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 a main body frame, at least two avoiding structures and at least two connecting beams. The main body frame comprises a base plate and a supporting plate integrally arranged on the base plate, and the supporting plate is used for connecting a vehicle body; the at least two avoiding structures are integrally arranged in the main body frame, and the avoiding structures are used for avoiding a sand box and a connecting device of a sanding device; the at least two connecting beams are connected with the at least two avoiding structures in correspondence, and the connecting beams are used for connecting the vehicle body. The end plate bracket solves the problems of low integration level and low modularization degree of a traditional end plate bracket and poor connection stability and reliability of the end plate bracket and the vehicle body.

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 large number of components, complex assembly process, and numerous connection points, typically exhibit a relatively dispersed structural layout with low levels of integration and modularity. During vehicle operation, this structural characteristic makes it difficult to maintain the stability and durability of the equipment compartment when subjected to various loads and vibration impacts, posing a risk to the continuous safe operation of the vehicle. Furthermore, the connection stability and reliability between the endplate bracket and the car body are poor, making it prone to deformation or damage due to excessive local stress, failing to meet the high reliability connection requirements of rail vehicle equipment compartments and car bodies. 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 poor stability and reliability of the connection between the end plate bracket and the vehicle body.

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

[0006] The main frame includes a base plate and a support plate integrally disposed on the base plate, the support plate being used to connect the vehicle body;

[0007] At least two clearance structures are integrally set within the main frame, and the clearance structures are used to avoid the sand box and connecting devices of the sand spreading device;

[0008] At least two connecting beams are connected to the at least two avoidance structures, and the connecting beams are used to connect the vehicle body via vertical beams.

[0009] In some embodiments, the avoidance structure includes a first sealing plate and second sealing plates integrally disposed on both sides of the first sealing plate. The first sealing plate and the second sealing plates on both sides together form an installation cavity for installing a sand box and connecting devices for the sand spreading device.

[0010] In some embodiments, both the first sealing plate and the connecting beam have a Z-shaped structure. The first sealing plate includes a first plate, a second plate, and a third plate. The second plate and the third plate are respectively disposed at both ends of the first plate. The second plate is bent away from the substrate relative to the first plate, and the third plate is bent towards the substrate relative to the first plate. The connecting beam includes a first beam segment, a second beam segment, and a third beam segment. The first beam segment, the second beam segment, and the third beam segment are respectively fitted and connected to the first plate, the second plate, and the third plate. The second beam segment and the third beam segment are used to connect the vehicle body.

[0011] In some embodiments, the spacing between the second sealing plates on both sides of the first sealing plate gradually decreases in the direction away from the support plate.

[0012] In some embodiments, the draft angle of the avoidance structure in the direction away from the support plate ranges from 2 to 3 degrees.

[0013] In some embodiments, the support plate has a side beam for connecting the vehicle body at one end away from the base plate. The side beam has an L-shaped structure, and a plurality of reinforcing beams are provided on the inner side of the side beam. The reinforcing beams are spaced apart along the extension direction of the side beam.

[0014] In some embodiments, the end plate bracket further includes:

[0015] A first foam rib is integrally formed on the support plate, with one end of the first foam rib extending to the side beam and the other end extending to the substrate;

[0016] The second foam reinforcement is integrally formed on the support plate, with one end of the second foam reinforcement extending to the side beam and the other end extending to the clearance structure;

[0017] The third foam rib is integrally formed on the substrate and parallel to the side beam. One end of the third foam rib extends to the clearance structure and the other end extends to the end of the substrate.

[0018] In some embodiments, the end plate bracket further includes a crossbeam disposed on the base plate, the crossbeam being parallel to the side beam, the crossbeam having an installation interface, and the crossbeam being used to reinforce the structure of the main frame.

[0019] This application also provides a vehicle equipment compartment, including the endplate bracket described in any of the above claims.

[0020] This application also provides a rail vehicle including the aforementioned vehicle equipment compartment.

[0021] Compared to the aforementioned background technology, the end plate bracket provided in this application embodiment includes a main frame, at least two clearance structures, and at least two connecting beams. The main frame includes a base plate and a support plate integrally disposed on the base plate, the support plate being used to connect to the vehicle body; the at least two clearance structures are integrally disposed within the main frame, the clearance structures being used to clear the sand box and connecting devices of the sand spreading device; the at least two connecting beams are correspondingly connected to the at least two clearance structures, the connecting beams being used to connect to the vehicle body.

[0022] The advantages of this endplate bracket design mainly include:

[0023] Firstly, the base plate and support plate of the main frame are set as one piece. The integrated structure has high strength and rigidity. This setting method enables the main frame to withstand large loads, including vibrations and impacts generated during train operation, as well as the weight of the end plate bracket itself and the components it supports. At the same time, the integrated main frame structure makes the connection points more concentrated and stable, avoiding loosening or failure caused by too many connection points.

[0024] Secondly, by using connecting beams to connect the end plate brackets to the car body, based on the support plate connection, the end plate brackets can be firmly fixed to the car body, further enhancing the stability and reliability of the connection between the end plate brackets and the car body. Specifically, during train operation, the end plate brackets will be subjected to forces from different directions. The connecting beams can reinforce and distribute the load, evenly transferring the forces on the end plate brackets to the car body, thereby improving the overall stability of the connection between the end plate brackets and the car body and preventing structural deformation or damage caused by excessive local stress.

[0025] Thirdly, by integrating a clearance structure within the main frame, the end plate bracket provides dedicated clearance space for the sand box and connecting components (such as the sand spreading hose) of the sand spreading device. Specifically, a portion of the sand box of the sand spreading device is located within the clearance structure, ensuring compact installation. The connector wire (heat tracing wire) and sand spreading hose of the sand spreading device pass through the clearance structure. The end plate bracket with this structural design can utilize the limited under-vehicle space to simultaneously meet the installation requirements of the sand box and sand spreading hose of the sand spreading device, allowing the sand box and connecting components to be rationally arranged according to their own structural and functional requirements. This avoids installation difficulties or functional limitations caused by spatial interference, and improves the versatility and adaptability of the end plate bracket.

[0026] 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

[0027] 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.

[0028] Figure 1 This is a schematic diagram of the overall structure of the end plate bracket in the embodiment of this application.

[0029] Figure 2 for Figure 1 Front view diagram.

[0030] Figure 3 for Figure 2 Sectional view of AA.

[0031] Figure 4 for Figure 1 A schematic diagram of the rear side.

[0032] Figure 5 for Figure 1 Top view.

[0033] in:

[0034] 10-Main frame, 11-Base plate, 12-Support plate;

[0035] 20 - Avoidance structure, 21 - First sealing plate, 211 - First plate body, 212 - Second plate body, 213 - Third plate body, 22 - Second sealing plate, 23 - Mounting cavity;

[0036] 30 - Connecting beam, 31 - First beam segment, 32 - Second beam segment, 33 - Third beam segment;

[0037] 40-Edge beam;

[0038] 50 - Reinforcing beam;

[0039] 60 - First foam reinforcement;

[0040] 70 - Second foam reinforcement;

[0041] 80 - Third foam reinforcement;

[0042] 90-Crossbeam. Detailed Implementation

[0043] 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.

[0044] 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.

[0045] 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.

[0046] Please refer to Figures 1 to 5 , 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 Front view diagram. Figure 3 for Figure 2 Sectional view of AA. Figure 4 for Figure 1 A schematic diagram of the rear side. Figure 5 for Figure 1 Top view.

[0047] The end plate bracket provided in this application embodiment includes a main frame 10, at least two clearance structures 20 and at least two connecting beams 30.

[0048] The main frame 10 includes a base plate 11 and a support plate 12 integrally disposed on the base plate 11. The support plate 12 is used to connect the vehicle body.

[0049] For example, the support plate 12 can be connected to the vehicle body structure by welding, bolting or other means. This connection method can withstand a large load. At the same time, the integrated main frame 10 has an overall L-shaped structure. The integrated design reduces the number of connecting parts and connection nodes, thereby reducing safety hazards caused by loose or detached connecting parts or failure of connection nodes.

[0050] At least two avoidance structures 20 are integrally installed within the main frame 10. The avoidance structures 20 are used to avoid the sand box and connecting devices of the sand spreading device.

[0051] The avoidance structure 20 protects the sand box of the sand spreading device within it, and the avoidance structure 20 is recessed into the support plate 12. The recessed area formed by the avoidance structure 20 can form a space to accommodate the sand box of the sand spreading device, as well as a space for the sand spreading hose of the sand spreading device to swing, so as to avoid the sand spreading hose from interfering with other structures during the swinging process. Moreover, since the avoidance structure 20 is recessed into the support plate 12, the avoidance structure 20 and the support plate 12 can play a certain protective role for the sand spreading hose of the sand spreading device.

[0052] At least two connecting beams 30 are connected to at least two avoidance structures 20 in a one-to-one correspondence, and the connecting beams 30 are used to connect the vehicle body.

[0053] Taking two avoidance structures 20 as an example, the number of connecting beams 30 is the same as that of the avoidance structures 20, which is two in total. The two connecting beams 30 are respectively fixed to the outer walls of the two avoidance structures 20 located inside the main frame 10. The construction of the connecting beams 30 is adapted to the construction of the outer walls of the avoidance structures 20 located inside the main frame 10.

[0054] The advantages of this endplate bracket design mainly include:

[0055] Firstly, the base plate 11 and support plate 12 of the main frame 10 are integrally set. The integrated structure has high strength and rigidity. This setting method enables the main frame 10 to withstand large loads, including vibrations and impacts generated during train operation, as well as the weight of the end plate bracket itself and the components it supports. At the same time, the integrated main frame 10 structure makes the connection points more concentrated and stable, avoiding loosening or failure caused by too many connection points.

[0056] Secondly, based on the connection of the support plate 12 to the car body, the connecting beam 30 is used to connect the car body, which can firmly fix the end plate bracket to the car body, further enhancing the stability and reliability of the connection between the end plate bracket and the car body. Specifically, during train operation, the end plate bracket will be subjected to forces from different directions. The connecting beam 30 can play a role in reinforcing and distributing the load, evenly transferring the force on the end plate bracket to the car body, thereby improving the stability of the connection between the entire end plate bracket and the car body and preventing structural deformation or damage caused by excessive local stress.

[0057] Thirdly, by integrating a clearance structure 20 within the main frame 10, the end plate bracket provides dedicated clearance space for the sand box and connecting components (such as the sand spreading hose) of the sand spreading device. Specifically, a portion of the sand box of the sand spreading device is located within the clearance structure 20, ensuring compact installation. The connector wire (heat tracing wire) and sand spreading hose of the sand spreading device pass through the clearance structure 20. The end plate bracket with this structural design can utilize the limited under-vehicle space to simultaneously meet the installation requirements of the sand box and sand spreading hose of the sand spreading device, allowing the sand box and connecting components to be rationally arranged according to their own structural and functional requirements. This avoids installation difficulties or functional limitations caused by spatial interference, and improves the versatility and adaptability of the end plate bracket.

[0058] In some embodiments, the avoidance structure 20 includes a first sealing plate 21 and second sealing plates 22 integrally disposed on both sides of the first sealing plate 21. The first sealing plate 21 and the second sealing plates 22 on both sides together form an installation cavity 23 for installing a sand box and connecting devices for the sand spreading device.

[0059] In this way, the first sealing plate 21 and the second sealing plates 22 on both sides together form a dedicated mounting cavity 23, providing an independent and precise mounting space for the sand box and connecting components (such as the sand spreading hose) of the sand spreading device. This design avoids interference with other structures, ensuring that the sand spreading device can be installed quickly and accurately, thus improving assembly efficiency. At the same time, since the clearance structure 20 is recessed into the support plate 12, that is, the mounting cavity 23 extends into the interior of the main frame 10, the clearance structure 20 and the support plate 12 can provide a certain degree of protection for the sand spreading hose of the sand spreading device.

[0060] In some embodiments, the spacing between the second sealing plates 22 on both sides of the first sealing plate 21 gradually decreases in the direction away from the support plate 12.

[0061] This tapered design, on the one hand, allows the sand box and sand spreading hose installation clearance structure 20 to be easily demolded, facilitating overall molding; on the other hand, it can better match the shape and size of the sand spreading device, further optimizing space utilization, while providing a more spacious entrance for installation and disassembly operations, making it easier for operators to quickly assemble and maintain the equipment.

[0062] In some embodiments, the draft angle of the avoidance structure 20 in the direction away from the support plate 12 ranges from 2 to 3 degrees.

[0063] During the manufacturing process, especially when using a one-piece molding process for carbon fiber composite materials, the draft angle is a key factor in ensuring that the part can be smoothly ejected from the mold. By setting a draft angle of 2-3 degrees on both sides of the relief structure 20, the friction and resistance between the relief structure 20 and the mold during demolding can be effectively reduced, avoiding damage to the part or wear of the mold due to demolding difficulties, thereby improving the overall molding quality of the relief structure 20. At the same time, the 2-3 degree draft angle design optimizes the geometry of the relief structure 20 to a certain extent, enabling it to meet demolding requirements while maintaining sufficient structural strength and stability, avoiding deformation or damage due to structural weakness.

[0064] It can be seen that by setting draft angles of 2-3 degrees on both sides of the avoidance structure 20, not only can molding efficiency and quality be significantly improved, but also the structural design can be optimized to meet actual use requirements and improve overall performance and reliability. It is particularly suitable for scenarios such as rail vehicle equipment compartments that have high requirements for manufacturing precision and structural strength.

[0065] In some embodiments, both the first sealing plate 21 and the connecting beam 30 have a Z-shaped structure. The first sealing plate 21 includes a first plate 211, a second plate 212, and a third plate 213. The second plate 212 and the third plate 213 are respectively disposed at both ends of the first plate 211. The second plate 212 is bent away from the substrate 11 relative to the first plate 211, and the third plate 213 is bent towards the substrate 11 relative to the first plate 211. The connecting beam 30 includes a first beam segment 31, a second beam segment 32, and a third beam segment 33. The first beam segment 31, the second beam segment 32, and the third beam segment 33 are respectively attached to and connected to the first plate 211, the second plate 212, and the third plate 213, and the second beam segment 32 and the third beam segment 33 are used to connect the vehicle body.

[0066] It should be noted that the Z-shaped structure possesses excellent mechanical properties. The Z-shaped design of the first end plate 21 and the connecting beam 30 allows the structure to better disperse stress when subjected to loads. For example, when vibrations or impacts occur during train operation, the Z-shaped structure can absorb and disperse these forces through the deformation of its curved sections, thereby reducing stress concentration points and preventing structural damage caused by excessive local stress. Furthermore, the first beam segment 31, the second beam segment 32, and the third beam segment 33 are respectively bonded to the first plate 211, the second plate 212, and the third plate 213. This multi-segment bonding design further enhances the overall integrity and stability of the structure. The bonding connection allows the forces on both sides to be mutually transferred and synergistic, improving the structure's resistance to deformation under complex working conditions. Simultaneously, the second beam segment 32 and the third beam segment 33 are used to connect the car body, making the connection between the end plate bracket and the car body a multi-segment connection method. This significantly increases the connection area and the number of connection points. Compared to a single connection method, this significantly improves the strength and reliability of the connection, reducing safety hazards caused by loose or failed connections.

[0067] It is important to emphasize that the Z-shaped connecting beam 30 design allows the connecting beam 30 (connected to the vehicle body via vertical beams) to distribute stress evenly across each beam segment and plate when under load. In particular, the use of the second beam segment 32 and the third beam segment 33 to connect the vehicle body disperses the vertical load at the connection point, effectively transferring the force on the end plate bracket to the vehicle body. This prevents structural damage caused by excessive local stress and avoids structural damage to the avoidance structure 20 that could easily occur due to the connection point on the first beam segment 31.

[0068] Furthermore, the Z-shaped connecting beam 30 can be adjusted and optimized according to the specific structure of the vehicle body. For example, the bending direction and angle of the second beam segment 32 and the third beam segment 33 can be designed according to the shape of the vehicle body, allowing the end plate bracket to better adapt to different vehicle models and exhibiting strong versatility and adaptability. Simultaneously, the fitting connection between the first sealing plate 21 and the connecting beam 30 can also employ various installation options, such as welding or bolting, to fix them together. This flexibility allows the end plate bracket to select the most suitable installation method according to different application scenarios.

[0069] As can be seen from the above, the Z-shaped structural design of the first sealing plate 21 and the connecting beam 30, as well as the fitting connection between them, not only improve the structural stability, connection strength and space utilization efficiency of the end plate bracket, but also enhance its functional integration capability, maintenance convenience and adaptability, providing a strong guarantee for the safe operation and efficient maintenance of the train.

[0070] In some embodiments, the end of the support plate 12 away from the base plate 11 is provided with a side beam 40 for connecting the vehicle body. The side beam 40 has an L-shaped structure, and a plurality of reinforcing beams 50 are provided on the inner side of the side beam 40. Each reinforcing beam 50 is distributed at intervals along the extension direction of the side beam 40.

[0071] Specifically, the end of the support plate 12 away from the base plate 11 is provided with a side beam 40 for connecting the vehicle body. The side beam 40 can be provided with connection points, and the support plate 12 is connected to the vehicle body through these connection points.

[0072] More specifically, the edge beam 40 has an L-shaped structure, and several reinforcing beams 50 are set on the inner side of the L-shaped edge beam 40. These reinforcing beams 50 are distributed at intervals in a certain direction, which can further optimize the stress distribution inside the edge beam 40. When the edge beam 40 is subjected to load, the reinforcing beams 50 can reasonably distribute the stress to the entire beam body, avoid the occurrence of stress concentration points, and thus improve the overall load-bearing capacity and deformation resistance of the edge beam 40.

[0073] Furthermore, the design of the reinforcing beam 50 can significantly improve the local rigidity of the edge beam 40, 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 edge beam 40 and the reinforcing beam 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 beams under torsional moments.

[0074] In some embodiments, the end plate bracket further includes a first foam rib 60, a second foam rib 70, and a third foam rib 80. The first foam rib 60 is integrally disposed on the support plate 12, with one end extending to the side beam 40 and the other end extending to the base plate 11. The second foam rib 70 is integrally disposed on the support plate 12, with one end extending to the side beam 40 and the other end extending to the clearance structure 20. The third foam rib 80 is integrally disposed on the base plate 11, parallel to the side beam 40, with one end extending to the clearance structure 20 and the other end extending to the end of the base plate 11.

[0075] It should be noted that foam reinforcement is typically made of lightweight materials (such as aluminum foam alloy, foam plastic, etc.). Foam reinforcement is formed by bonding lightweight foam materials to the main material through a special process, creating a unified 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. These pores are typically on the micrometer to millimeter scale. This porous structure is the fundamental basis for the energy absorption, shock absorption, sound insulation, and thermal insulation properties of the foam reinforcement. 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.

[0076] In this way, the foam material, through its integration with the corresponding main material (for example, the first foam rib 60 is tightly bonded to the main material of the support plate 12 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 bracket can provide sufficient structural strength and safety while being lightweight, and possesses 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.

[0077] The design of adding a first foam rib 60, a second foam rib 70, and a third foam rib 80 to the end plate bracket can significantly improve its overall performance, specifically in terms of structural stability, vibration reduction and noise reduction, lightweighting, and durability. The details are explained below:

[0078] In terms of improving structural stability: the first foam reinforcement 60 extends from the support plate 12 to the side beam 40 and the base plate 11; the second foam reinforcement 70 extends from the support plate 12 to the side beam 40 and the clearance structure 20; and the third foam reinforcement 80 is parallel to the side beam 40 and connects the base plate 11 and the clearance structure 20. This multi-directional reinforcement design significantly enhances the end plate bracket's resistance to deformation in all directions. Meanwhile, during train operation, the end plate bracket is subjected to various loads, such as vibration, impact, and its own weight. The presence of the foam reinforcement can distribute these stresses to different parts, avoiding stress concentration points. For example, the first foam reinforcement 60 can transfer the force on the support plate 12 to the side beam 40 and the base plate 11, while the second foam reinforcement 70 can transfer the force to the clearance structure 20, thereby improving the overall stability of the bracket.

[0079] In terms of vibration damping and noise reduction: Foam reinforcement typically possesses excellent elastic properties, enabling it to absorb and buffer vibration energy. During train operation, unevenness of the track and impacts between the wheels and the track generate vibrations, which are transmitted to the end plate brackets. The first foam reinforcement 60, the second foam reinforcement 70, and the third foam reinforcement 80 effectively absorb these vibrations, reducing their impact on the car body and internal equipment. Because foam reinforcement absorbs vibration, it also reduces noise caused by vibration. For example, when a train passes through a track joint or turnout, significant noise is generated; foam reinforcement can reduce the propagation of this noise, improving the comfort of train operation.

[0080] In terms of reducing structural weight: Foam reinforcement typically uses lightweight materials (such as aluminum foam, plastic foam, etc.), which can significantly reduce the weight of the end plate bracket while ensuring structural strength, thereby reducing vehicle energy consumption and improving vehicle operating efficiency.

[0081] In terms of improving durability: the elastic properties of foam reinforcement enable it to maintain good structural performance under repeated vibrations and impacts, thereby improving the fatigue resistance of the end plate bracket. For example, during long-term train operation, the end plate bracket is subjected to repeated vibrations and impacts. Foam reinforcement can effectively alleviate these forces, extend the service life of the bracket, and reduce the frequency of maintenance and replacement due to structural damage. This not only reduces maintenance costs but also reduces train downtime and improves operational efficiency.

[0082] In some embodiments, the end plate bracket further includes a crossbeam 90, which is disposed on the base plate 11, parallel to the side beam 40, and has an installation interface. The crossbeam 90 is used to strengthen the structure of the main frame 10.

[0083] In this way, the design of the crossbeam 90 provides lateral support for the main frame 10 of the end plate bracket. During train operation, the end plate bracket is subjected to forces in various directions, including longitudinal traction force, lateral force, and vertical gravity. The presence of the crossbeam 90 effectively enhances the lateral deformation resistance of the main frame 10, preventing structural deformation or damage caused by lateral forces. At the same time, the crossbeam 90 can evenly distribute the forces acting on the end plate bracket to the side beam 40 and the base plate 11. For example, when the train passes through a curve, a large lateral force is generated. The crossbeam 90 can disperse these forces throughout the main frame 10, avoiding stress concentration points and thus improving the overall stability of the structure.

[0084] In addition, the crossbeam 90 is equipped with mounting interfaces that can be used to install various devices and components, such as electrical equipment, sensors, and connectors. For example, at the ends of the train, communication equipment and signal sensors may need to be installed, and the mounting interfaces on the crossbeam 90 provide reliable mounting locations for these devices, enhancing the functional expandability of the end plate bracket.

[0085] This application also provides a vehicle equipment compartment, including the end plate bracket described in the above specific embodiments; other parts of the vehicle equipment compartment can be referred to in related technologies, and will not be elaborated here.

[0086] This application also provides a rail vehicle, including the vehicle equipment compartment described in the above specific embodiments; other parts of the rail vehicle can be referred to in related technologies, and will not be elaborated here.

[0087] 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.

[0088] 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 bracket, characterized in that, include: The main frame includes a base plate and a support plate integrally disposed on the base plate, the support plate being used to connect the vehicle body; At least two clearance structures are integrally set within the main frame, and the clearance structures are used to avoid the sand box and connecting devices of the sand spreading device; At least two connecting beams are connected to the at least two avoidance structures, and the connecting beams are used to connect the vehicle body via vertical beams.

2. The end plate bracket as described in claim 1, characterized in that, The avoidance structure includes a first sealing plate and a second sealing plate integrally disposed on both sides of the first sealing plate. The first sealing plate and the second sealing plates on both sides together form an installation cavity for installing a sand box and connecting devices for the sand spreading device.

3. The end plate bracket as described in claim 2, characterized in that, Both the first sealing plate and the connecting beam have a Z-shaped structure. The first sealing plate includes a first plate, a second plate, and a third plate. The second plate and the third plate are respectively disposed at both ends of the first plate. The second plate is bent away from the substrate relative to the first plate, and the third plate is bent towards the substrate relative to the first plate. The connecting beam includes a first beam segment, a second beam segment, and a third beam segment. The first beam segment, the second beam segment, and the third beam segment are respectively fitted and connected to the first plate, the second plate, and the third plate. The second beam segment and the third beam segment are used to connect the vehicle body.

4. The end plate bracket as described in claim 2, characterized in that, The spacing between the second sealing plates on both sides of the first sealing plate gradually decreases in the direction away from the support plate.

5. The end plate bracket as described in claim 4, characterized in that, The draft angle of the avoidance structure in the direction away from the support plate is in the range of 2 to 3 degrees.

6. The end plate bracket as described in claim 1, characterized in that, The support plate has a side beam for connecting the vehicle body at one end away from the base plate. The side beam has an L-shaped structure, and a number of reinforcing beams are provided on the inner side of the side beam. The reinforcing beams are distributed at intervals along the extension direction of the side beam.

7. The end plate bracket as described in claim 6, characterized in that, The end plate bracket also includes: A first foam rib is integrally formed on the support plate, with one end of the first foam rib extending to the side beam and the other end extending to the substrate; The second foam reinforcement is integrally formed on the support plate, with one end of the second foam reinforcement extending to the side beam and the other end extending to the clearance structure; The third foam rib is integrally formed on the substrate and parallel to the side beam. One end of the third foam rib extends to the clearance structure and the other end extends to the end of the substrate.

8. The end plate bracket as described in claim 7, characterized in that, The end plate bracket also includes a crossbeam, which is disposed on the base plate and is parallel to the side beam. The crossbeam is provided with an installation interface and is used to strengthen the structure of the main frame.

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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