CN218343501U - Underframe end structure and railway vehicle - Google Patents

Abstract

The utility model discloses an chassis end structure and rail vehicle, including chassis end beam (45), the outside of chassis end beam sets gradually H type roof beam (47), is used for installing mounting panel (43), a plurality of brace rod (41) of buffer (7) from inside to outside, the chassis end beam with connect through stair structure (44), connecting plate (46) and H type roof beam (47) between mounting panel (43), the H type roof beam is connected the mounting panel with the middle part of chassis end beam, just the both sides of H type roof beam are passed through respectively the connecting plate is connected stair structure, the both ends of chassis end beam link to each other with chassis boundary beam (6) respectively. The utility model discloses can not only provide powerful support for the buffer mounting panel, combine with the stair structure moreover, minimize non-manned district, make the passenger room manned district bigger.

Description

Underframe end structure and railway vehicle

Technical Field

The utility model relates to a rail vehicle, especially a chassis end structure and rail vehicle.

Background

Since the 1980 s, vehicles of the UIC-Z type, towed by locomotives, were widely used on lines of 160-200 km/h in Europe. As the TSI standard is released in European areas at present, the newly developed UIC-Z type carriage can be operated on line only through the TSI authentication. The TSI standard requires that the vehicle body not only meets the strength requirement, but also meets the crashworthiness requirement specified by the EN15227 standard. The UIC series standard of the international railway alliance is not updated for many years, and only has the strength requirement on a vehicle body without the requirement on crashworthiness. Through analysis, the UIC567-2 specifies that the vehicle end distance is 300mm, the UIC528 specifies that the buffer protrudes from the end wall of the vehicle body to be 150mm, the elastic stroke is 110mm, only 40mm plastic deformation stroke is needed, the energy absorption of the buffer is too little, the requirement of EN15227 crashworthiness cannot be met, the length of the protruding end wall of the buffer cannot be lengthened due to the limitation of the vehicle end distance, and the traditional UIC-Z type vehicle body cannot meet the requirement of the crashworthiness specified by the TSI standard.

Chinese patent CN1394778 discloses an impact-resistant energy-absorbing train body of a railway passenger train, which utilizes the non-manned areas at the head part and the end part of the train body as a plastic deformation energy-absorbing structure. Chinese patent CN1669855A discloses an underframe for an impact-resistant energy-absorbing train body, and an unoccupied area between the outer end of the underframe and a sleeper beam of the underframe is used as a plastic deformation energy-absorbing structure. However, the technical scheme has the following defects: 1. the energy absorption structure is arranged between the outer end of the vehicle body and the sleeper beam, the non-manned area is larger, the passenger capacity is reduced, the requirement of a user on large passenger capacity is not met, and the energy absorption structure is not suitable for vehicles without toilets at the end parts; 2. the vehicle anti-creep requirements are not considered. Chinese patent CN104512429a discloses an end wall structure of a rail vehicle and a processing method thereof, which utilizes the end wall structure to generate plastic deformation energy absorption, and has the following disadvantages: 1. is not suitable for the vehicle body without the buffer beam; 2. not applicable to vehicle bodies which need to be provided with chain hooks and buffers; 3. the vehicle anti-creep requirements are not considered. Chinese patent CN106672000a discloses a passenger car room energy absorption area and a rail vehicle, which absorbs energy by using a crushing energy absorption device between an end wall and a gate wall, and has the following disadvantages: 1. a gate wall is required to be added, so that the gate wall not only increases more weight, but also occupies the space of a passenger room, and the passenger capacity is reduced; 2. not applicable to vehicle bodies which need to be provided with buffers; 3. the vehicle anti-creep requirements are not considered.

Chinese patent CN106240587 discloses a rail vehicle head structure, which is reinforced by the front end structure of the cab and provided with a first-stage stopping structure and a second-stage stopping structure, so that the plastic deformation energy absorption is controlled at the front end of the front door of the cab.

With the development of society, the demands of people on the aspects of vehicle comfort, train safety and the like are continuously improved. How to reasonably design an energy absorption structure at the end part of a vehicle body on the premise that the main size of the vehicle body meets the UIC567-2 standard regulation and realize that the anti-collision performance of the vehicle body meets the EN15227 standard requirement under the aim of reducing an unpopulated area as much as possible is a technical problem to be solved urgently.

SUMMERY OF THE UTILITY MODEL

The utility model aims to solve the technical problem that the non-manned district to current automobile body energy-absorbing structure is great, unsatisfied EN15227 standard requirement not enough, the utility model provides a chassis end structure and rail vehicle that crashproof performance is higher.

In order to solve the technical problem, the utility model adopts the following technical scheme:

the utility model provides an underframe end structure, includes the underframe end beam, the outside of underframe end beam sets gradually H type roof beam, a mounting panel, a plurality of brace rod for installing the buffer from inside to outside, the underframe end beam with connect through stair structure, connecting plate and H roof beam between the mounting panel, the H roof beam is connected the mounting panel with the middle part of underframe end beam, just the both sides of H type roof beam warp respectively the connecting plate is connected stair structure, the both ends of underframe end beam link to each other with the underframe boundary beam respectively.

The utility model discloses chassis end structure sets up the tip at the chassis, it not only can be for the headwall, end side wall provides the bottom sprag, provide the mounting panel for the buffer, and utilize stair structure, the bearing structure of connecting plate and H-shaped roof beam formation buffer mounting plate has improved the bearing capacity of mounting panel, passenger's functional requirement unites two into one about bearing structure and the stair structure of buffer mounting plate simultaneously, occupation to the guest room space has been reduced, and further usable mounting panel AND gate stand, the cyclic annular deformation backstop structure that the top cap camber beam formed, the plastic deformation who takes place when bumping the automobile body accident stops between the door stand, protect guest room passenger's safety.

Preferably, the supporting ribs are provided in plurality, each supporting rib is preferably aligned with the corner upright column and the end wall upright column of the end wall, and the supporting rib in the middle is arranged aligned with the end part of the H-shaped beam, so that the impact force is transmitted to the vehicle body underframe behind the H-shaped beam and is carried by the vehicle body underframe.

Preferably, the adjacent support ribs are connected through a floor, and an induction port is formed in the floor between the two support ribs in the middle.

Preferably, the brace rod is aligned with the end wall column and the end part of the H-shaped beam, and the brace rod is positioned in the area between the end wall column and the mounting plate, and a first induction hole is formed in the area.

Preferably, the height of the support rib near the mounting plate end is equal to the height of the mounting plate.

Preferably, the upper surfaces of the underframe end beams, the underframe edge beams and the stair structure are flush, and a support seat is arranged between the lower part of the stair end plate of the stair structure and the lower surface of the underframe edge beam.

Preferably, the connecting plate is provided with lightening holes.

Preferably, the underframe end beam comprises a front plate and a C-shaped beam, the front plate and the C-shaped beam are combined to form a rectangular cavity, and the front plate simultaneously serves as a stair end plate of the stair structure.

Preferably, the stair structure includes the stair end plate that is located the stair both ends, is used for forming the step board of step panel, is located the bottom plate of first order step bottom, sets up riser in the middle of the mounting hole of buffer, be used for connecting the bottom plate with the swash plate of riser, nearly buffer end be equipped with the buffer mounting hole on the stair end plate, the riser warp the connecting plate is connected the H-shaped beam, the step board with bottom plate, swash plate, riser and connecting plate constitute multicavity box structure.

Based on the same inventive concept, the utility model also provides a rail vehicle, it includes chassis end structure.

Compared with the prior art, the beneficial effects of the utility model are that:

1. utilize the utility model discloses the rail vehicle body structure who forms can satisfy EN12663 standard static strength load requirement and EN15227 standard anticollision nature requirement, and the vehicle has the anti-creep function simultaneously, has improved the passive security and the guest room passenger capacity of vehicle, has strengthened the market competition of vehicle.

2. The utility model discloses simple structure, light in weight, intensity is high, and the anticollision nature is good, has good economic benefits and social.

Drawings

In order to clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below, and it is obvious that the drawings in the description below are some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the drawings without creative efforts.

Fig. 1 is a three-dimensional structure diagram of the car body structure of the present invention.

Fig. 2 is a front view of the vehicle body structure of the present invention.

Fig. 3 is a schematic view of the structure of the headwall.

Fig. 4 is a schematic view of an anti-creep device.

Fig. 5 isbase:Sub>A sectional viewbase:Sub>A-base:Sub>A in fig. 2.

Fig. 6 is a bottom view of the end structure of the underframe.

Fig. 7 is a sectional view taken along line B-B in fig. 2.

Fig. 8 is a schematic view of the connection structure of the end cap and the end wall.

In the figure: 1-end top cover, 11-top cover edge beam, 11 a-induction hole, 12-end longitudinal beam, 13-arc plate, 14-connecting curved beam, 15-top cover curved beam and 16-top cover transition curved beam;

2-end wall, 21-end wall column, 22-corner column, 23-middle column, 24-lower beam, 25-main beam, 26-upper beam, 27-upper column, 271-plug welding hole, 28-end wall bent beam assembly and 29-end wall plate;

3-an anti-climbing device, 31-an anti-climbing plate, 32-a supporting beam, 33-a supporting upright post, 34-a supporting connecting beam, 341-an L-shaped beam, 342-a connecting beam, 342 a-a lap joint table and 342 b-a lap joint surface;

4-underframe end structure, 41-support rib, 42-floor, 42 a-induction port, 43-mounting plate, 44-stair structure, 441-stair end plate, 442-step plate, 443-bottom plate, 444-sloping plate, 445-vertical plate, 45-underframe end beam, 451-front plate, 452-C beam, 46-connecting plate, 461-lightening hole, 47-H beam and 48-supporting seat;

5-end side walls, 51-door upright columns, 52-side wall cross beams, 53-connecting upright columns and 54-side wall plates;

6-undercarriage side rails, 7-bumpers, 71-fasteners, 100-energy-absorbing elements.

Detailed Description

The invention is further described below with reference to specific preferred embodiments, without thereby limiting the scope of protection of the invention.

For convenience of description, the relative positional relationship of the components, such as: the descriptions of up, down, left, right, etc. are made with reference to the layout directions of the drawings in the specification, and do not limit the structure of the patent.

As shown in fig. 1 and 2, an embodiment of the rail vehicle body structure of the present invention mainly comprises an end wall 2 located at the end of the vehicle body, an end side wall 5 located between the end wall 2 and a door pillar 51 near the end wall, an end top cover 1 located at the top of the end side wall 51 and the door region, an anti-creeping device 3 installed on the outer surface of the end wall 2, an end frame end structure 4, an end frame side beam 6, and a buffer 7 installed in front of the end frame end structure, wherein the buffer 7, the anti-creeping device 3, the end wall 2, the end side wall 5, and the end frame side beam 6 are sequentially arranged from the end of the vehicle body to the middle along the longitudinal direction of the vehicle body, the end frame end structure 4 is located below the end top cover 1, the anti-creeping device 3, the end wall 2, and the end frame end structure 4 are connected together to form a frame bearing structure, so that the longitudinal rigidity of the vehicle body corresponds to an elasto-plastic deformation region L1, a plastic deformation region L2, and an elastic deformation region in sequence according to a weak-strong design. The elastic-plastic deformation zone L1 is the area from the end of the buffer 7 to the front of the anti-climbing device 3. The plastic deformation zone L2 is the area between the headwall 2 and the door stud 51 of the headwall. The elastic deformation area is a passenger carrying area of the passenger room and is positioned between the plastic deformation areas L2 at the two ends. The connection between the elastic deformation region and the plastic deformation region L2 is provided with an annular deformation stop structure formed by the top cover bent beam 15, the door pillar 51 and the mounting plate 43 of the underframe end structure 4.

Fig. 3 is a schematic view of the structure of the headwall. The end wall 2 mainly comprises end wall columns 21, corner columns 22, middle columns 23, lower cross beams 24, main cross beams 25, upper cross beams 26, upper columns 27, end wall bent beam assemblies 28 and end wall boards 29. The main beam 25 and the end wall bent beam assembly 28 are connected to form a closed structure, and the upper upright posts 27 and the upper beam 26 are arranged in a criss-cross manner inside the closed structure to form a framework at the upper part of the end wall. The cross section of the end wall camber beam assembly 28 is of a rectangular structure and consists of a U-shaped camber beam and an arc plate. The cross section of the upper upright post 27 is in a U shape, the opening of the upper upright post faces the interior of the vehicle, the bottom of the upper upright post 27 is provided with a plug welding hole 271 used for being connected with the end wall plate 29, and the upper upright post 27 is aligned with the end wall upright post 21 as much as possible. The cross section of the upper cross beam 26 is Z-shaped to improve the local rigidity of the upper part of the end wall, inhibit welding deformation and improve the flatness of the end wall plate 29. One end of each of the end wall upright posts 21, the corner upright posts 22 and the middle upright post 23 is connected with a main cross beam 25, and the end wall upright posts 21, the corner upright posts 22 and the middle upright post 23 are connected through lower cross beams 24. The headwall 2 and the anti-creep device 3 are integrally formed as an inverted U-shaped frame structure.

Fig. 4 is a schematic view of an anti-creep device. The anti-climbing device mainly comprises an anti-climbing plate 31, a supporting beam 32, a supporting upright post 33 and a supporting connecting beam 34, the supporting beam 32, the supporting connecting beam 34 and the supporting upright post 33 are connected to form a frame supporting structure, and the anti-climbing plate 31 is installed on the frame supporting structure. The anti-creep plate 31 is processed to have at least 3 teeth from a thick plate to ensure the anti-creep meshing effect of two vehicles. The number of the supporting columns 33 is determined according to the length of the anti-creep plate 31. The support connection beam 34 is a rectangular structural beam composed of an L-shaped beam 341 and a connection beam 342, and increases local strength and rigidity. The upper side of the supporting beam 32 is connected with the middle upright post 23 of the end wall 2, one end of the supporting beam 32 and the supporting connecting beam 34 is connected with the corner upright post 22 of the end wall 2, the other end is connected with the end wall upright post 21 of the end wall 2, the shape of the joint of the end wall upright post 21 is the same as the end head of the supporting connecting beam 342, and the joint is fixed with the lap joint 342a and the lap joint 342b and then connected with the floor 42. So far, the anti-climbing device 3 is organically connected with the end wall 2 and the end frame structure 4 to form a frame bearing structure, and the anti-climbing device 3 can bear longitudinal collision force and vertical anti-climbing force when an accident collides.

Fig. 5 isbase:Sub>A sectional view taken along linebase:Sub>A-base:Sub>A of fig. 2. The end side wall 5 mainly comprises a door upright post 51, a side wall cross beam 52, a connecting upright post 53 and a side wall plate 54, the door upright post 51, the side wall cross beam 52, the connecting upright post 53, the bottom frame boundary beam 6 and the top cover boundary beam 11 are connected to form an end side wall frame, and the side wall plate 54 is welded on the end side wall frame. The door post 51 has a rectangular structure, is composed of a wide U-shaped beam and a closing plate, and extends to the step plate 442. Two ends of the side wall beam 52 are respectively connected with the door upright post 51 and the connecting upright post 53 to form a stair type frame structure. Side wall crossbeam 52 adopts hat shape or U-shaped, and its opening is towards the car outside, packs into energy-absorbing element 100 (aluminium honeycomb or foamed aluminum etc.) back at the opening part, is connected with side wall board 54, because energy-absorbing element 100 is only better at a direction rigidity, other direction rigidity are less strong, the utility model discloses a side wall crossbeam 52 provides intensity, rigidity to guarantee that energy-absorbing element 100 is orderly, controllable deformation energy-absorbing according to the design route, and set up deformation induction hole according to the design demand in the hat shape both sides of side wall crossbeam 52. The corner posts 22 are of rectangular configuration and are formed from 2L-shaped beams. As indicated by the arrow B in fig. 5 (at the underframe end beam 45), the vehicle body width is L3, and by the shape structure design of the door pillar 51 and the corner pillar 22 as described above, the vehicle body width can be gradually narrowed from L3 to the vehicle body end wall width L4, so as to meet the requirement of the european vehicle clearance.

The end wall plate 29 is put on the side wall plate connecting surface of the corner upright post 22 together by bending the same side wall plate 54, the connection is reliable, the on-site adjustment is convenient, and the appearance of the vehicle body is attractive by the bending circular arc of the end wall plate 29. The side wall panels 54 are connected internally to the corner posts 22 by connecting posts 53. Because the end wall upright post 21 needs to meet the installation condition of the through passage and the compression condition of the end wall, the end wall upright post 21 adopts a large rectangular structure and consists of 2L-shaped beams. The end wall 2 is connected with the floor 42 through the corner upright posts 22, the supporting connecting beams 34 and the end wall upright posts 21, a rectangular induction port 42a is formed in the middle of the floor 42, and the size of the rectangular induction port meets the Berney rectangular requirement specified by the TSI 1302.

In order to reduce the space occupied by the end part of the vehicle body in a passenger room, the support structure of the mounting plate 43 on the end part structure 4 of the underframe and the functional requirements of passengers on the stair structure 44 are combined into a whole, the mounting plate 43 is connected with the stair end plate 441, the door upright post 51 extends to the bottom of the stair structure 44, and the stair end plate 441 is used as a sealing plate of the door upright post 51 to form a rectangular upright post so as to enhance the rigidity of a door opening of the vehicle body.

Fig. 6 is a schematic view of the end structure of the underframe. The underframe end structure 4 mainly consists of support ribs 41, a floor 42, a mounting plate 43, a stair structure 44, underframe end beams 45, a connecting plate 46, an H-shaped beam 47 and a support seat 48. The upper part of the support rib 41 is provided with a support platform for supporting the end wall 2 and the side wall 5, the bottom part is designed into an arc structure, and the two support ribs 41 are connected with the mounting plate 43 through the floor 42. The support rib 41 is provided in plural number and aligned as much as possible with the headwall post 21 or the corner post 22, and a deformation inducing port 42a is formed in the floor between the headwall post 21 and the mounting plate 43. The mounting plate 43 is connected with the underframe end beam 45 through the stair structure 44, the connecting plate 46 and the H-shaped beam 47, the stair structure 44 and the H-shaped beam 47 are connected with two sides of the connecting plate 46, and two ends of the underframe end beam 45 are respectively connected with the underframe edge beam 6, so that an integral frame bearing structure is formed, the structure not only can enhance the strength and the rigidity of a door opening area, but also can be used as a supporting structure of the mounting plate 43 to limit the plastic deformation of the supporting ribs 41 and the floor 42 at the mounting plate 43. The connecting plate 46 may be perforated with weight reducing holes as desired. One end of the H-beam 47 is flared at an angle opposite the support rib 41. The underframe end beam 45 is of a rectangular structure and consists of a front plate 451 and a C-shaped beam 452, wherein the front plate 451 is also used as a stair end plate at one end of the stair structure and has the same shape as the cross section of the stair structure 44. Because the stair structures 44 are taller than the undercarriage edge rails 6 and undercarriage end rails 45, the transition is made through the support blocks 48 to relieve stress concentrations caused by abrupt stiffness changes. The mounting plate 43 is used to mount the damper 7. When the bumper 7 is acted upon by an external force, the force can be transmitted via the H-beams 47 and the stair structures 44 to the undercarriage end beams 45 and further via the undercarriage end beams 45 to the undercarriage edge beams 6.

Fig. 7 is a sectional view taken along line B-B in fig. 2. The stair structure 44 is mainly composed of a stair end plate 441, a step plate 442, a bottom plate 443, an inclined plate 444 and a vertical plate 445. The stair end plate 441 is provided with bolt holes for installing the buffer 7. The step plate 442 is composed of 2L-shaped plates. The riser 445 is provided in the middle of the fastener 71 of the bumper 7. The connecting plate 46 connects the riser 445 and the H-beam 47 and is aligned with the step plate 442. The step plates 442, the bottom plate 443, the inclined plates 444, the vertical plates 445 and the connecting plates 46 form a multi-chamber box type structure, so that the strength and the rigidity of the stair are improved, and the force of the buffer 7 can be conveniently transmitted through the stair structure 44.

Fig. 8 is a schematic view of the connection of the end caps to the end walls. The end roof 1 mainly comprises roof side beams 11, end longitudinal beams 12, arc plates 13, connecting curved beams 14, roof curved beams 15 and roof transition curved beams 16. The connecting curved beam 14, the top cover curved beam 15 and the top cover transition curved beam 16 are sequentially arranged from the end part of the vehicle body to the middle along the longitudinal direction of the vehicle body, the side surfaces of the connecting curved beam 14, the top cover curved beam 15 and the top cover transition curved beam 16 are respectively connected with the end longitudinal beam 12 longitudinally arranged along the vehicle body, the two ends of the connecting curved beam 14, the top cover curved beam 15 and the top cover transition curved beam 16 are respectively connected with the top cover edge beam 11 to form an arc integral framework, and a deformation inducing hole 11a is formed in the area of the top cover edge beam 11 between the end wall 2 and the top cover curved beam 15. The end longitudinal beam 12 is in a hat shape or a U shape, the opening of the end longitudinal beam is towards the outside of the vehicle, an energy absorbing element 100 is arranged in the end longitudinal beam 12 close to the end wall 2, and then the end longitudinal beam 12 is connected with the circular arc plate 13 through the opening of the end longitudinal beam to form the end top cover 1. The end wall plate 29 is folded and lapped on the side surface and the upper surface of the end wall camber beam assembly 28, the upper surface of the end wall camber beam assembly 28 is lapped with the arc plate 13 at the same time, so that the on-site adjustment is convenient, and the end wall plate 29 is folded into an arc and lapped on the end wall camber beam assembly 28, so that the attractiveness of the appearance of a vehicle body is improved. The underside of the end cap 1 is connected to an end wall camber beam assembly 28 by a connecting camber beam 14. The roof bow 15 and the roof transition bow 16 are aligned with the two door uprights 51, respectively. Thus, a vehicle body structure having end energy absorption is formed.

When the vehicle body is collided accidentally, as shown in fig. 2, the buffer 7 firstly starts to contact and generates recoverable elastic deformation, after the elastic deformation is finished, the plastic deformation is generated until the end point of the elastic-plastic deformation area L1, then the anti-climbing devices 3 start to contact, the anti-climbing plates 31 of the two vehicle bodies are meshed with each other, the vehicle body is prevented from climbing, and secondary collision injury caused by climbing is avoided. After the anti-climbing device 3 generates certain plastic deformation, the end walls 2 of the two vehicles start to contact, and the end walls 2 are used as starting structures of the plastic deformation of the vehicles due to the fact that the strength and the rigidity of the end walls 2 are large, and push energy absorption structures formed by the support ribs 41, the floor 42, the side wall cross beams 52, the side wall plates 54, the top cover side beams 11, the end longitudinal beams 12, the arc plates 13 and the energy absorption elements 100 inside each part to generate deformation orderly and controllably until an annular deformation stopping structure formed by the top cover bent beams 15, the door upright posts 51 and the mounting plates 43 is reached. So, make the utility model discloses the anticollision performance of automobile body satisfies EN15227 standard requirement, can realize the purpose of protection guest room passenger safety.

The above description is only for the specific embodiments of the present invention, but the scope of the present invention is not limited thereto, and those skilled in the art can utilize the technical content disclosed above to make many possible variations and modifications to the technical solution of the present invention, or to modify equivalent embodiments with equivalent variations, without departing from the scope of the technical solution of the present invention. Therefore, any simple modification, equivalent change and modification made to the above embodiments by the technical essence of the present invention should fall within the protection scope of the technical solution of the present invention.

Claims (10)

1. The utility model provides an underframe end structure, includes underframe end beam (45), its characterized in that, the outside of underframe end beam sets gradually H type roof beam (47), mounting panel (43), a plurality of brace rod (41) that are used for installing buffer (7) from inside to outside, underframe end beam with be connected through stair structure (44), connecting plate (46) and H type roof beam (47) between mounting panel (43), the H type roof beam is connected the mounting panel with the middle part of underframe end beam, just the both sides of H type roof beam are passed through respectively the connecting plate is connected stair structure, the both ends of underframe end beam link to each other with underframe boundary beam (6) respectively.

2. The undercarriage end structure of claim 1 wherein said support ribs are provided in plurality, with a central said support rib being positioned in alignment with an end of said H-beam.

3. The underframe end structure according to claim 2, wherein adjacent support bars are connected by a floor (42), and an induction port (42 a) is formed in the floor between the two support bars in the middle.

4. The underframe end structure of claim 1, wherein the support bars are aligned with the end wall columns (21) and the ends of the H-beams, and wherein a first guide hole (411) is formed in the area of the support bars between the end wall columns and the mounting plates.

5. The undercarriage end structure of claim 1 wherein the support bar has a height proximate the mounting plate end equal to a height of the mounting plate.

6. The undercarriage end structure of claim 1 wherein the undercarriage end beams, the undercarriage edge beams and the upper surface of the stair structure are flush, and wherein a bearing seat (48) is provided between a lower portion of a stair end plate of the stair structure and a lower surface of the undercarriage edge beams.

7. The underframe end structure according to claim 1, wherein the connecting plates are provided with lightening holes (461).

8. The undercarriage end structure of claim 1 wherein the undercarriage end beams comprise a front plate (451) and C-beams (452) that combine to form a rectangular cavity, and wherein the front plate simultaneously acts as a stair end plate of the stair structure.

9. The undercarriage end structure of claim 1 wherein the stair structure comprises stair end plates (441) at two ends of the stair, step plates (442) for forming step panels, a bottom plate (443) at the bottom of the first step, a riser (445) disposed in the middle of the mounting hole of the bumper, and sloping plates (444) for connecting the bottom plate and the riser, the stair end plates near the bumper end having bumper mounting holes, the riser connecting the H-beams via the connecting plates, the step plates, the bottom plate, the sloping plates, the riser and the connecting plates forming a multi-chamber box structure.

10. A rail vehicle, characterized in that it comprises an undercarriage end construction according to any one of claims 1-9.

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