An end plate carrier, a vehicle equipment compartment and a railway vehicle

Abstract

The application discloses an end plate bracket, a vehicle equipment cabin and a railway vehicle, relates to the technical field of rail transit, and the end plate bracket comprises an end plate mounting beam, a transverse support beam, a vertical support beam and an edge bearing beam. The end plate mounting beam comprises a base beam segment and curved beam segments integrally arranged on both sides of the base beam segment; the transverse support beam extends along a first direction, and the transverse support beam is connected with the curved beam segments on both sides of the base beam segment; the vertical support beam extends along a second direction perpendicular to the first direction, and the vertical support beam is connected with the transverse support beam and the base beam segment; and the edge bearing beam extends along a third direction perpendicular to both the first direction and the second direction, and the edge bearing beam is connected with the curved beam segments and the transverse support beam. The end plate bracket solves the problems that the traditional end plate bracket has a low integration level and a low modularization degree and is difficult to meet the installation and use requirements of the vehicle equipment cabin.

Description

Technical Field

[0001] This application relates to the field of rail transit technology, and in particular to an end plate bracket, a vehicle equipment compartment, and a rail vehicle. Background Technology

[0002] In the field of rail vehicles, the structural design of the vehicle equipment compartment is crucial to the overall performance and stability of the vehicle.

[0003] Existing vehicle equipment compartment endplate brackets, due to their numerous interfaces, typically exhibit a relatively dispersed structural layout with low levels of integration and modularity. This design results in a large number of components and a cumbersome assembly process, making it difficult to meet the complex and ever-changing equipment layout requirements inside and outside the vehicle's equipment compartment. During vehicle operation, this structural characteristic of the endplate bracket makes it difficult to maintain the stability and durability of the equipment compartment when subjected to various loads and vibration impacts, thus posing a potential threat to the overall safety and reliability of the vehicle and jeopardizing its continued safe operation. Utility Model Content

[0004] The purpose of this application is to provide an end plate bracket, a vehicle equipment compartment, and a rail vehicle, which solves the problems of low integration and modularity of traditional end plate brackets and difficulty in meeting the installation and use requirements of vehicle equipment compartments.

[0005] To achieve the above objectives, this application provides an end plate bracket, comprising:

[0006] The end plate mounting beam includes a base beam segment and curved beam segments integrally disposed on both sides of the base beam segment;

[0007] A transverse support beam extends along a first direction and connects to the curved beam segments on both sides of the base beam segment;

[0008] A vertical support beam extends along a second direction perpendicular to the first direction and connects to the transverse support beam and the base beam segment;

[0009] An edge-bearing beam extends along a third direction perpendicular to both the first and second directions, and connects to the curved beam segment and the transverse support beam.

[0010] In some embodiments, the edge bearing beam has a U-shaped structure and is an integrally formed aluminum alloy extrusion structure. The edge bearing beam is used to fit onto the end of the curved beam segment away from the base beam segment, and one end of the edge bearing beam is riveted to the transverse support beam.

[0011] In some embodiments, the edge bearing beam is closed at one end near the transverse support beam, and open at the other end away from the transverse support beam. The sidewall thickness of the edge bearing beam gradually increases in the direction close to the transverse support beam, and the edge bearing beam is provided with a positioning structure that cooperates with the transverse support beam at one end near the transverse support beam.

[0012] In some embodiments, the transverse support beam has an L-shaped structure, and a plurality of reinforcing ribs are provided on the inner side of the transverse support beam, with each reinforcing rib being spaced apart along the first direction.

[0013] In some embodiments, the vertical support beam has a U-shaped structure, and weight-reducing holes are provided on the web of the vertical support beam. The vertical support beam is connected to the transverse support beam and the base beam segment through a detachable connector.

[0014] In some embodiments, foam reinforcement is integrally provided on the inner side of the end plate mounting beam, and the two ends of the foam reinforcement on the inner side of the base beam segment extend to the curved beam segments on both sides of the base beam segment.

[0015] In some embodiments, the transverse support beam is provided with a plurality of adjustment hole groups for installing the vertical support beam, and each adjustment hole group is arranged at equal intervals along the first direction to accommodate different interface requirements.

[0016] In some embodiments, mounting points are provided on the base beam segment, the curved beam segment, the transverse support beam, the vertical support beam, and the edge bearing beam, and at least some of the mounting points are provided with protective bushings.

[0017] This application also provides a vehicle equipment compartment, including the endplate bracket described in any of the above claims.

[0018] This application also provides a rail vehicle including the aforementioned vehicle equipment compartment.

[0019] Compared to the aforementioned background technology, the end plate bracket provided in this application embodiment includes an end plate mounting beam, a transverse support beam, a vertical support beam, and an edge bearing beam. The end plate mounting beam includes a base beam segment and curved beam segments integrally formed on both sides of the base beam segment; the transverse support beam extends along a first direction and connects to the curved beam segments on both sides of the base beam segment; the vertical support beam extends along a second direction perpendicular to the first direction and connects to the transverse support beam and the base beam segment; the edge bearing beam extends along a third direction perpendicular to both the first and second directions and connects to the curved beam segments and the transverse support beam.

[0020] The advantages of this endplate bracket design mainly include:

[0021] Firstly, a three-dimensional spatial frame structure is formed by the interconnection of transverse support beams, vertical support beams, edge bearing beams, and end plate mounting beams of the integrated structure. This improves the integration and modularity of the end plate bracket, reduces the number of parts, simplifies the assembly process, and significantly enhances the overall rigidity and stability of the end plate bracket. This ensures that the equipment compartment of the rail vehicle maintains a stable connection and support state under complex operating environments and stress conditions. At the same time, it provides a stable support platform and reliable protective barrier for the equipment inside the equipment compartment, effectively protecting the equipment from external impacts, vibrations, and interference during vehicle operation, ensuring the normal operation and service life of the equipment, and improving the overall reliability and operational safety of the rail vehicle.

[0022] Secondly, through the cooperation of the base beam segment, bending beam segment, transverse support beam, vertical support beam and edge bearing beam, the load acting on the end plate bracket can be effectively dispersed and transferred, so that the end plate bracket can effectively resist loads and stresses from all directions. For example, the weight of the equipment inside the equipment compartment and various dynamic loads generated during vehicle operation can be evenly distributed along the structural path of each beam to the entire end plate bracket and other connected components, avoiding local stress concentration, thereby improving the load-bearing capacity and service life of the entire equipment compartment structure.

[0023] Third, the multi-directional beam structure allows the end plate bracket to better adapt to the overall structural requirements of equipment compartments and rail vehicles with different shapes, sizes, and layouts. Regardless of the changes in the length, width, and height of the equipment compartment, end plate brackets can be flexibly designed to match it by adjusting the length and connection method of each beam, meeting the personalized customization requirements of various rail vehicles and improving the versatility and interchangeability of the vehicle's equipment compartment.

[0024] The beneficial effects of the vehicle equipment compartment including the aforementioned end plate bracket and the rail vehicle including the vehicle equipment compartment provided in this application are as described above and will not be repeated here. Attached Figure Description

[0025] To more clearly illustrate the technical solutions in the embodiments of this application or related technologies, the drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the drawings described below are only embodiments of this application. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0026] Figure 1 This is a schematic diagram of the overall structure of the end plate bracket in the embodiment of this application.

[0027] Figure 2 for Figure 1 The main view.

[0028] Figure 3 for Figure 1 Top view.

[0029] in:

[0030] 10 - End plate mounting beam, 11 - Base beam segment, 12 - Bending beam segment;

[0031] 20 - Transverse support beam;

[0032] 30 - Vertical support beam; 31 - Weight reduction hole;

[0033] 40 - Edge bearing beam;

[0034] 50 - Reinforcing rib;

[0035] 60 - Installation points. Detailed Implementation

[0036] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0037] To enable those skilled in the art to better understand the present application, the present application will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0038] It should be noted that the directional terms such as "upper end," "lower end," "left side," and "right side" mentioned below are defined based on the accompanying drawings in the instruction manual.

[0039] Please refer to Figure 1 , Figure 2 and Figure 3 , Figure 1 This is a schematic diagram of the overall structure of the end plate bracket in the embodiment of this application. Figure 2 for Figure 1 The main view. Figure 3 for Figure 1 Top view.

[0040] The end plate bracket provided in this application embodiment is applied to the vehicle equipment compartment of a rail vehicle. The end plate bracket is a key structural component used to support and fix the end plate and protect the equipment inside the equipment compartment. The end plate bracket includes an end plate mounting beam 10, a transverse support beam 20, a vertical support beam 30, and an edge bearing beam 40.

[0041] The end plate mounting beam 10 includes a base beam segment 11 and curved beam segments 12 integrally formed on both sides of the base beam segment 11. The end plate mounting beam 10 is used to fix and support the end plate. Structurally, the end plate mounting beam 10 is divided into a base beam segment 11 and curved beam segments 12 formed on both sides of the base beam segment 11. The base beam segment 11 provides basic support, while the curved beam segments 12 serve to reinforce and fix the end plate.

[0042] The transverse support beam 20 extends along the first direction and connects to the curved beam segments 12 on both sides of the base beam segment 11. The transverse support beam 20 is connected to the end plate mounting beam 10. The transverse support beam 20 provides transverse support and enhances the overall stability of the bracket, ensuring that the bracket is not easily deformed under transverse forces.

[0043] The vertical support beam 30 extends along a second direction perpendicular to the first direction, and is connected to the transverse support beam 20 and the base beam segment 11. The vertical support beam 30 connects the base beam segment 11 and the transverse support beam 20. The main function of the vertical support beam 30 is to provide vertical support force, ensure the load-bearing capacity and stability of the bracket in the vertical direction, and enable the end plate mounting beam 10 to stably bear the weight of the end plate.

[0044] The edge bearing beam 40 extends along a third direction perpendicular to both the first and second directions, and is connected to the curved beam segment 12 and the transverse support beam 20. The edge bearing beam 40 is installed at the edge of the end plate mounting beam 10 and is used to increase the load-bearing capacity of the bracket edge, ensuring that the bracket will not be damaged by edge stress when heavy objects are placed in the edge area.

[0045] It should be noted that the first direction mentioned above is as follows: Figure 1 The X-axis direction is shown, and the second direction is as follows: Figure 1 The Y-axis direction shown is the third direction, which is as follows: Figure 1 The Z-axis direction is shown.

[0046] The advantages of this endplate bracket design mainly include:

[0047] Firstly, the interconnection of the transverse support beam 20, vertical support beam 30, edge bearing beam 40, and the integrated end plate mounting beam 10 forms a three-dimensional spatial frame structure. This improves the integration and modularity of the end plate bracket, reduces the number of parts, simplifies the assembly process, and significantly enhances the overall rigidity and stability of the end plate bracket. This ensures that the equipment compartment of the rail vehicle maintains a stable connection and support state under complex operating environments and stress conditions. At the same time, it provides a stable support platform and reliable protective barrier for the equipment inside the equipment compartment, effectively protecting the equipment from external impacts, vibrations, and interference during vehicle operation, ensuring the normal operation and service life of the equipment, and improving the overall reliability and operational safety of the rail vehicle.

[0048] Secondly, through the cooperation of the base beam segment 11, the bending beam segment 12, the transverse support beam 20, the vertical support beam 30, and the edge bearing beam 40, the load acting on the end plate bracket can be effectively dispersed and transferred, so that the end plate bracket can effectively resist loads and stresses from all directions. For example, the weight of the equipment inside the equipment compartment and various dynamic loads generated during vehicle operation can be evenly distributed along the structural path of each beam to the entire end plate bracket and other connected components, avoiding local stress concentration, thereby improving the load-bearing capacity and service life of the entire equipment compartment structure.

[0049] Thirdly, through multiple directions (specifically along such as...) Figure 1 The beam structure extending in the X, Y, and Z axes (as shown) allows the endplate brackets to better adapt to the overall structural requirements of equipment compartments and rail vehicles of different shapes, sizes, and layouts. Regardless of changes in the length, width, and height of the equipment compartment, endplate brackets can be flexibly designed to match it by adjusting the length and connection method of each beam, meeting the personalized customization requirements of various rail vehicles and improving the versatility and interchangeability of the vehicle's equipment compartment.

[0050] In general, the end plate bracket provided in this application embodiment forms a three-dimensional spatial frame structure through the interconnection of the transverse support beam 20, the vertical support beam 30, the edge bearing beam 40, and the integrated end plate mounting beam 10. This end plate bracket structure is compact, with fewer parts, simplified assembly, and significantly improved overall rigidity and stability. It provides stable support and protection for the equipment in the equipment compartment, ensuring that the equipment is not affected by impact and vibration in complex operating environments, thereby improving the reliability and safety of the rail vehicle. At the same time, the beams cooperate with each other to effectively disperse and transfer loads, avoid local stress concentration, and enable the end plate bracket to withstand dynamic loads from all directions, enhancing the load-bearing capacity and service life of the equipment compartment. In addition, the multi-directionally extending beam structure allows the end plate bracket to flexibly adapt to equipment compartments of different sizes and layouts. By adjusting the beam length and connection method, it can meet the personalized needs of rail vehicles and improve the versatility and interchangeability of the equipment compartment.

[0051] Based on the above, considering that the current vehicle equipment compartment is prone to stress concentration when subjected to multi-directional forces, which in turn affects the service life and reliability of the equipment compartment, and that the existing edge bearing beam 40 is not flexible enough and has poor sturdiness in its connection with other components of the equipment compartment, the vehicle will be subjected to various vibrations and impacts during operation, and this connection method is prone to causing components to loosen or even fall off, increasing maintenance costs and posing a hidden danger to the safe operation of the vehicle.

[0052] Therefore, the edge bearing beam 40 provided in this application is an integral extruded aluminum alloy structure. The edge bearing beam 40 has a U-shaped structure and is used to be fitted onto the end of the curved beam segment 12 away from the base beam segment 11. One end of the edge bearing beam 40 is riveted to the transverse support beam 20.

[0053] Aluminum alloy itself has the advantages of being lightweight and high-strength. By using an extrusion molding process to make a U-shaped edge load-bearing beam 40, it can ensure that it can withstand the corresponding load during use without adding too much weight. This is of great significance for the lightweight design of rail vehicles, and helps to reduce the overall energy consumption of the vehicle and improve operating efficiency.

[0054] The U-shaped structure possesses excellent mechanical stability and resistance to deformation. Installed at the end of the curved beam segment 12 furthest from the base beam segment 11, it effectively enhances the load-bearing capacity and structural rigidity of the endplate bracket edge. This ensures the bracket maintains overall structural stability when bearing the weight of equipment within the equipment compartment and various dynamic loads generated during vehicle operation, reducing the risk of deformation and thus better protecting the equipment within the compartment. Simultaneously, the edge load-bearing beam 40 and the transverse support beam 20 are connected by riveting. This connection method ensures a tight and stable connection between the edge load-bearing beam 40 and the transverse support beam 20, further enhancing the stability of the entire endplate bracket structure.

[0055] Meanwhile, the aluminum alloy extrusion molding process makes the manufacturing of the edge load-bearing beam 40 relatively simple and precise, ensuring the consistency of the beam's size and shape, reducing processing errors and subsequent processing steps, improving production efficiency, and lowering production costs. Furthermore, the fit between the U-shaped edge load-bearing beam 40 and the curved beam segment 12, as well as its riveting with the transverse support beam 20, makes assembly relatively convenient and quick, facilitating operation during equipment compartment assembly and contributing to improved overall assembly efficiency.

[0056] In addition, the edge load-bearing beam 40 made of aluminum alloy has good corrosion resistance. In the relatively complex environment of the equipment compartment of the rail vehicle, which may be in a humid and dusty environment for a long time, the edge load-bearing beam 40 can maintain good performance for a longer time, reduce the risk of structural damage caused by corrosion, and reduce maintenance costs and maintenance frequency.

[0057] Furthermore, the edge bearing beam 40 is closed at one end near the transverse support beam 20, and open at the other end away from the transverse support beam 20. The sidewall thickness of the edge bearing beam 40 gradually increases in the direction close to the transverse support beam 20, and the edge bearing beam 40 is provided with a positioning structure that cooperates with the transverse support beam 20 at one end near the transverse support beam 20.

[0058] Because the edge load-bearing beam 40 is closed at the end near the transverse support beam 20 and its sidewall thickness gradually increases, this structure provides stronger bending and shear resistance at the load-bearing end of the beam, enabling it to withstand larger loads and preventing deformation or damage caused by excessive local stress. At the same time, the gradual thickness design makes the stress distribution more uniform, avoids stress concentration, and improves the overall structural strength and durability of the edge load-bearing beam 40.

[0059] The edge bearing beam 40 has a positioning structure at one end near the transverse support beam 20. When it cooperates with the transverse support beam 20, it can quickly and accurately achieve positioning and alignment, ensuring installation accuracy, reducing installation errors, and improving assembly efficiency. At the same time, the use of the positioning structure makes the connection between the edge bearing beam 40 and the transverse support beam 20 tighter and more stable, preventing the connection from loosening due to dynamic loads such as vibration during vehicle operation, and ensuring the structural stability and safety of the equipment compartment.

[0060] In this embodiment, the positioning structure includes, but is not limited to, positioning holes, positioning posts, and positioning protrusions, as well as any structure that facilitates the assembly of the edge bearing beam 40 and the transverse support beam 20 and improves the stability of their connection.

[0061] In addition, the edge bearing beam 40 has an opening at one end away from the transverse support beam 20, which facilitates the inspection and maintenance of the internal structure and connections of the beam, timely detection and handling of potential problems, and extension of the equipment's service life.

[0062] In some embodiments, the transverse support beam 20 has an L-shaped structure, and a plurality of reinforcing ribs 50 are provided on the inner side of the transverse support beam 20, with each reinforcing rib 50 being spaced apart along a first direction.

[0063] In this way, by setting several reinforcing ribs 50 on the inner side of the L-shaped transverse support beam 20, and distributing these reinforcing ribs 50 at intervals in a certain direction, the stress distribution inside the transverse support beam 20 can be further optimized. When the transverse support beam 20 is subjected to load, the reinforcing ribs 50 can reasonably distribute the stress to the entire beam, avoid the occurrence of stress concentration points, and thus improve the overall load-bearing capacity and deformation resistance of the beam.

[0064] Furthermore, the design of the stiffener 50 can significantly improve the local rigidity of the transverse support beam 20, enabling it to better maintain its shape under concentrated or uneven loads and reducing the risk of structural failure due to local deformation. The combination of the L-shaped transverse support beam 20 and the stiffener 50 not only enhances bending resistance but also improves torsional resistance. This is particularly important for the complex operating conditions of rail vehicle equipment compartments subjected to multi-directional loads (such as vehicle turning and vibration) during operation, effectively preventing excessive deformation or damage to the beam under torsional moments.

[0065] In some embodiments, the vertical support beam 30 has a U-shaped structure, and a weight reduction hole 31 is provided on the web of the vertical support beam 30. The vertical support beam 30 is connected to the transverse support beam 20 and the base beam segment 11 through a detachable connector.

[0066] In this embodiment, compared to the traditional solid structure, the U-shaped vertical support beam 30 inherently has the advantage of weight reduction, and the weight-reducing holes 31 on the web further reduce the weight of the vertical support beam 30. For rail vehicles, reducing structural weight directly reduces energy consumption, improves operating efficiency, and reduces energy consumption and operating costs during vehicle operation. Simultaneously, the vertical support beam 30 is connected to the transverse support beam 20 and the base beam segment 11 via detachable connectors (such as bolts, nuts, and pins), making the installation and disassembly of the vertical support beam 30 very convenient and quick. During equipment compartment assembly, the installation and positioning of the vertical support beam 30 can be completed quickly. When it is necessary to inspect or replace components inside the equipment compartment, the vertical support beam 30 can also be easily disassembled, facilitating maintenance work and reducing repair time and costs.

[0067] In some embodiments, foam reinforcement is integrally provided on the inner side of the end plate mounting beam 10, and the two ends of the foam reinforcement on the inner side of the base beam segment 11 extend to the curved beam segments 12 on both sides of the base beam segment 11.

[0068] It should be noted that foam reinforcement is typically made of lightweight materials (such as aluminum foam alloy, foam plastic, etc.). The foam reinforcement is formed by combining lightweight foam material with the main material of the end plate mounting beam 10 through a special process, creating an integrated structure. This foam reinforcement has the advantages of a porous structure and controllable density. Specifically, the interior of the foam reinforcement consists of numerous tiny pores, evenly distributed throughout the material. The pore size is typically on the micrometer to millimeter scale. This porous structure is a crucial foundation for the foam reinforcement to exert its energy absorption, vibration damping, sound insulation, and thermal insulation properties. The density of the foam reinforcement can be controlled by adjusting its porosity. Low-density foam reinforcement is more suitable for lightweighting and energy absorption, while higher-density foam reinforcement provides stronger support and rigidity.

[0069] In this way, the foam material, through its integration with the main material of the end plate mounting beam 10 (for example, the foam reinforcement is tightly bonded to the main material of the end plate mounting beam using a special adhesive or composite process), ensures that it works synergistically under stress, rather than separating from each other. This integrated structure not only improves overall strength but also avoids the loosening and fatigue problems that may exist in traditional structures. With this design, the end plate mounting beam 10 can provide sufficient structural strength and safety while being lightweight, and has good energy absorption, thermal insulation, and sound insulation properties, making it particularly suitable for applications such as rail vehicle equipment compartments where weight, safety, and functionality requirements are high.

[0070] In some embodiments, the transverse support beam 20 is provided with a plurality of adjustment hole groups for installing the vertical support beam 30, and each adjustment hole group is arranged at equal intervals along the first direction to accommodate different interface requirements.

[0071] The transverse support beam 20 is provided with several sets of adjustment holes for installing the vertical support beam 30, and these sets of adjustment holes are equidistant along the first direction. This design offers several advantages: First, it provides high flexibility, allowing for quick adjustment of the installation position of the vertical support beam 30 according to different equipment installation requirements or interface locations, ensuring the installation accuracy and compatibility of various equipment within the equipment compartment. Second, the equidistant arrangement of the adjustment holes makes the installation process more standardized and regulated, facilitating rapid positioning and assembly, and improving assembly efficiency. Furthermore, this design enhances the versatility and scalability of the equipment compartment, enabling it to adapt to the installation of different models or specifications of equipment, reducing the need for redesigning or replacing the support structure due to equipment changes, and lowering the maintenance and upgrade costs of the equipment compartment.

[0072] In some embodiments, mounting points 60 are provided on the base beam segment 11, the curved beam segment 12, the transverse support beam 20, the vertical support beam 30, and the edge bearing beam 40, and at least some of the mounting points 60 are provided with protective bushings.

[0073] In this way, the installation point 60 provides a standardized and precise installation interface for fixing and connecting various equipment within the equipment compartment, ensuring that the equipment can be securely installed on the bracket structure and avoiding loosening or damage due to inaccurate installation positioning. Simultaneously, the use of protective bushings effectively protects the threads or connections at the installation points from external environmental influences. Especially considering that the equipment compartment may be exposed to humid, dusty, or corrosive environments during rail vehicle operation, the protective bushings prevent threads from rusting, corroding, or becoming clogged with foreign objects, thereby extending the service life of the installation points and ensuring the long-term stability of the equipment installation. Furthermore, the protective bushings can also reduce the risk of component damage caused by excessive bolt tightening torque during installation, acting as a buffer and protector.

[0074] In other words, the above design not only improves the convenience and reliability of equipment installation, but also enhances the durability and resistance to environmental interference of the installation points through the protective bushing, providing a strong guarantee for the long-term stable operation of the equipment compartment.

[0075] In summary, the end plate bracket provided in this application embodiment forms a three-dimensional spatial frame structure through the interconnection of the transverse support beam 20, the vertical support beam 30, the edge bearing beam 40, and the integrated end plate mounting beam 10. This end plate bracket has a compact structure, fewer parts, simplified assembly, and significantly improved overall rigidity and stability, providing stable support and protection for the equipment in the equipment compartment, ensuring that the equipment is not affected by impact and vibration in complex operating environments, thereby improving the reliability and safety of the rail vehicle. At the same time, the various beams cooperate with each other to effectively disperse and transfer loads, avoid local stress concentration, and enable the end plate bracket to withstand dynamic loads from all directions, enhancing the load-bearing capacity and service life of the equipment compartment. In addition, the multi-directionally extending beam structure allows the end plate bracket to flexibly adapt to equipment compartments of different sizes and layouts. By adjusting the beam length and connection method, it can meet the personalized needs of rail vehicles and improve the versatility and interchangeability of the equipment compartment.

[0076] The vehicle equipment compartment provided in this application includes the end plate bracket described in the above specific embodiments; other parts of the vehicle equipment compartment can be referred to in related technologies, which will not be elaborated here.

[0077] The rail vehicle provided in this application includes the vehicle equipment compartment described in the specific embodiments above; other parts of the rail vehicle can be referred to in related technologies, and will not be elaborated here.

[0078] It should be noted that in this specification, relational terms such as first and second are used only to distinguish one entity from several other entities, and do not necessarily require or imply any such actual relationship or order between these entities.

[0079] The endplate bracket, vehicle equipment compartment, and rail vehicle provided in this application have been described in detail above. Specific examples have been used to illustrate the principles and implementation methods of this application. The descriptions of the embodiments above are only for the purpose of helping to understand the solution and core ideas of this application. It should be noted that those skilled in the art can make several improvements and modifications to this application without departing from the principles of this application, and these improvements and modifications also fall within the protection scope of this application.

Claims

1. An end plate carrier characterized by, include: The end plate mounting beam includes a base beam segment and curved beam segments integrally disposed on both sides of the base beam segment; A transverse support beam extends along a first direction and connects to the curved beam segments on both sides of the base beam segment; A vertical support beam extends along a second direction perpendicular to the first direction and connects to the transverse support beam and the base beam segment; An edge-bearing beam extends along a third direction perpendicular to both the first and second directions, and connects to the curved beam segment and the transverse support beam.

2. The end plate carrier of claim 1, wherein, The edge bearing beam has a U-shaped structure and is an integrally formed aluminum alloy extrusion structure. The edge bearing beam is used to fit onto the end of the curved beam segment away from the base beam segment, and one end of the edge bearing beam is riveted to the transverse support beam.

3. The end plate carrier of claim 2, wherein, The edge bearing beam is closed at one end near the transverse support beam, and open at the other end away from the transverse support beam. The sidewall thickness of the edge bearing beam gradually increases along the direction close to the transverse support beam, and the edge bearing beam is provided with a positioning structure that cooperates with the transverse support beam at one end near the transverse support beam.

4. The end plate carrier of claim 1, wherein, The transverse support beam has an L-shaped structure, and a number of reinforcing ribs are provided on the inner side of the transverse support beam, with each reinforcing rib distributed at intervals along the first direction.

5. The end plate bracket as described in claim 1, characterized in that, The vertical support beam has a U-shaped structure, and weight-reducing holes are provided on the web of the vertical support beam. The vertical support beam is connected to the horizontal support beam and the base beam segment through a detachable connector.

6. The end plate bracket as described in any one of claims 1-5, characterized in that, The inner side of the end plate mounting beam is integrally provided with foam reinforcement, and the two ends of the foam reinforcement on the inner side of the base beam segment extend to the curved beam segments on both sides of the base beam segment.

7. The end plate bracket as described in any one of claims 1-5, characterized in that, The transverse support beam is provided with a plurality of adjustment hole groups for installing the vertical support beam. Each adjustment hole group is arranged at equal intervals along the first direction to accommodate different interface requirements.

8. The end plate bracket as described in any one of claims 1-5, characterized in that, The base beam segment, the curved beam segment, the transverse support beam, the vertical support beam, and the edge bearing beam are all provided with installation points, and at least some of the installation points are provided with protective bushings.

9. A vehicle equipment compartment, characterized in that, Includes the end plate bracket as described in any one of claims 1-8.

10. A rail vehicle, characterized in that, Includes the vehicle equipment compartment as described in claim 9.

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