Chassis end beam, chassis and rail vehicle

Abstract

The utility model relates to the field of railway vehicles, and provides an underframe end beam, an underframe and a railway vehicle. The underframe end beam comprises an end beam body, a first beam body and a second beam body are formed on the end beam body, a first cavity penetrating through the length direction of the end beam body is formed in the first beam body, a second cavity penetrating through the length direction of the end beam body is formed in the second beam body, and a guide wheel mounting seat is arranged on the first beam body. The outer end face of the first beam body and the outer end face of the second beam body are provided with a through channel installation opening and a shock absorber installation opening. The chassis end beam not only reduces the overall weight, but also enhances the structural strength; inspection and cleaning in subsequent maintenance are also facilitated; and the installation layout is optimized, so that the installation of parts such as the through channel and the shock absorber becomes more convenient and efficient.

Description

Technical Field

[0001] The utility model relates to the field of rail vehicles, and provides an end beam of a car body underframe, a car body underframe and a rail vehicle. Background Art

[0002] Currently, the research and development design of monorail vehicles generally faces a challenge: how to realize multiple component interfaces at the front end of the car body underframe while ensuring a compact structure, light weight, and meeting the requirements of the appearance styling.

[0003] The existing structural design of the front end of the car body underframe mostly adopts a separate installation method. For example, dedicated installation interfaces are designed for components such as guide wheels, gangways, and vehicle shock absorbers respectively. This design method results in a large front-end structure of the car body underframe and complex connections between components, which not only increases the weight of the car body but also makes it difficult to meet the requirements of the vehicle appearance styling. Summary of the Utility Model

[0004] An embodiment of the utility model provides an end beam of a car body underframe to solve the defect of complex structure of the end beam of the car body underframe in the related art.

[0005] The utility model also provides a car body underframe.

[0006] The utility model also provides a rail vehicle.

[0007] An embodiment of the first aspect of the utility model provides an end beam of a car body underframe, including an end beam body. A first beam body and a second beam body are formed on the end beam body. A first cavity penetrating the length direction of the end beam body is formed in the first beam body. A second cavity penetrating the length direction of the end beam body is formed in the second beam body. A guide wheel mounting seat is arranged on the first beam body. Through channels mounting openings and shock absorber mounting openings are arranged on the outer end faces of the first beam body and the second beam body.

[0008] According to an embodiment of the utility model, the first beam body includes:

[0009] A first bottom structure, and the first cavity penetrates the first bottom structure along the length direction of the first bottom structure;

[0010] A first top structure, vertically connected to the first bottom structure. A first side wall of the first top structure is flush with a first side wall of the first bottom structure. The second beam body is arranged above the first top structure. The first cavity penetrates the first top structure along the length direction of the first top structure.

[0011] According to an embodiment of the utility model, the guide wheel mounting seat is connected to the top of the first bottom structure and abuts against a second side wall of the first top structure.

[0012] According to an embodiment of the present utility model, a longitudinal reinforcing plate is provided between the guide wheel mounting seat and the top wall of the first top structure.

[0013] According to an embodiment of the present utility model, a bending plate is provided between the first bottom structure and the first top structure, a rib plate is provided between the guide wheel mounting seat and the bending plate, and a transverse reinforcing plate is provided between the guide wheel mounting seat, the rib plate and the top wall of the first bottom structure.

[0014] According to an embodiment of the present utility model, mounting plates are provided on the side walls of the first bottom structure, the first top structure and the second beam body, and the through-channel mounting opening and the shock absorber mounting opening are provided on the mounting plates.

[0015] According to an embodiment of the present utility model, the first cavity includes:

[0016] A first top cavity that penetrates the first top structure along the length direction of the first top structure;

[0017] A pair of first bottom cavities that penetrate the first bottom structure along the length direction of the first bottom structure.

[0018] According to an embodiment of the present utility model, a water passing hole is provided between the first bottom cavity and the first top cavity, and a drain hole is provided at the top of the first top cavity.

[0019] An embodiment of the second aspect of the present utility model provides a chassis, including a chassis body and the chassis end beam as described above.

[0020] An embodiment of the third aspect of the present utility model provides a rail vehicle, including the chassis end beam as described above, or the chassis as described above.

[0021] According to the underframe end beam provided by the first aspect embodiment of the present utility model, by dividing the end beam body into a first beam body and a second beam body, and respectively forming a first cavity and a second cavity inside the two, this design not only reduces the overall weight of the underframe end beam, but also enhances its structural strength, making it more durable. The existence of the cavities allows for a more reasonable material distribution, improves the material utilization rate, and also facilitates inspection and cleaning during subsequent maintenance. The guide wheel mounting seat provided on the first beam body provides a stable foundation for the installation of the guide wheel, ensuring that the guide wheel can accurately and smoothly guide the running direction of the entire device. This design enhances the guiding accuracy and running stability of the device, and reduces the accident risk caused by inaccurate guiding. The through-channel mounting opening and shock absorber mounting opening provided on the outer end faces of the second beam body and the first beam body optimize the mounting layout, making the installation of components such as the through-channel and shock absorber more convenient and efficient. This not only improves the assembly efficiency, but also reduces the installation difficulty and cost, and enhances the overall manufacturing efficiency. The modular design makes the maintenance and replacement of each component easier. When a certain component fails, it can be quickly located and replaced without disassembling the entire underframe end beam, greatly improving the maintenance efficiency and reducing the maintenance cost.

[0022] According to the underframe provided by the second aspect embodiment of the present utility model, the combination of the underframe body and the underframe end beam forms a more stable overall structure. The design of the underframe end beam has considered the balance between structural strength and weight optimization. Therefore, when they are integrated into the underframe, they can significantly improve the load-bearing capacity and stability of the underframe, ensuring that the device can operate stably under various working conditions. Due to the modular design of the underframe end beam, the maintenance of the underframe becomes more convenient. When a certain component needs to be maintained or replaced, the underframe end beam can be operated separately without disassembling the entire underframe. This design greatly reduces the maintenance difficulty and cost, and improves the maintainability of the device.

[0023] According to the rail vehicle provided by the third aspect embodiment of the present utility model, the structural design of the underframe end beam or the underframe ensures the stability and safety of the vehicle during operation. The rail vehicle can be customized according to different operating environments and requirements. Whether it is adjusting the size, shape of the underframe end beam or configuring different components, it can be easily achieved to meet the requirements of different lines and transportation tasks. This strong adaptability makes the rail vehicle maintain a good operating state under various working conditions. Description of the Drawings

[0024] To more clearly illustrate the technical solutions in the present utility model or the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, the drawings in the following description are some embodiments of the present utility model. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0025] Figure 1 It is a schematic perspective view of the underframe end beam provided by the present utility model from one angle.

[0026] Figure 2 It is a schematic perspective view of the underframe end beam provided by the present utility model from another angle.

[0027] Figure 3 It is a schematic perspective view of the underframe end beam provided by the present utility model from yet another angle.

[0028] Reference numerals:

[0029] 100, end beam body; 102, first beam body; 104, second beam body; 106, first cavity; 108, second cavity; 110, guide wheel mounting seat; 112, through-channel mounting opening; 114, shock absorber mounting opening; 116, first bottom structure; 118, first top structure; 120, longitudinal reinforcing plate; 122, mounting plate; 124, bent plate; 126, rib plate; 128, transverse reinforcing plate; 130, first top cavity; 132, first bottom cavity; 134, water passing hole; 136, drain hole. Specific embodiments

[0030] The following will further describe in detail the embodiments of the present utility model in conjunction with the drawings and embodiments. The following embodiments are used to illustrate the present utility model, but cannot be used to limit the scope of the present utility model.

[0031] As Figures 1 to 3 shown, an embodiment of the first aspect of the present utility model provides an underframe end beam, including an end beam body 100. A first beam body 102 and a second beam body 104 are formed on the end beam body 100. A first cavity 106 running through the length direction of the end beam body 100 is formed in the first beam body 102, and a second cavity 108 running through the length direction of the end beam body 100 is formed in the second beam body 104. A guide wheel mounting seat 110 is provided on the first beam body 102, and through-channel mounting openings 112 and shock absorber mounting openings 114 are provided on the outer end faces of the first beam body 102 and the second beam body 104.

[0032] According to the underframe end beam provided by the first aspect embodiment of the present utility model, by dividing the end beam body 100 into a first beam body 102 and a second beam body 104, and forming a first cavity 106 and a second cavity 108 inside them respectively, this design not only reduces the overall weight of the underframe end beam, but also enhances its structural strength, making it more durable. The existence of the cavities allows for a more reasonable material distribution, improves the material utilization rate, and also facilitates inspection and cleaning during subsequent maintenance. The guide wheel mounting seat 110 provided on the first beam body 102 provides a stable foundation for the installation of the guide wheel, ensuring that the guide wheel can accurately and smoothly guide the running direction of the entire device. This design enhances the guiding accuracy and running stability of the device, and reduces the accident risk caused by inaccurate guiding. The through-channel mounting opening 112 and the shock absorber mounting opening 114 provided on the outer end surfaces of the second beam body 104 and the first beam body 102 optimize the installation layout, making the installation of components such as the through-channel and the shock absorber more convenient and efficient. This not only improves the assembly efficiency, but also reduces the installation difficulty and cost, and enhances the overall manufacturing efficiency. The modular design makes the maintenance and replacement of each component easier. When a certain component fails, it can be quickly located and replaced without disassembling the entire underframe end beam, greatly improving the maintenance efficiency and reducing the maintenance cost.

[0033] Please continue to refer to Figures 1 to 3 , the underframe end beam of the first aspect embodiment of the present utility model aims to provide an underframe component with optimized structure, integrated functions and easy maintenance.

[0034] The end beam body 100 is the main structure of the underframe end beam, and the end beam body 100 is divided into two main parts: a first beam body 102 and a second beam body 104.

[0035] A first cavity 106 running through the entire length direction of the end beam body 100 is designed inside the first beam body 102. Similarly, a second cavity 108 running through its length direction is also provided inside the second beam body 104. The design of the first cavity 106 and the second cavity 108 aims to reduce the overall weight of the end beam while maintaining or enhancing its structural strength, achieving a balance between lightweight and high strength. Through the above design of the first cavity 106 and the second cavity 108, the underframe end beam realizes lightweight while maintaining structural strength, and improves the material utilization rate. In addition, the division of the first beam body 102 and the second beam body 104 makes the overall structure more compact and reasonable.

[0036] In order to ensure that the rail vehicle can run smoothly and accurately along the track, a guide wheel mounting seat 110 is provided on the first beam body 102. The guide wheel mounting seat 110 provides a stable support and installation foundation for the guide wheel, ensuring the installation accuracy and running stability of the guide wheel.

[0037] On the outer end faces of the first beam body 102 and the second beam body 104, there are provided a gangway installation opening 112 and a shock absorber installation opening 114. The provision of the gangway installation opening 112 makes the installation of the gangway and the shock absorber installation opening 114 makes the installation of the shock absorber more convenient and efficient. At the same time, it is also convenient for subsequent maintenance and repair work.

[0038] Designs such as the guide wheel mounting seat 110, the gangway installation opening 112 and the shock absorber installation opening 114 make the end beam of the underframe more integrated in function. These designs not only simplify the overall structure of the equipment, but also improve the collaborative working efficiency between components. The design of the end beam of the underframe is flexible and diverse, and can be customized according to different equipment requirements. Whether it is adjusting the size, shape or configuring different components, it can be easily achieved to meet the operation requirements of different rail vehicles.

[0039] According to an embodiment of the present invention, the first beam body 102 includes:

[0040] A first bottom structure 116, and the first cavity 106 penetrates the first bottom structure 116 along the length direction of the first bottom structure 116;

[0041] A first top structure 118, vertically connected to the first bottom structure 116. The first side wall of the first top structure 118 is flush with the first side wall of the first bottom structure 116. The second beam body 104 is disposed above the first top structure 118, and the first cavity 106 penetrates the first top structure 118 along the length direction of the first top structure 118.

[0042] As Figure 1 and Figure 2 shown, according to an embodiment of the present invention, the first beam body 102 is composed of the first bottom structure 116 as its basic part. The first bottom structure 116 has sufficient strength and stiffness to support the weight of the entire first beam body 102 and withstand various forces during the operation of the rail vehicle.

[0043] The first cavity 106 completely penetrates along the length direction of the first bottom structure 116. This design aims to reduce the weight of the first beam body 102 while maintaining its structural integrity and strength. Through reasonable material distribution, a balance between lightweight and high strength is achieved.

[0044] The first top structure 118 is vertically connected to the first bottom structure 116 to form the upper structure of the first beam body 102. This vertical connection enhances the overall stability and rigidity of the first beam body 102. The first side wall of the first top structure 118 is flush with the first side wall of the first bottom structure 116. This design makes the first beam body 102 more neat and unified in appearance, and is also convenient for docking and installation with other components.

[0045] It should be noted that the second beam body 104 is disposed above the first top structure 118, which means that the first top structure 118 not only serves as a part of the first beam body 102 but also bears the function of supporting the second beam body 104. This design further enhances the overall structural strength of the underframe end beam.

[0046] The first cavity 106 not only penetrates through the first bottom structure 116 but also continues to penetrate along the length direction of the first top structure 118.

[0047] Through the vertical connection of the first bottom structure 116 and the first top structure 118, and the continuous penetration design of the first cavity 106, the structural strength of the first beam body 102 is significantly improved. This design makes the underframe end beam more stable and reliable when bearing various forces and loads. The design of the first cavity 106 makes the distribution of materials in the first beam body 102 more reasonable. By removing unnecessary materials and retaining key structural parts, the balance between lightweight and high strength is achieved, which not only reduces the overall weight of the underframe end beam but also improves its operating efficiency and economy. The flush sidewall design of the first top structure 118 and the first bottom structure 116 and the setting method of the second beam body 104 above it provide convenience for the installation of other components. At the same time, this design also makes the maintenance of the underframe end beam easier and more efficient.

[0048] According to an embodiment of the present invention, the guide wheel mounting seat 110 is connected to the top of the first bottom structure 116 and fits against the second sidewall of the first top structure 118.

[0049] As Figure 1 and Figure 2 shown, according to an embodiment of the present invention, the guide wheel mounting seat 110 is disposed on the top of the first bottom structure 116, providing a solid foundation support for the guide wheel. At the same time, this position arrangement also ensures the stability and reliability of the guide wheel during the operation of the vehicle.

[0050] The guide wheel mounting seat 110 is not only connected to the top of the first bottom structure 116 but also closely fits against the second sidewall of the first top structure 118. This fitting design enhances the structural connection between the mounting seat and the first beam body 102, further improving the overall structural stability. At the same time, it also helps to disperse the forces and vibrations generated by the guide wheel during operation, protecting the first beam body 102 from damage.

[0051] By optimizing the position and connection method of the guide wheel mounting seat 110, the first beam body 102 can more effectively bear the guide wheel and the forces and loads generated by it. This design improves the overall load-bearing capacity of the end beam of the underframe, enabling the rail vehicle to cope with more complex operating conditions and greater load requirements. The fitting design of the guide wheel mounting seat 110 and the first top structure 118 helps to disperse the vibrations and impacts generated by the guide wheel during operation. This dispersion effect not only protects the first beam body 102 from damage, but also improves the riding comfort and running stability of the vehicle.

[0052] According to an embodiment of the present invention, a longitudinal reinforcing plate 120 is provided between the top wall of the guide wheel mounting seat 110 and the first top structure 118.

[0053] As Figure 1 and Figure 2 shown, according to an embodiment of the present invention, a longitudinal reinforcing plate 120 is provided between the top wall of the guide wheel mounting seat 110 and the first top structure 118, aiming to further enhance the structural strength and stability of the end beam of the underframe, especially in the guide wheel installation area.

[0054] Specifically, the longitudinal reinforcing plate 120 is provided between the top wall of the guide wheel mounting seat 110 and the first top structure 118. This arrangement enables the reinforcing plate to directly act on the connection area between the guide wheel mounting seat 110 and the top wall of the first top structure 118, thereby enhancing the strength and stiffness of this area. The main function of the longitudinal reinforcing plate 120 is to provide additional support and reinforcement to prevent deformation or damage when the mounting seat bears the forces and loads generated by the guide wheel. At the same time, it also helps to disperse these forces and loads, and transfer them more evenly to the entire first beam body 102, thereby improving the overall structural stability. The longitudinal reinforcing plate 120 can help disperse the forces and loads generated by the guide wheel, transfer them more evenly to other parts of the first beam body 102, help reduce the phenomenon of local stress concentration, and extend the service life of the end beam of the underframe. By enhancing the structural strength and stability of the guide wheel installation area, the end beam of the underframe in this embodiment can better adapt to various complex operating conditions. Whether it is running at high speed or transporting heavy loads, it can maintain stable performance.

[0055] According to an embodiment of the present invention, a bent plate 124 is provided between the first bottom structure 116 and the first top structure 118, a rib plate 126 is provided between the guide wheel mounting seat 110 and the bent plate 124, and a transverse reinforcing plate 128 is provided between the guide wheel mounting seat 110, the rib plate 126 and the top wall of the first bottom structure 116.

[0056] As Figure 1 and Figure 2As shown, according to an embodiment of the present utility model, a bending plate 124 is provided between the first bottom structure 116 and the first top structure 118. The setting of the bending plate 124 not only increases the longitudinal stiffness of the end beam of the chassis, but also disperses the forces and loads generated by the guide wheels by changing the force transmission path, improving the stability of the overall structure.

[0057] A rib plate 126 is provided between the guide wheel mounting seat 110 and the bending plate 124. As a connecting member, the rib plate 126 enhances the connection strength between the guide wheel mounting seat 110 and the bending plate 124, preventing loosening or damage caused by vibration and impact. At the same time, the rib plate 126 also provides additional support, further improving the stability of the guide wheel installation area.

[0058] A transverse reinforcement plate 128 is provided between the guide wheel mounting seat 110, the rib plate 126, and the top wall of the first bottom structure 116. The setting of the transverse reinforcement plate 128 aims to increase the transverse stiffness of the end beam of the chassis and prevent deformation under the action of transverse loads. At the same time, the transverse reinforcement plate 128 also enhances the connection between the guide wheel mounting seat 110 and the first bottom structure 116, making the entire structure more stable and reliable.

[0059] Thus, the combined design of the bending plate 124, the rib plate 126, and the transverse reinforcement plate 128 significantly improves the structural strength of the end beam of the chassis. They act together on the guide wheel installation area and its surrounding structures, enhancing the load-bearing capacity and anti-deformation ability of the overall structure. These strengthening structures optimize the load distribution on the end beam of the chassis by changing the force transmission path and distribution method. They transfer the forces and loads generated by the guide wheels more evenly to the entire end beam of the chassis, reducing the phenomenon of local stress concentration and extending the service life. By enhancing the stability and reliability of the guide wheel installation area and its surrounding structures, the end beam of the chassis in this embodiment can better adapt to various complex operating conditions. Whether it is running at high speed or under heavy load transportation, it can maintain stable performance.

[0060] According to an embodiment of the present utility model, mounting plates 122 are provided on the side walls of the first bottom structure 116, the first top structure 118, and the second beam body 104. The through-channel installation opening 112 and the shock absorber installation opening 114 are provided on the mounting plate 122.

[0061] As Figure 1 and Figure 2 shown, mounting plates 122 are provided on the side walls of the first bottom structure 116, the first top structure 118, and the second beam body 104. The through-channel installation opening 112 and the shock absorber installation opening 114 are disposed on the mounting plate 122. This arrangement makes the installation of components such as the through-channel and the shock absorber more direct and convenient, and also improves the installation accuracy and stability.

[0062] The mounting plate 122 not only provides a mounting foundation for components such as the gangway and shock absorber, but also enhances the structural strength of the entire end beam of the underframe by increasing the thickness and stiffness of the side wall. In addition, the mounting plate 122 can also serve as a mounting point for additional components, providing the possibility for functional expansion of the end beam of the underframe.

[0063] Through the setting of the mounting plate 122, the installation process of components such as the gangway and shock absorber becomes simpler and faster. Technicians can easily locate and fix these components, thus shortening the installation time and reducing the installation difficulty. The setting of the mounting plate 122 not only provides additional support for the side wall, but also enhances the structural strength of the entire end beam of the underframe by dispersing stress and increasing stiffness, enabling the end beam of the underframe to better withstand various forces and loads, and improving the reliability and durability of the overall structure.

[0064] According to an embodiment of the present invention, the first cavity 106 includes:

[0065] A first top cavity 130, the first top cavity 130 runs through the first top structure 118 along the length direction of the first top structure 118;

[0066] A pair of first bottom cavities 132, the pair of first bottom cavities 132 run through the first bottom structure 116 along the length direction of the first bottom structure 116.

[0067] As Figure 3 shown, according to an embodiment of the present invention, the first top cavity 130 runs through the entire structure along the length direction of the first top structure 118, enabling the first top cavity 130 to make the most of the space of the top structure while maintaining the integrity and continuity of the structure.

[0068] The setting of the first top cavity 130 helps to reduce the weight of the first top structure 118 and improve the lightweight level of the whole vehicle. At the same time, it can also serve as a passage or installation space for other components (such as pipes, wires, etc.), optimizing the internal layout of the vehicle.

[0069] A pair of first bottom cavities 132 are respectively located on both sides of the first bottom structure 116 and run through along the length direction of the first bottom structure 116. This symmetrical layout helps to maintain the balance and stability of the end beam of the underframe. Similar to the first top cavity 130, the first bottom cavity 132 also plays a role in reducing weight. In addition, the first bottom cavity 132 can also serve as a passage for storing gas, draining water or other functional fluids, improving the functionality and practicality of the end beam of the underframe.

[0070] The design of the first top cavity 130 and the first bottom cavity 132 significantly reduces the weight of the underframe end beam. By reasonably designing the shape and layout of the cavities, the structural performance of the underframe end beam can be optimized, such as improving stiffness, strength, and stability. At the same time, the presence of the cavities also helps to disperse stress and vibration, extending the service life of the underframe end beam. The first top cavity 130 and the first bottom cavity 132 not only serve as a means to reduce weight but also can be used as the installation space or passage for other functional components. This design improves the integration and versatility of the underframe end beam, meeting the requirements of modern rail vehicles for high efficiency, compactness, and versatility.

[0071] The design of the first top cavity 130 and the first bottom cavity 132 makes the internal structure of the underframe end beam clearer and more straightforward, facilitating maintenance and repair work for technicians. When it is necessary to inspect and replace internal components, it is possible to easily enter and operate through the first top cavity 130 and the first bottom cavity 132.

[0072] According to an embodiment of the present utility model, a water passing hole 134 is provided between the first bottom cavity 132 and the first top cavity 130, and a drain hole 136 is provided at the top of the first top cavity 130.

[0073] As Figure 3 shown, the water passing hole 134 is located between the first bottom cavity 132 and the first top cavity 130, forming a vertical or inclined channel that allows liquid to freely flow between the two.

[0074] When rainwater or other liquids seep into the first top cavity 130 from above, the water passing hole 134 can guide these liquids to the first bottom cavity 132, thus preventing accumulation in the first top cavity 130. The drain hole 136 is located at the top of the first top cavity 130, usually at the highest point or edge of the cavity, to ensure that the liquid can be discharged smoothly.

[0075] The design of the water passing hole 134 and the drain hole 136 significantly enhances the drainage performance of the underframe end beam, enabling the rapid and effective discharge of the infiltrated liquid outside the underframe end beam, preventing the liquid from accumulating inside and potentially causing damage to the components. By optimizing the drainage path and setting the drain hole 136, this design also improves the waterproof performance of the underframe end beam. Even under harsh weather conditions, it can effectively prevent rainwater or other liquids from eroding the internal components of the underframe end beam. Reducing the accumulation of liquid inside the underframe end beam can reduce the risk of corrosion and rust, thereby extending the service life of the underframe end beam and its internal components.

[0076] An embodiment of the second aspect of the present utility model provides an underframe, including an underframe body and the underframe end beam as described above.

[0077] According to the underframe provided by the second aspect of the present utility model, the combination of the underframe body and the underframe end beam forms a more stable overall structure. The design of the underframe end beam has taken into account the balance between structural strength and weight optimization. Therefore, when they are integrated into the underframe, the load-bearing capacity and stability of the underframe can be significantly improved, ensuring that the equipment can operate stably under various working conditions. Since the underframe end beam adopts a modular design, the maintenance of the underframe becomes more convenient. When it is necessary to maintain or replace a certain component, the underframe end beam can be operated independently without disassembling the entire underframe. This design greatly reduces the maintenance difficulty and cost and improves the maintainability of the equipment.

[0078] The third aspect of the present utility model provides an orbital vehicle, including the underframe end beam as described above, or the underframe as described above.

[0079] According to the orbital vehicle provided by the third aspect of the present utility model, the structural design of the underframe end beam or the underframe ensures the stability and safety of the vehicle during operation. The orbital vehicle can be customized according to different operating environments and requirements. Whether it is to adjust the size, shape of the underframe end beam or configure different components, it can be easily achieved to meet the requirements of different lines and transportation tasks. This strong adaptability enables the orbital vehicle to maintain a good operating state under various working conditions.

[0080] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present utility model and are not intended to limit them; although the present utility model has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that they can still modify the technical solutions described in the foregoing embodiments, or perform equivalent replacements for some of the technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present utility model.

Claims

1. An underframe end beam, characterized in that, It includes an end beam body (100), a first beam body (102) and a second beam body (104) are formed on the end beam body (100), a first cavity (106) running through the end beam body (100) in the length direction is formed in the first beam body (102), a second cavity (108) running through the end beam body (100) in the length direction is formed in the second beam body (104), a guide wheel mounting seat (110) is arranged on the first beam body (102), and a through-channel mounting opening (112) and a shock absorber mounting opening (114) are arranged on the outer end faces of the first beam body (102) and the second beam body (104).

2. The underframe end beam according to claim 1, characterized in that The first beam body (102) includes: A first bottom structure (116), the first cavity (106) runs through the first bottom structure (116) along the length direction of the first bottom structure (116); A first top structure (118), vertically connected to the first bottom structure (116), the first side wall of the first top structure (118) is flush with the first side wall of the first bottom structure (116), the second beam body (104) is arranged above the first top structure (118), and the first cavity (106) runs through the first top structure (118) along the length direction of the first top structure (118).

3. The underframe end beam according to claim 2, characterized in that, The guide wheel mounting seat (110) is connected to the top of the first bottom structure (116) and fits against the second side wall of the first top structure (118).

4. The underframe end beam according to claim 2, characterized in that, A longitudinal reinforcing plate (120) is arranged between the guide wheel mounting seat (110) and the top wall of the first top structure (118).

5. The underframe end beam according to claim 2, characterized in that, A bending plate (124) is arranged between the first bottom structure (116) and the first top structure (118), a rib plate (126) is arranged between the guide wheel mounting seat (110) and the bending plate (124), and a transverse reinforcing plate (128) is arranged between the guide wheel mounting seat (110), the rib plate (126) and the top wall of the first bottom structure (116).

6. The underframe end beam according to claim 2, wherein, Mounting plates (122) are arranged on the side walls of the first bottom structure (116), the first top structure (118) and the second beam body (104), and the through-channel mounting opening (112) and the shock absorber mounting opening (114) are arranged on the mounting plates (122).

7. The underframe end beam according to claim 2, wherein, The first cavity (106) includes: A first top cavity (130), the first top cavity (130) runs through the first top structure (118) along the length direction of the first top structure (118); A pair of first bottom cavities (132), the pair of first bottom cavities (132) run through the first bottom structure (116) along the length direction of the first bottom structure (116).

8. The underframe end beam according to claim 7, characterized in that, A water passing hole (134) is arranged between the first bottom cavity (132) and the first top cavity (130), and a drain hole (136) is arranged at the top of the first top cavity (130).

9. A chassis, characterized in that, It includes a chassis body and a chassis end beam as described in any one of claims 1 to 8.

10. A rail vehicle, characterized in that, It includes a chassis end beam as described in any one of claims 1 to 8, or a chassis as described in claim 9.

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