front-end underframe structure, the purpose of the present invention is to provide a front-end underframe structure that is structurally reasonable, safe and reliable and suitable for B-type stainless steel vehicles, so as to better achieve the continuity of force conduction when the vehicle body is subjected to force and thereby improve the strength of the vehicle body.

[0028] In order to achieve the above object, the first aspect of the present invention provides a front-end chassis structure, such as Figure 3 and 4As shown, the front-end chassis structure includes: a front-end assembly 10, the front-end assembly 10 includes a stop beam 11 and a front cross beam 12 which extend laterally and are spaced apart from each other longitudinally, the stop beam 11 being located in front of the front cross beam 12; a traction beam assembly 20, the traction beam assembly 20 includes a coupler mounting seat 21 connected to the front cross beam 12 and two traction beams 22 connected to the coupler mounting seat 21 and extending longitudinally, each traction beam 22 includes a main body 221 located at the rear side of the coupler mounting seat 21 and a reinforcement portion 222 located at the front side of the coupler mounting seat 21, and the reinforcement portion 222 extends forward from the coupler mounting seat 21 to the stop beam 11.

[0029] In the present invention, by providing each traction beam 22 with a reinforcement portion 222 extending forward from the coupler mounting seat 21, the force transmission path can be optimized. Specifically, compared with the existing front-end chassis structure in which the traction beam only extends backward from the coupler mounting seat, the traction beam in the present invention also extends forward from the coupler mounting seat, so that the longitudinal force can be transmitted forward and backward at the same time through the traction beam 22, especially transmitted forward to the stop beam 11 and the front cross beam 12. This arrangement is conducive to improving the continuity of the longitudinal force transmission, making the longitudinal force distribution more reasonable, and is conducive to improving the material utilization rate, thereby improving the strength of the vehicle body. Compared with the existing front-end chassis structure, the front-end chassis structure provided by the present invention eliminates the wing plates and the lower cover plates on both sides of the coupler mounting seat. On the one hand, the vertical height space on both sides of the coupler mounting seat is increased; on the other hand, it helps to achieve a lightweight structure.

[0030] One end of the reinforcement part 222 is connected to the stop beam 11, and the other end is connected to the coupler mounting seat 21 and the front cross beam 12. Specifically, the front end of the reinforcement part 222 is connected to the stop beam 11, and the rear end is connected to the coupler mounting seat 21 and the front cross beam 12. In some embodiments, Figure 3 and Figure 4 As shown, the longitudinal section of the reinforcement part 222 is generally triangular. The cross-sectional area of ​​the connection between the reinforcement part 222 and the coupler mounting seat 21 is larger than the cross-sectional area of ​​the connection between the reinforcement part 222 and the stop beam 11. This arrangement can improve the longitudinal rigidity of the traction beam 22 and reduce the torsional deformation of the stop beam 11 of the front end assembly 10.

[0031] In some embodiments, the reinforcement portion 222 is configured to be hollow, which helps to reduce weight. Figure 5 and Figure 6In the illustrated embodiment, the reinforcement portion 222 is composed of an upper cover plate 2221 , a lower cover plate 2222 , an inner web plate 2223 and an outer web plate 2224 . The inner web 2223 and the outer web 2224 are connected between the upper cover plate 2221 and the lower cover plate 2222. They are parallel to each other and laterally spaced apart. The outer web 2224 is connected to the lateral ends of the upper cover plate 2221 and the lower cover plate 2222, and the inner web 2223 is connected to the middle parts of the upper cover plate 2221 and the lower cover plate 2222. In other words, the other lateral ends of the upper cover plate 2221 and the lower cover plate 2222 extend laterally beyond the inner web 2223, thereby forming a closed space with a roughly U-shaped cross-section by the outer web 2224, the inner web 2223, a part of the upper cover plate 2221, and a part of the lower cover plate 2222, and forming an open space with a roughly C-shaped cross-section by the inner web 2223, another part of the upper cover plate 2221, and another part of the lower cover plate 2222. On the one hand, this arrangement can reduce weight and help achieve lightweight; on the other hand, it can increase the longitudinal stiffness of the traction beam 22 and reduce the torsional deformation of the stop beam 11 of the front end assembly 10.

[0032] In some embodiments, Figure 7 As shown, the lower cover plate 2222 includes a horizontally extending first section 2225 connected to the stop beam 11, a horizontally extending second section 2226 connected to the coupler mounting seat 21, and an inclined section 2227 extending obliquely from the first section 2225 toward the second section 2226, a first arc transition section 2228 is provided between the first section 2225 and the inclined section 2227, and a second arc transition section 2229 is provided between the inclined section 2227 and the second section 2226. The first arc transition section 2228 and the second arc transition section 2229 are provided to disperse the stress concentration of the longitudinal load at the turning point.

[0033] In some embodiments, the arc angle of the first arc transition section 2228 is set to 70-80°, and in some embodiments, the arc angle of the second arc transition section is set to 70-80°. Setting the arc angle in this range helps to best disperse the stress concentration of the longitudinal load at the turning point.

[0034] In some embodiments, the horizontally extending first section 2225 is 100 mm long.

[0035] In some embodiments, Figure 3 and Figure 4As shown, the traction beam assembly 20 further includes a traction beam lower cover plate 23, which is connected to the bottom sides of the two traction beams 22 and extends between the two traction beams 22, and only covers a portion of the longitudinal extension range of the two traction beams 22, but does not completely cover the entire longitudinal range of the two traction beams 22. The traction beam lower cover plate 23 matches the shape of the bottom side of the traction beam 22, and the two fit tightly. In the embodiment shown, a plurality of openings are provided on the traction beam lower cover plate 23, which helps to reduce weight.

[0036] In the illustrated embodiment, the front chassis structure further includes a transversely extending bolster assembly 30, which is connected to the traction beam assembly 20, and is connected to the middle portion of the two traction beams 22 in the longitudinal direction, and the traction beam lower cover plate 23 extends forward from the bolster assembly 30 and terminates at a certain distance behind the coupler mounting seat 21. In other words, the traction beam lower cover plate 23 does not extend forward to the coupler mounting seat 21. Compared with the existing front chassis structure in which the traction beam lower cover plate extends from the bolster area to the coupler mounting seat, the configuration of the present application, on the one hand, helps to increase the coupler installation space; on the other hand, helps to achieve a lightweight structure.

[0037] In a specific example, the lower cover plate 23 of the longitudinal beam is made of a plate with a width of 95 to 100 mm and a thickness of 10 mm, and the vertical plate is 8 mm thick.

[0038] In some embodiments, the front end assembly 10 further includes an anti-climbing structure 13 disposed in front of the stop beam 11 and an energy absorbing structure 14 disposed between the anti-climbing structure 13 and the stop beam 11. By providing the anti-climbing structure 13 and the energy absorbing structure 14, the anti-collision and energy absorbing function of the front end chassis structure can be improved, so that the front end chassis structure provided by the present invention not only has a bearing function, but also has an anti-collision and energy absorbing function.

[0039] In some embodiments, Figure 3 and Figure 4 As shown, the energy absorbing structure 14 is configured as a plurality of longitudinally extending variable-section energy absorbing beams, the cross-sectional area of ​​which gradually decreases from the rear end to the front end, so that the small-section end serves as the starting end of the compression deformation. When a collision occurs, the deformation of the energy absorbing beam can be effectively controlled to start from the small-section end and occur sequentially from front to back, so that the energy absorbing beam has good stability of progressive crushing deformation, thereby improving the anti-collision energy absorption function of the front-end chassis structure and effectively preventing the occurrence of vehicle climbing.

[0040] In some embodiments, Figure 8 As shown, the variable-section energy-absorbing beam includes a shell 141 and at least one partition 142 located inside the shell 141. The partition 142 is connected to the inner wall of the shell 141 and extends in the transverse direction, that is, the plate surface direction of the partition 142 corresponds to the transverse direction.

[0041] In some embodiments, the variable cross-section energy absorbing beam is specifically configured as a variable cross-section trapezoidal energy absorbing beam. For example, a variable cross-section trapezoidal energy absorbing beam is formed by welding a double U-shaped plate. In a specific example, the variable cross-section energy absorbing beam is specifically configured to be 410 to 420 mm long, 70*150 mm at one end, and 110*150 mm at the other end.

[0042] In some embodiments, a plurality of longitudinal connecting beams 15 extending longitudinally are provided between the stop beam 11 and the front cross beam 12 . By providing the longitudinal connecting beams, the longitudinal force conduction can be improved.

[0043] In some embodiments, the front chassis structure further includes two side beams 40 extending longitudinally and laterally spaced from each other and a rear cross beam 50 extending laterally, the front cross beam 12 is connected between the front ends of the two side beams 40, and the rear cross beam 50 is connected between the rear ends of the two side beams 40, thereby defining a frame by the two side beams 40 and the front cross beam 12 and the rear cross beam 50, the traction beam assembly 20 and the pillow beam assembly 30 are arranged in the frame, and the main body 221 of the traction beam 22 extends from the front cross beam 12 to the rear cross beam 50. A plurality of transverse connecting beams 60 extending laterally are arranged between the traction beam 22 and the nearest side beam 40, and by arranging the transverse connecting beams, force conduction can be improved.

[0044] In some embodiments, the coupler mounting seat 21 is welded with the traction beams 22 on both sides in the form of vertical plug plates. In a specific example, the coupler mounting seat has a thickness of 30 mm, and both sides are plugged into the traction beams 22 and are fully welded on eight sides.

[0045] The front chassis structure provided by the present invention meets the 1000KN vehicle body structural strength requirement, while increasing the installation and operation space of the B-type stainless steel vehicle coupler, and verifies through finite element analysis and static strength tests that the front chassis structure meets the performance requirements of strength, stiffness, etc. Specifically, Fig. 9A and 9B As shown in the figure, through static strength analysis, the maximum stress of the front chassis structure under static strength conditions is less than the allowable stress of the material, meeting the requirements of standard EN12663. In addition, the collision performance of the front chassis structure meets the requirements of standard EN15227.

[0046] Based on the same concept, the second aspect of the present invention provides a vehicle chassis, which includes the front-end chassis structure of the first aspect of the present invention. Since it includes the front-end chassis structure of the first aspect of the present invention, the vehicle chassis has all the beneficial effects of the above technical solution, which will not be described in detail here.

[0047] Based on the same concept, the third aspect of the present invention provides a rail vehicle, which includes the front-end chassis structure described in the first aspect of the present invention or the vehicle chassis described in the second aspect of the present invention. Since the front-end chassis structure described in the first aspect of the present invention or the vehicle chassis described in the second aspect of the present invention is included, the rail vehicle has all the beneficial effects of the above technical solutions, which will not be described in detail here.

[0048] The above are exemplary embodiments disclosed in the present invention. The order in which the above embodiments of the present invention are disclosed is for description only and does not represent the advantages and disadvantages of the embodiments. However, it should be noted that the discussion of any of the above embodiments is only exemplary and is not intended to imply that the scope disclosed in the embodiments of the present invention (including the claims) is limited to these examples. Various changes and modifications may be made without departing from the scope defined in the claims. In addition, although the elements disclosed in the embodiments of the present invention may be described or required in individual form, they may also be understood as multiple unless explicitly limited to the singular.

[0049] A person skilled in the art should understand that the discussion of any of the above embodiments is only exemplary and is not intended to imply that the scope of the disclosure of the embodiments of the present invention (including the claims) is limited to these examples; under the concept of the embodiments of the present invention, the technical features in the above embodiments or different embodiments can also be combined, and there are many other changes in different aspects of the embodiments of the present invention as described above, which are not provided in detail for the sake of simplicity. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the embodiments of the present invention should be included in the protection scope of the embodiments of the present invention.

Claims

1. A front-end chassis structure, characterized in that: include: a front end assembly, the front end assembly comprising a stop beam and a front cross beam extending laterally and spaced apart from each other longitudinally, the stop beam being located forward of the front cross beam; A traction beam assembly, the traction beam assembly includes a coupler mounting seat connected to the front cross beam and two traction beams connected to the coupler mounting seat and extending longitudinally, each traction beam includes a main body located at the rear side of the coupler mounting seat and a reinforcement portion located at the front side of the coupler mounting seat, and the reinforcement portion extends forward from the coupler mounting seat to the stop beam.

2. The front end chassis structure according to claim 1, characterized in that: The longitudinal section of the reinforcement portion is substantially triangular, and the cross-sectional area of ​​the connection between the reinforcement portion and the coupler mounting seat is larger than the cross-sectional area of ​​the connection between the reinforcement portion and the stop beam.

3. The front end chassis structure according to claim 2, characterized in that: The reinforcement portion is composed of an upper cover plate, a lower cover plate, and an inner web and an outer web connected between the upper cover plate and the lower cover plate, the inner web and the outer web are parallel to each other and laterally spaced apart, the outer web is connected to the lateral ends of the upper cover plate and the lower cover plate, and the inner web is connected to the middle parts of the upper cover plate and the lower cover plate.

4. The front end chassis structure according to claim 3, characterized in that: The lower cover plate includes a horizontally extending first section connected to the stop beam, a horizontally extending second section connected to the coupler mounting seat, and an inclined section extending obliquely from the first section toward the second section, a first circular arc transition section is provided between the first section and the inclined section, and a second circular arc transition section is provided between the inclined section and the second section.

5. The front end chassis structure according to claim 4, characterized in that: The arc angle of the first arc transition section is set to 70-80° and / or the arc angle of the second arc transition section is set to 70-80°.

6. The front end chassis structure according to claim 1, characterized in that: The traction beam assembly further comprises a traction beam lower cover plate, which is connected to the bottom sides of the two traction beams and covers only a portion of the longitudinal extension range of the two traction beams.

7. The front end chassis structure according to claim 6, characterized in that: Also includes: A bolster assembly, wherein the bolster assembly is connected to the traction beam assembly, the bolster assembly extends transversely and is connected to the middle portion of the two traction beams along the longitudinal direction, and the traction beam lower cover plate extends forward from the bolster assembly and terminates at a certain distance behind the coupler mounting seat.

8. The front end chassis structure according to claim 1, characterized in that: Also includes one or more of the following: The front end assembly includes an anti-climbing structure arranged in front of the stop beam and an energy absorbing structure arranged between the anti-climbing structure and the stop beam; The energy absorbing structure is configured as a plurality of longitudinally extending variable-section energy absorbing beams; A plurality of longitudinal connecting beams extending longitudinally are arranged between the stop beam and the front cross beam; The front-end underframe structure also includes two side beams extending longitudinally and laterally spaced from each other and a rear cross beam extending laterally, the front cross beam is connected between the front ends of the two side beams, the rear cross beam is connected between the rear ends of the two side beams, the traction beam assembly is arranged between the two side beams, and a transverse connecting beam extending laterally is arranged between the side beam and the traction beam closest thereto.

9. A vehicle chassis, characterized in that: The invention comprises the front end chassis structure according to any one of claims 1 to 8.

10. A rail vehicle, characterized in that: It comprises the front end underframe structure according to any one of claims 1 to 8 or the vehicle underframe according to claim 9.

Images