Central underframe, car body underframe, and rail vehicle

Abstract

This invention relates to the field of rail vehicles, providing a central underframe, a car body underframe, and a rail vehicle. The central underframe includes a pair of side beams; a first crossbeam, laid in the passenger compartment area, with both ends of the first crossbeam connected between the pair of side beams; a second crossbeam, laid in the door area, with both ends of the second crossbeam connected between the pair of side beams; and a passenger compartment floor, laid between the pair of side beams, with the height of both ends of the passenger compartment floor higher than the height of the middle section along the length of the vehicle. This central underframe helps improve the passenger riding experience during vehicle operation; enhances the smoothness and comfort of the ride; to a certain extent meets the bogie installation requirements in 100% low-floor vehicles; and can also effectively improve the rigidity and stability of the entire central underframe. This configuration not only enhances the overall load-bearing capacity of the vehicle but also improves the safety of the vehicle under high-speed driving or complex road conditions. The central underframe also facilitates subsequent maintenance and repair work.

Description

Technical Field

[0001] This invention relates to the field of rail vehicles, and provides a central underframe, a car body underframe, and a rail vehicle. Background Technology

[0002] In related technologies, for 100% low-floor vehicles, due to the certain height difference during bogie installation, the central underframe in related technologies cannot meet the bogie installation requirements of 100% low-floor vehicles. Summary of the Invention

[0003] This invention provides a central underframe to address the shortcomings of related technologies where central underframes cannot meet the bogie installation requirements of 100% low-floor vehicles.

[0004] This invention also provides a vehicle chassis.

[0005] This invention also provides a rail vehicle.

[0006] A first aspect of the present invention provides a central base frame, comprising:

[0007] A pair of edge beams;

[0008] The first crossbeam is laid in the living room area, and the two ends of the first crossbeam are connected between a pair of the side beams;

[0009] The second crossbeam is laid in the door area, and the two ends of the second crossbeam are connected between the pair of side beams;

[0010] The passenger compartment floor is laid between the pair of side beams, and along the length of the vehicle, the height of the two ends of the passenger compartment floor is higher than the height of the middle of the passenger compartment floor.

[0011] According to one embodiment of the invention, a longitudinal beam is also included, which is laid between a pair of side beams along the length of the vehicle.

[0012] According to one embodiment of the present invention, the invention further includes a first inclined beam, a first end of which is connected to a pair of said side beams, the first inclined beam being connected to at least one of the first crossbeam and the second crossbeam, and a second end of which extends toward the center of the base frame.

[0013] According to one embodiment of the present invention, a second inclined beam is connected at the connection point between the first inclined beam and the first crossbeam, and the other end of the second inclined beam is connected to a pair of side beams.

[0014] According to one embodiment of the present invention, the side beam includes:

[0015] The first bent plate includes a first top bent section, a first vertical section and a first bottom bent section connected in sequence, and the guest room floor overlaps the first top bent section;

[0016] The second bending plate includes a second top bending section, a second vertical section and a second bottom bending section connected in sequence.

[0017] The first top bending section is welded to the second top bending section, the first vertical section and the second vertical section are arranged in parallel, the first bottom bending section and the second bottom bending section are welded to each other, and a forming cavity is formed between the first bending plate and the second bending plate.

[0018] According to one embodiment of the present invention, the thickness of the first bending plate is greater than the thickness of the second bending plate.

[0019] According to one embodiment of the present invention, the two ends of the first crossbeam and the two ends of the second crossbeam are connected to the first vertical section, and the bottom of the first crossbeam and the bottom of the second crossbeam overlap the first bottom bending section and the second bottom bending section.

[0020] According to one embodiment of the present invention, the second crossbeam is provided with weight-reduction holes;

[0021] And / or,

[0022] It also includes the vehicle body floor, which is a phenolic floor.

[0023] A second aspect of the present invention provides a vehicle chassis frame, including the central chassis frame as described above.

[0024] A third aspect of the present invention provides a rail vehicle, including a central underframe as described above; or a car body underframe as described above.

[0025] According to the central underframe provided in the first aspect of the present invention, by designing the passenger compartment floor with both ends higher than the middle along the vehicle length direction, a certain "concave" or "U-shaped" floor structure is formed. This design helps to improve the passenger riding experience during vehicle operation. When the vehicle is traveling on uneven roads, this floor structure can more effectively disperse and absorb vibrations, reducing the impact transmitted to passengers, thereby significantly improving the stability and comfort of the ride. Moreover, by setting the height of both ends of the passenger compartment floor to be higher than the middle, the installation requirements of bogies in 100% low-floor vehicles can be met to a certain extent. The first crossbeam is laid in the passenger compartment area, while the second crossbeam is laid in the door area. This layout not only enhances the structural strength of the underframe but also makes the functional division between the passenger compartment area and the door area clearer. At the same time, since the middle of the passenger compartment floor is relatively low, a more spacious and open passenger compartment space can be created, which is conducive to improving the passenger riding experience. The tight connection between the pair of side beams and the first and second crossbeams forms a stable frame structure, effectively improving the rigidity and stability of the entire central underframe. This configuration not only enhances the vehicle's overall load-bearing capacity but also improves its safety during high-speed driving or in complex road conditions. Furthermore, this central underframe facilitates subsequent maintenance and repair work.

[0026] According to the second aspect of the present invention, the central underframe is a crucial component of the vehicle chassis, and its stability and structural strength directly affect the performance of the entire chassis. Therefore, the optimized central underframe design described above makes the entire chassis structurally more robust, capable of withstanding greater loads and impacts, thus improving the overall safety and reliability of the vehicle. The central underframe design has rationally divided and optimized the space of the passenger compartment and door areas. Based on this, other parts of the chassis (such as the front and rear end underframes, bogie mounting areas, etc.) can also be more flexibly laid out to meet the needs of different vehicle models and functions. This holistic design approach helps improve the utilization of the vehicle's interior space and passenger comfort. Because the central underframe design considers the convenience of maintenance and repair, the entire chassis will be more efficient in terms of maintenance and repair. When vehicle inspection or repair is required, maintenance personnel can more quickly locate the problem and take appropriate measures. This not only reduces maintenance costs but also improves work efficiency. The central underframe design not only focuses on structural stability and spatial layout but also considers the impact on vehicle performance. For example, optimizing the floor structure can reduce vibration transmission and improve ride comfort. These design elements will directly affect the entire vehicle chassis, further enhancing the vehicle's driving stability and passenger experience.

[0027] The rail vehicle provided according to the third aspect of the present invention, whether employing the aforementioned central underframe or the aforementioned car body underframe, utilizes an optimized floor structure, effectively reducing vibration transmission during vehicle operation and providing passengers with a smoother and more comfortable riding environment. This design is particularly suitable for rail vehicles requiring long-distance travel, such as intercity trains and subways. Both the central underframe and car body underframe designs emphasize structural stability and rigidity, ensuring stable driving posture under various operating conditions through a rational layout of crossbeams and side beams. This stability is crucial for improving vehicle safety and reliability. The central underframe design has already rationally divided and optimized the space of the passenger compartment and door areas, while the car body underframe further considers the overall spatial layout of the vehicle. This holistic design approach helps improve the utilization rate of the vehicle's interior space, providing passengers with a more spacious and comfortable riding environment. Attached Figure Description

[0028] To more clearly illustrate the technical solutions in this invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0029] Figure 1 This is a schematic structural diagram of the central base frame provided by the present invention at one angle.

[0030] Figure 2 This is a schematic structural diagram of the central base frame provided by the present invention from another angle.

[0031] Figure 3 This is a schematic top view of the central base frame concealing the passenger room floor provided by the present invention.

[0032] Figure 4 This is a schematic side view of the central base frame provided by the present invention.

[0033] Figure 5 This is a schematic cross-sectional view of the side beam provided by the present invention.

[0034] Figure 6 This is a schematic cross-sectional view of the overlap between the side beam and the first cross beam provided by the present invention.

[0035] Figure label:

[0036] 100. Side beam; 102. First crossbeam; 104. Second crossbeam; 106. Passenger compartment floor; 108. Longitudinal beam; 110. First diagonal beam; 112. Second diagonal beam; 114. First bent plate; 116. First top bent section; 118. First vertical section; 120. First bottom bent section; 122. Second bent plate; 124. Second top bent section; 126. Second vertical section; 128. Second bottom bent section; 130. Weight reduction hole; 132. Vehicle body floor. Detailed Implementation

[0037] The embodiments of the present invention will be described in further detail below with reference to the accompanying drawings and examples. The following examples are for illustrative purposes only and should not be construed as limiting the scope of the invention.

[0038] like Figures 1 to 6 As shown, a first aspect of the present invention provides a central base frame, comprising:

[0039] A pair of edge beams, 100;

[0040] The first crossbeam 102 is laid in the guest room area, and the two ends of the first crossbeam 102 are connected between a pair of side beams 100;

[0041] The second crossbeam 104 is laid in the door area, and the two ends of the second crossbeam 104 are connected between a pair of side beams 100;

[0042] The passenger compartment floor 106 is laid between a pair of side beams 100. Along the length of the vehicle, the height of the two ends of the passenger compartment floor 106 is higher than the height of the middle part of the passenger compartment floor 106.

[0043] According to the first aspect of the present invention, the central underframe is designed with the passenger compartment floor 106 having a height at both ends higher than the middle along the vehicle length direction, thus forming a certain "concave" or "U-shaped" floor structure. This design helps improve the passenger's riding experience during vehicle operation. When the vehicle is traveling on uneven roads, this floor structure can more effectively disperse and absorb vibrations, reducing the impact transmitted to passengers, thereby significantly improving the stability and comfort of the ride. Moreover, by setting the height at both ends of the passenger compartment floor 106 to be higher than the middle, the installation requirements of the bogie in 100% low-floor vehicles can be met to a certain extent. The first crossbeam 102 is laid in the passenger compartment area, while the second crossbeam 104 is laid in the door area. This layout not only enhances the structural strength of the underframe but also makes the functional division between the passenger compartment area and the door area clearer. At the same time, since the middle of the passenger compartment floor 106 is relatively low, a more spacious and open passenger compartment space can be created, which is conducive to improving the passenger's riding experience. The tight connection between the pair of side beams 100 and the first crossbeam 102 and the second crossbeam 104 forms a stable frame structure, effectively improving the rigidity and stability of the entire central underframe. This configuration not only enhances the overall load-bearing capacity of the vehicle but also improves its safety under high-speed driving or complex road conditions. Furthermore, this central underframe facilitates subsequent maintenance and repair work.

[0044] Please continue reading Figures 1 to 6 The central frame proposed in the first aspect of the present invention mainly comprises a pair of side beams 100, a first crossbeam 102, a second crossbeam 104, and a passenger room floor 106.

[0045] In this embodiment, the central underframe is formed by a pair of side beams 100, which are arranged along the width of the vehicle to provide lateral support and stability for the entire underframe.

[0046] The first crossbeam 102 is laid in the passenger compartment area, with its two ends connected to the pair of side beams 100 mentioned above. This arrangement aims to strengthen the structural strength of the passenger compartment area and improve its stability and load-bearing capacity.

[0047] The second crossbeam 104 corresponds to the first crossbeam 102. The second crossbeam 104 is laid in the door area, and its two ends are also connected to the side beams 100. The installation of the second crossbeam 104 enhances the structural strength of the door area and provides necessary support for the door and surrounding area.

[0048] The passenger compartment floor 106 is laid between the two side beams 100, covering the entire passenger compartment area. Specifically, in this embodiment, the passenger compartment floor 106 is designed with both ends higher than the middle along the vehicle's length, forming a "concave" or "U-shaped" floor structure. This design not only improves passenger comfort but also optimizes the vehicle's aerodynamic performance to some extent. More importantly, by appropriately increasing the height at both ends of the passenger compartment floor 106, when the central underframe is installed in a 100% low-floor vehicle, the bogies in the 100% low-floor vehicle have mounting holes at both ends of the central underframe. In other words, the height difference of the passenger compartment floor 106 overcomes the height difference caused by the bogie installation.

[0049] Furthermore, in this embodiment of the invention, the guest room floor 106 can be made of stainless steel, and flooring can be laid directly on the guest room floor 106.

[0050] The concave design of the passenger compartment floor 106 effectively reduces the transmission of vibrations caused by uneven road surfaces to passengers during vehicle operation, allowing passengers to experience a smoother and more comfortable ride. Through the rational layout of the first crossbeam 102 and the second crossbeam 104, the central underframe is effectively reinforced in both the passenger compartment and door areas, significantly improving overall stability and load-bearing capacity.

[0051] According to one embodiment of the present invention, a longitudinal beam 108 is also included, which is laid between a pair of side beams 100 along the length of the vehicle.

[0052] See Figure 2 In one embodiment of the present invention, a longitudinal beam 108 is further added to the previously described central base frame.

[0053] The longitudinal beam 108 is laid between a pair of side beams 100 along the vehicle length direction. The longitudinal beam 108 not only enhances the longitudinal stability of the central underframe but also further improves the rigidity and load-bearing capacity of the entire underframe. The longitudinal beam 108, together with the side beams 100, the first crossbeam 102, and the second crossbeam 104, forms a more robust frame structure, jointly resisting various forces and moments generated during vehicle operation. By setting the longitudinal beam 108 and connecting it with the first crossbeam 102 and the second crossbeam 104, the longitudinal load-bearing capacity of the central underframe is improved. Simultaneously, the connection between the longitudinal beam 108 and the first crossbeam 102 and the second crossbeam 104 also enhances the load-bearing capacity of the central underframe in the vehicle width direction.

[0054] Understandably, the addition of longitudinal beam 108 effectively strengthens the central underframe longitudinally, forming a more robust frame structure together with the side beams 100, the first crossbeam 102, and the second crossbeam 104. This design significantly improves the rigidity and load-bearing capacity of the entire underframe, enabling the vehicle to maintain a stable driving posture under various operating conditions. The structural optimization of the central underframe is not limited to ride comfort and structural stability; it also positively impacts the overall vehicle performance. For example, a more stable underframe helps reduce vibration and noise during vehicle operation, enhancing the passenger experience; simultaneously, it helps optimize the vehicle's aerodynamic performance, reducing wind resistance and energy consumption.

[0055] According to one embodiment of the present invention, it further includes a first inclined beam 110, the first end of the first inclined beam 110 being connected to a pair of side beams 100, the first inclined beam 110 being connected to at least one of a first crossbeam 102 and a second crossbeam 104, and the second end of the first inclined beam 110 extending toward the center of the base frame.

[0056] See Figure 2 and Figure 3 In one embodiment of the invention, the first end of the first inclined beam 110 is connected to at least one point of a pair of side beams 100. The first inclined beam 110 is not only connected to at least one of the first crossbeam 102 and the second crossbeam 104, but the second end of the first inclined beam 110 extends toward the middle of the base frame. This arrangement not only enhances the stability of the base frame in the lateral and longitudinal directions, but also further improves the rigidity and load-bearing capacity of the base frame through oblique support.

[0057] The addition of the first inclined beam 110 provides extra diagonal support to the central underframe, making the underframe more stable when subjected to various forces and moments. Simultaneously, the connection between the first inclined beam 110, the side beams 100, and the crossbeams forms a more complex frame structure, which improves the overall rigidity and load-bearing capacity of the underframe. In other words, the installation of the first inclined beam 110 facilitates load topology optimization of the central underframe, while simultaneously achieving longitudinal and lateral load-bearing capacity.

[0058] Understandably, the placement of the first inclined beam 110 helps optimize the force transmission path within the underframe. During vehicle operation, the underframe is subjected to forces and moments from various directions. The presence of the first inclined beam 110 allows these forces and moments to be transmitted more smoothly to the side beams 100 and crossbeams, thereby reducing local stress concentration and deformation.

[0059] According to one embodiment of the present invention, a second inclined beam 112 is connected at the connection point of the first inclined beam 110 and the first cross beam 102, and the other end of the second inclined beam 112 is connected to a pair of side beams 100.

[0060] See Figure 2 and Figure 3 In one specific embodiment of the present invention, the structure of the central base frame is further optimized by introducing a second inclined beam 112 to enhance the stability of the base frame.

[0061] The second inclined beam 112 connects to the intersection of the first inclined beam 110 and the first crossbeam 102, forming a stable triangular structure with the second inclined beam 112, the side beam 100, and the first inclined beam 110. The other end of the second inclined beam 112 connects to another point of the pair of side beams 100, which further enhances the complexity and stability of the underframe.

[0062] The second inclined beam 112, together with the first inclined beam 110, the first crossbeam 102, and the side beam 100, forms a more stable frame structure. This structure provides additional support in multiple directions, significantly improving the overall stability and load-bearing capacity of the underframe. By introducing the second inclined beam 112, the stress distribution within the underframe is further optimized. During vehicle operation, the underframe is subjected to forces and moments from various directions. The presence of the second inclined beam 112 allows these forces and moments to be distributed more evenly across the entire underframe, reducing localized stress concentration and deformation.

[0063] The triangular structure formed by the second inclined beam 112, the first inclined beam 110, the crossbeam, and the side beam 100 has excellent torsional resistance. This arrangement helps to improve the chassis's resistance to torsional torque, ensuring that the vehicle maintains a stable driving posture under various operating conditions.

[0064] According to one embodiment of the present invention, the side beam 100 includes:

[0065] The first bent plate 114 includes a first top bent section 116, a first vertical section 118 and a first bottom bent section 120 connected in sequence, and the guest room floor 106 overlaps the first top bent section 116.

[0066] The second bending plate 122 includes a second top bending section 124, a second vertical section 126 and a second bottom bending section 128 connected in sequence.

[0067] The first top bending section 116 and the second top bending section 124 are welded together, the first vertical section 118 and the second vertical section 126 are arranged in parallel, the first bottom bending section 120 and the second bottom bending section 128 are welded together, and a forming cavity is formed between the first bending plate 114 and the second bending plate 122.

[0068] See Figure 5In one embodiment of the present invention, the first top bending section 116 serves as the upper structure of the first bending plate 114, and the first top bending section 116 directly overlaps with the guest room floor 106 to provide support for the guest room floor 106.

[0069] The first vertical segment 118 extends vertically downward from the first top bend segment 116, forming the vertical support portion of the side beam 100. The length and width of the first vertical segment 118 are determined according to the requirements of the overall structure to provide sufficient strength and stability.

[0070] The first bottom bend section 120 is located below the first vertical section 118, connected to the first vertical section 118 and continuing to extend to the bottom. The design of the first bottom bend section 120 takes into account the bottom connection and the aesthetics of the overall structure.

[0071] The second top bending section 124 corresponds to the first top bending section 116 and is one of the upper structures of the second bending plate 122.

[0072] The second vertical segment 126 extends vertically downward from the second top bend segment 124 and is set parallel to the first vertical segment 118. The second vertical segment 126 and the first vertical segment 118 together constitute the main vertical support structure of the side beam 100.

[0073] The second bottom bend section 128 is located below the second vertical section 126, connected to the second vertical section 126 and continuing to extend to the bottom. Similar to the first bottom bend section 120, the design of the second bottom bend section 128 also takes into account the bottom connection and the aesthetics of the overall structure.

[0074] The first top bending section 116 and the second top bending section 124 are connected by welding to form the upper continuous structure of the side beam 100. Similarly, the first bottom bending section 120 and the second bottom bending section 128 are also connected by welding to ensure the stability of the side beam 100. Due to the welding connection between the first bending plate 114 and the second bending plate 122, a closed cavity is formed between them. This cavity not only increases the stiffness of the side beam 100, but also helps to improve the stability and torsional resistance of the overall structure.

[0075] It is understood that, in this embodiment of the invention, the side beam 100 is formed by welding together two bent plates with a Z-shaped structure.

[0076] The first bent plate 114 and the second bent plate 122 of the side beam 100 are welded together to form a robust frame structure, providing strong support for the central underframe. Simultaneously, the presence of the cavity further enhances the rigidity of the side beam 100 and improves the overall structural stability. The bending design of the side beam 100 allows stress to be distributed more evenly across its components, reducing localized stress concentration and deformation. This design helps extend the service life of the underframe and improve the overall performance of the vehicle. Due to the parallel arrangement of the first vertical section 118 and the second vertical section 126 and the formation of the cavity, the side beam 100 exhibits higher resistance to torsional moments. This helps ensure that the vehicle maintains a stable driving posture under various operating conditions. The various parts of the side beam 100 are connected by welding, a relatively simple manufacturing process that is easy to control in terms of quality. Furthermore, the design of the side beam 100 also considers the assembly requirements with components such as the passenger compartment floor 106, ensuring the compactness and reliability of the overall structure.

[0077] According to one embodiment of the present invention, the thickness of the first bending plate 114 is greater than the thickness of the second bending plate 122.

[0078] See Figure 5 and Figure 6 In one embodiment of the present invention, the first bending plate 114 and the second bending plate 122 have a certain difference in thickness. This arrangement aims to improve the load-bearing capacity and structural efficiency of the side beam 100 by optimizing the material distribution.

[0079] As the main load-bearing and supporting component of the side beam 100, the first bent plate 114 is designed to have a relatively large thickness. This arrangement ensures that the first bent plate 114 maintains sufficient rigidity and stability when subjected to external loads, thereby effectively transferring the load to the entire base frame structure.

[0080] Compared to the first bent plate 114, the second bent plate 122 has a smaller thickness. However, it should be noted that this does not mean that the second bent plate 122 is unimportant in the side beam 100. Rather, it is because the load it bears is relatively small, and it mainly serves as an auxiliary support and connection. By reducing the thickness of the second bent plate 122, the weight of the entire underframe can be reduced while ensuring structural stability, thereby improving the vehicle's energy efficiency.

[0081] The difference in thickness between the first bent plate 114 and the second bent plate 122 reflects the economy and efficiency of material use. Thicker materials are used in areas that need to bear greater loads and provide primary support (such as the first top bent section 116 overlapping the passenger room floor 106) to enhance structural strength; while thinner materials are used in other areas of auxiliary support and connection to reduce weight. This differentiated design allows the edge beam 100 to meet structural requirements while also achieving the goal of lightweight construction.

[0082] The thicker design of the first bending plate 114 gives the side beam 100 higher rigidity and load-bearing capacity in critical load-bearing areas, enabling it to more effectively support and transfer loads. By reducing the thickness of the second bending plate 122, the weight of the entire side beam 100 and even the entire underframe is effectively controlled, contributing to improved vehicle energy efficiency and reduced energy consumption. The differentiated thickness design allows for more rational use of materials, avoiding unnecessary waste. Simultaneously, this design also helps reduce manufacturing costs and improve production efficiency. The rational combination of the thicknesses of the first bending plate 114 and the second bending plate 122 makes the side beam 100 structurally more compact and efficient, reducing unnecessary materials and weight while meeting strength requirements.

[0083] According to one embodiment of the present invention, the two ends of the first crossbeam 102 and the two ends of the second crossbeam 104 are connected to the first vertical section 118, and the bottom of the first crossbeam 102 and the bottom of the second crossbeam 104 overlap the first bottom bending section 120 and the second bottom bending section 128.

[0084] See Figure 6 The two ends of the first crossbeam 102 are directly connected to the first vertical section 118 of the side beam 100. This connection method ensures that the first crossbeam 102 can be firmly fixed between the side beams 100, providing necessary support for the passenger compartment area. At the same time, since the first vertical section 118 has high rigidity and stability, it can effectively transfer and distribute the load from the first crossbeam 102.

[0085] Similar to the first crossbeam 102, the two ends of the second crossbeam 104 are also connected to the first vertical section 118 of the side beam 100. Notably, the bottoms of both the first crossbeam 102 and the second crossbeam 104 overlap with the first bottom bend section 120 and the second bottom bend section 128. This double connection not only enhances the connection strength between the first crossbeam 102, the second crossbeam 104, and the side beam 100, but also allows the first crossbeam 102 and the second crossbeam 104 to receive more even support under load, thereby improving the overall structural stability and load-bearing capacity.

[0086] By optimizing the connection method between the crossbeams and the side beams 100, the structure of the central base frame provided in this embodiment of the invention is more stable and reliable. The tight connection between the first crossbeam 102 and the second crossbeam 104 and the side beams 100 ensures that the load can be effectively transferred and distributed, thereby improving the stability and load-bearing capacity of the overall structure.

[0087] The optimized design of the central chassis not only improves its own stability and load-bearing capacity, but also has a positive impact on the overall performance of the vehicle. A lighter chassis helps improve the vehicle's acceleration and handling; at the same time, a more stable chassis also helps reduce vibration and noise during vehicle operation, improving ride comfort.

[0088] According to one embodiment of the present invention, the second crossbeam 104 is provided with weight reduction holes 130; and / or, it also includes a vehicle body floor, wherein the vehicle body floor 132 is a phenolic floor.

[0089] See Figure 2 To reduce the weight of the chassis while meeting structural requirements, this invention incorporates weight-reduction holes 130 on the second crossbeam 104. The design of the weight-reduction holes 130 is precisely calculated and optimized to minimize unnecessary material usage without compromising the load-bearing capacity and structural stability of the second crossbeam 104. These weight-reduction holes 130 not only help reduce the overall weight of the chassis, improving vehicle energy efficiency and handling, but also reduce material costs and increase economic benefits.

[0090] The weight-reduction holes 130 on the second crossbeam 104 enable the underframe to achieve weight reduction while maintaining structural strength. This not only helps improve vehicle energy efficiency and handling but also reduces material and manufacturing costs. The design of the weight-reduction holes 130 reflects the economy and efficiency of material use. By reducing unnecessary material usage, this invention lowers the manufacturing cost of the underframe and improves production efficiency.

[0091] Furthermore, phenolic flooring possesses high compressive and flexural strength, enabling it to withstand various loads and vibrations during vehicle operation, ensuring the stability and durability of the vehicle body floor 132. Phenolic materials exhibit excellent resistance to various chemicals and environmental factors, making them less susceptible to corrosion and erosion, thus extending the service life of the vehicle body floor 132.

[0092] A second aspect of the present invention provides a vehicle chassis frame, including the central chassis frame as described above.

[0093] According to the second aspect of the present invention, the central underframe is a crucial component of the vehicle chassis, and its stability and structural strength directly affect the performance of the entire chassis. Therefore, the optimized central underframe design described above makes the entire chassis structurally more robust, capable of withstanding greater loads and impacts, thus improving the overall safety and reliability of the vehicle. The central underframe design has rationally divided and optimized the space of the passenger compartment and door areas. Based on this, other parts of the chassis (such as the front and rear end underframes, bogie mounting areas, etc.) can also be more flexibly laid out to meet the needs of different vehicle models and functions. This holistic design approach helps improve the utilization of the vehicle's interior space and passenger comfort. Because the central underframe design considers the convenience of maintenance and repair, the entire chassis will be more efficient in terms of maintenance and repair. When vehicle inspection or repair is required, maintenance personnel can more quickly locate the problem and take appropriate measures. This not only reduces maintenance costs but also improves work efficiency. The central underframe design not only focuses on structural stability and spatial layout but also considers the impact on vehicle performance. For example, optimizing the floor structure can reduce vibration transmission and improve ride comfort. These design elements will directly affect the entire vehicle chassis, further enhancing the vehicle's driving stability and passenger experience.

[0094] A third aspect of the present invention provides a rail vehicle, including a central underframe as described above; or a car body underframe as described above.

[0095] The rail vehicle provided according to the third aspect of the present invention, whether employing the aforementioned central underframe or the aforementioned car body underframe, utilizes an optimized floor structure, effectively reducing vibration transmission during vehicle operation and providing passengers with a smoother and more comfortable riding environment. This design is particularly suitable for rail vehicles requiring long-distance travel, such as intercity trains and subways. Both the central underframe and car body underframe designs emphasize structural stability and rigidity, ensuring stable driving posture under various operating conditions through a rational layout of crossbeams and side beams. This stability is crucial for improving vehicle safety and reliability. The central underframe design has already rationally divided and optimized the space of the passenger compartment and door areas, while the car body underframe further considers the overall spatial layout of the vehicle. This holistic design approach helps improve the utilization rate of the vehicle's interior space, providing passengers with a more spacious and comfortable riding environment.

[0096] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A central base frame, characterized in that, include: A pair of edge beams (100); A first crossbeam (102) is laid in the guest room area, and the two ends of the first crossbeam (102) are connected between a pair of side beams (100); The second crossbeam (104) is laid in the door area, and the two ends of the second crossbeam (104) are connected between a pair of side beams (100); The passenger compartment floor (106) is laid between the pair of side beams (100), and along the length of the vehicle, the height of the two ends of the passenger compartment floor (106) is higher than the height of the middle part of the passenger compartment floor (106).

2. The central base frame according to claim 1, characterized in that, It also includes a longitudinal beam (108) laid between a pair of side beams (100) along the length of the vehicle.

3. The central base frame according to claim 2, characterized in that, It also includes a first inclined beam (110), the first end of which is connected to a pair of side beams (100), the first inclined beam (110) is connected to at least one of the first crossbeam (102) and the second crossbeam (104), and the second end of the first inclined beam (110) extends toward the center of the base frame.

4. The central base frame according to claim 3, characterized in that, A second inclined beam (112) is connected at the connection point between the first inclined beam (110) and the first cross beam (102), and the other end of the second inclined beam (112) is connected to a pair of side beams (100).

5. The central base frame according to any one of claims 1 to 4, characterized in that, The side beam (100) includes: The first bent plate (114) includes a first top bent section (116), a first vertical section (118) and a first bottom bent section (120) connected in sequence, and the guest room floor (106) overlaps the first top bent section (116). The second bent plate (122) includes a second top bent section (124), a second vertical section (126), and a second bottom bent section (128) connected in sequence. The first top bending section (116) and the second top bending section (124) are welded together, the first vertical section (118) and the second vertical section (126) are arranged in parallel, the first bottom bending section (120) and the second bottom bending section (128) are welded together, and a forming cavity is formed between the first bending plate (114) and the second bending plate (122).

6. The central base frame according to claim 5, characterized in that, The thickness of the first bent plate (114) is greater than the thickness of the second bent plate (122).

7. The central base frame according to claim 5, characterized in that, The two ends of the first crossbeam (102) and the two ends of the second crossbeam (104) are connected to the first vertical section (118), and the bottom of the first crossbeam (102) and the bottom of the second crossbeam (104) overlap the first bottom bending section (120) and the second bottom bending section (128).

8. The central base frame according to any one of claims 1 to 4, characterized in that, The second crossbeam (104) is provided with a weight reduction hole (130); And / or, It also includes the vehicle body floor, wherein the vehicle body floor (132) is a phenolic floor.

9. A vehicle chassis frame, characterized in that, Includes the central underframe as described in any one of claims 1 to 8.

10. A rail vehicle, characterized in that, Includes the central underframe as described in any one of claims 1 to 8; or the vehicle body underframe as described in claim 9.

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