CN113954887A

CN113954887A - Rail vehicle

Info

Publication number: CN113954887A
Application number: CN202111280818.XA
Authority: CN
Inventors: 安晓玉; 赵金星; 何晓蕾; 石守东; 卢海超; 付一娜
Original assignee: CRRC Tangshan Co Ltd
Current assignee: CRRC Tangshan Co Ltd
Priority date: 2021-11-01
Filing date: 2021-11-01
Publication date: 2022-01-21
Anticipated expiration: 2041-11-01
Also published as: CN113954887B

Abstract

The embodiment of the application provides a rail vehicle, including the driver's cabin, the driver's cabin includes: the cab cover body comprises an outer skin layer, an inner skin layer and a bearing framework arranged between the outer skin layer and the inner skin layer; the outer skin layer is formed by laying layers of prepreg in a preset mould; the bearing framework is laid on the outer skin layer and integrally formed, and two ends of the bearing framework are respectively connected with the outer skin layer and the inner skin layer through laying; the inner skin layer is formed by laying prepreg layers on the bearing framework. Integrally molding the outer skin layer, the inner skin layer and the bearing framework, and combining the bearing structure with the appearance structure; the outer skin layer is formed by laying prepreg layer by layer in a preset mould so as to ensure the dimensional stability of the formed cab cover body; and laying a bearing framework on the outer skin layer, and laying prepreg layers on the bearing framework to further enhance the deformation control of the bearing framework in the molding process of the cab.

Description

Rail vehicle

Technical Field

The application relates to the technical field of rail vehicle manufacturing, in particular to a rail vehicle.

Background

The driver cab is positioned at the end of the train and is a tractor for train operation. The structural design of the structure not only needs to meet the requirements of strength and rigidity and manufacturability of the structure, but also needs to lighten the dead weight of the structure as much as possible and simultaneously needs to have a streamlined appearance with good visual field and air performance. As the train speeds up, the train aerodynamic effect becomes more and more pronounced. In order to solve the problem of air resistance caused by high-speed operation, improve the aerodynamic performance of the appearance of a high-speed train, optimally design the appearance of a cab and adopt a streamline cab with good aerodynamic performance and attractive appearance.

The traditional cab head structure is manufactured by adopting a metal framework and a metal skin in consideration of combination of bearing and shaping. The metal framework is used for improving the rigidity and the strength of the head structure of the cab and ensuring good force transmission and bearing performance; and on the other hand, the mounting interface is provided for the internal decoration and the internal equipment of the cab. Because the shape of the cab is a space curved surface, and the complexity of the structural shape of the head of the cab is considered, the metal skin is made of a thin metal plate or an open metal section which is easy to shape and has a relatively small thickness. The rigidity of the metal skin is weaker than that of the metal framework, but the metal skin is easier to manufacture into a complex shape, and meets the requirement on aerodynamic performance during high-speed operation. Because the shapes of all sections in the vehicle length direction are different, the die and the tooling required by the head vehicle cab structure with the metal structure are more complex, more in types, higher in cost and long in production period; the head car cab structure with the metal structure has more welding lines, larger welding deformation and larger manufacturing tolerance; the headstock is seriously deformed after metal welding, the precision is difficult to guarantee in the production process, although adjustment interfaces are reserved in all directions of the length, the width and the height of the vehicle after the cab metal skin and the metal framework are welded, the rigidity is higher after the cab metal skin and the metal framework are welded together, and the adjustment difficulty is higher when the cab metal skin is matched with an underframe, a side wall and a roof to cause manufacturing errors, so that the repair is not facilitated. After metal welding, the headstock is seriously deformed, the precision is difficult to ensure in the production process, the installation of parts such as windshields and external illumination of subsequent three-dimensional interfaces is difficult to ensure, and the contour matching property, the connection reliability and the sealing property are difficult to ensure.

Disclosure of Invention

The embodiment of the application provides a rail vehicle to solve the problems that after welding of an existing metal skin and a metal framework, when manufacturing errors occur in the large later stage of rigidity, the adjusting difficulty is large, a follow-up interface is easy to deform, and the profile matching degree is low.

In order to achieve the above purpose, the present application provides the following technical solutions:

a rail vehicle comprising a cab, the cab comprising:

the cab cover comprises an outer skin layer, an inner skin layer and a bearing framework arranged between the outer skin layer and the inner skin layer;

the outer skin layer is formed by laying layers of prepreg in a preset mould;

the bearing framework is laid on the outer skin layer and integrally formed, and two ends of the bearing framework are respectively connected with the outer skin layer and the inner skin layer through laying;

the inner skin layer is formed by laying prepreg layers on the bearing framework.

Optionally, the load-bearing skeleton includes:

the longitudinal bearing framework is positioned at the preset curvature positions of the front part and the side part of the cab cover body and extends along the longitudinal direction of the cab cover body;

the annular bearing framework is positioned at the rear end of the cab cover body along the longitudinal direction of the cab cover body and is arranged in a surrounding manner along the circumferential direction of the cab cover body;

the longitudinal bearing framework and the annular bearing framework are arranged in a staggered mode.

Optionally, the load-bearing skeleton further includes:

the circumferential bearing framework is positioned in the circumferential direction of the cab cover body windshield and is arranged in a surrounding manner;

the load action point bearing framework is positioned below the windshield of the cab cover body, one end of the load action point bearing framework is communicated with the circumferential bearing framework, and the other end of the load action point bearing framework extends to the outer edge along the transverse direction of the cab cover body;

the circumferential bearing framework, the load action point bearing framework, the longitudinal bearing framework and the annular bearing framework are integrally formed.

Optionally, a sandwich layer is arranged between the outer skin layer and the inner skin layer, and the sandwich layer is a pre-embedded polymethacrylimide PMI foam layer;

the bearing framework is a reinforcing rib shaped like a Chinese character 'ji', and polymethacrylimide PMI foam is arranged in a cavity of the reinforcing rib shaped like a Chinese character 'ji'.

Optionally, the rail vehicle further comprises a vehicle body;

the cab also comprises a connecting part which is arranged along the edge of the cab cover body and is used for being detachably connected with the vehicle body, and the bearing framework extends to be connected with the connecting part; the connecting part is formed by the outer skin layer and the inner skin layer through layer losing treatment.

Optionally, the vehicle further comprises a sealing layer located at the connection of the connecting part and the vehicle body; the sealing layer includes:

a seam sealant layer located at a connection seam of the connection portion and the vehicle body;

and the surface sealing layer is positioned on the connecting part and/or the outer wall of the vehicle body and is used for sealing the surface of an exposed area of the detachable connecting part of the connecting part and the vehicle body.

Optionally, the connecting part comprises a roof connecting part, the vehicle body comprises a vehicle body roof, and the vehicle body roof is lapped outside the roof connecting part along a vertical direction of the vehicle body;

the top plate connecting part and the vehicle body top plate are respectively provided with a first riveting hole for matching with a riveting piece;

a first seam sealing adhesive layer is arranged between the lower surface of the top plate of the vehicle body and the upper surface of the connecting part of the top plate;

and a first surface sealing layer is laid on the upper surfaces of the car body top plate and the first seam sealing glue layer, and the first surface sealing layer extends to be in contact with the longitudinal end wall of the cab cover body.

Optionally, the first riveting holes are at least two rows, each row comprises a plurality of first riveting holes, and the connecting line of each row of the first riveting holes is perpendicular to the longitudinal direction of the vehicle body;

and a first seam inner sealing glue layer which is subjected to wet assembly with the riveting piece is arranged in each first riveting hole.

Optionally, the connecting part further comprises a side wall connecting part, the vehicle body further comprises a side wall, and the side wall connecting part and the side wall are respectively provided with a second riveting hole;

the rail vehicle further comprises a side wall connecting plate provided with a plurality of side wall riveting holes, and two ends of the side wall connecting plate in the length direction are fixedly riveted with the side wall connecting part and the side wall respectively.

Optionally, a second seam inner sealing glue layer for wet assembly with a riveting piece is respectively arranged in the second riveting hole and the side wall riveting hole;

and a second seam sealing glue layer is arranged between the side wall connecting part and the end wall of the side wall in the longitudinal direction of the vehicle body.

Optionally, in the transverse direction of the vehicle body, the side wall connecting plate is located on the inner sides of the side wall connecting part and the side wall, a second surface sealing layer is arranged on the outer sides of the side wall connecting part and the side wall, and the second surface sealing layer is used for performing surface sealing on each second riveting hole and each second seam sealing adhesive layer;

the outer surface of the second surface sealing layer is flush with the outer wall of the cab cover body and the outer wall of the side wall respectively.

Optionally, the connecting portion further includes an underframe connecting portion, the vehicle body further includes an underframe, and the underframe connecting portion and the underframe are respectively provided with a third riveting hole;

the rail vehicle further comprises an L-shaped connecting plate provided with a plurality of underframe riveting holes, and the L-shaped connecting plate is fixedly riveted with the underframe connecting part and the underframe respectively.

Optionally, a third seam inner sealing glue layer for wet assembly with a riveting piece is respectively arranged in the third riveting hole and the chassis riveting hole;

a third seam sealing glue layer is arranged among the end wall of the underframe connecting part along the vertical direction, the upper surface of the underframe and the outer wall of the L-shaped connecting plate;

and a third surface sealing layer is arranged on the outer wall of the chassis connecting part and used for sealing the surfaces of the third riveting hole and the seam sealing glue layer on the chassis connecting part.

Optionally, the L-shaped connecting plate is located inside the vehicle body, the L-shaped connecting plate comprising:

the inner wall of the connecting part of the first connecting plate and the underframe is fixed through a riveting piece, and a third seam inner sealing glue layer is arranged in a third riveting hole of the first connecting plate;

and the second connecting plate is perpendicular to the first connecting plate, and the third riveting hole of the second connecting plate is fixed with the upper surface of the underframe through a self-sealing riveting piece.

Optionally, the surface sealing layer is a carbon fiber plate with a carbon fiber texture on the surface.

Optionally, the connecting parts are symmetrically arranged in a layered manner, and fibers in any direction of the connecting parts are less than or equal to 40%. .

The rail vehicle that this application embodiment provided, including the driver's cabin, the driver's cabin includes: the cab cover body comprises an outer skin layer, an inner skin layer and a bearing framework arranged between the outer skin layer and the inner skin layer; the outer skin layer is formed by laying layers of prepreg in a preset mould; the bearing framework is laid on the outer skin layer and integrally formed, and two ends of the bearing framework are respectively connected with the outer skin layer and the inner skin layer through laying; the inner skin layer is formed by laying prepreg layers on the bearing framework.

Compared with the prior art, the rail vehicle provided in the embodiment of the application has the following technical effects:

integrally molding the outer skin layer, the inner skin layer and the bearing framework, and combining the bearing structure with the appearance structure; the outer skin layer is formed by laying prepreg layer by layer in a preset mould so as to ensure the dimensional stability of the formed cab cover body; the bearing framework is laid on the outer skin layer and is formed by laying prepreg layers on the bearing framework layer by layer, so that the deformation control of the bearing framework in the forming process of the cab is further enhanced, compared with the prior art, the manufacturing error caused by welding cannot be generated, and the stability of the size of the cab after forming and the forming quality are ensured.

Drawings

The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the application and together with the description serve to explain the application and not to limit the application. In the drawings:

fig. 1 is a schematic view of a connection structure of a connection portion and a vehicle body roof provided in an embodiment of the present application;

FIG. 2 is a partially enlarged schematic view of FIG. 1;

fig. 3 is a schematic view of a connection structure between a connection portion and a sidewall provided in an embodiment of the present application;

FIG. 4 is a partially enlarged schematic view of FIG. 3;

fig. 5 is a schematic view of a connection structure between a connection portion and a bottom frame according to an embodiment of the present disclosure;

FIG. 6 is a partially enlarged schematic view of FIG. 5;

fig. 7 is a schematic view of a mounting structure of a load-bearing framework according to an embodiment of the present disclosure;

fig. 8 is a schematic structural diagram of a cab cover provided in an embodiment of the present application.

The drawings are numbered as follows:

the cab cover 100, the vehicle body top plate 200, the side wall 300 and the underframe 400;

the top plate connecting part 10, the first riveting hole 11, the first surface sealing layer 12 and the first seam sealing glue layer 13;

the side wall connecting part 20, the second seam sealant layer 21, the side wall connecting plate 22, the second surface sealant layer 23, the side wall riveting hole 24 and the second riveting hole 25;

the base frame connecting part 30, the L-shaped connecting plate 31, the third surface sealing layer 32, the third riveting hole 33 and the base frame riveting hole 34;

an outer skin layer 1001, an inner skin layer 1002, a bearing skeleton 1003 and a sandwich layer 1004;

the bearing frame comprises an annular bearing frame 1, a load action point bearing frame 2, a longitudinal bearing frame 3 and a circumferential bearing frame 4.

Detailed Description

The embodiment of the invention discloses a railway vehicle, which aims to solve the problems of high adjustment difficulty, easy deformation of subsequent interfaces and low profile matching degree when the rigidity is high after the existing metal skin and metal framework are welded and manufacturing errors occur in the later stage.

In order to make the technical solutions and advantages of the embodiments of the present application more apparent, the following further detailed description of the exemplary embodiments of the present application with reference to the accompanying drawings makes it clear that the described embodiments are only a part of the embodiments of the present application, and are not exhaustive of all embodiments. It should be noted that the embodiments and features of the embodiments in the present application may be combined with each other without conflict.

Referring to fig. 1 to 8, fig. 1 is a schematic view of a connection structure between a connection portion and a vehicle body roof according to an embodiment of the present disclosure; FIG. 2 is a partially enlarged schematic view of FIG. 1; fig. 3 is a schematic view of a connection structure between a connection portion and a sidewall provided in an embodiment of the present application; FIG. 4 is a partially enlarged schematic view of FIG. 3; fig. 5 is a schematic view of a connection structure between a connection portion and a bottom frame according to an embodiment of the present disclosure; FIG. 6 is a partially enlarged schematic view of FIG. 5; fig. 7 is a schematic view of a mounting structure of a load-bearing framework according to an embodiment of the present disclosure; fig. 8 is a schematic structural diagram of a cab cover provided in an embodiment of the present application.

In a specific embodiment, the rail vehicle provided by the present application includes a cab, the cab includes an integrally formed cab cover 100, and the cab cover 100 includes an outer skin layer 1001, an inner skin layer 1002, and a load-bearing skeleton 1003 disposed therebetween. The outer skin layer 1001 is formed by laying a plurality of layers of carbon fiber prepregs on a carbon fiber mold one on another. The preset die is made of carbon fiber composite materials with the same thermal expansion coefficient as that of the outer skin layer 1001 of the formed component, is high in material modulus, large in die rigidity and stable in size, is suitable for forming high-precision large components, and is beneficial to improving the size precision of the formed cab outer cover. When the carbon fiber prepreg is selected, the resin which is good in matching with various fibers, good in covering property, moderate in resin viscosity, good in liquidity, wide in pressurizing bandwidth and small in volume shrinkage (the volume shrinkage is less than or equal to 2%) is adopted, and the size stability of the formed cab outer cover is guaranteed. An integral bearing skeleton 1003, such as a reinforcing rib, is laid on the outer skin layer 1001, and the cross-sectional structure of the bearing skeleton 1003 may be rectangular or in other shapes. The bearing skeleton 1003 is laid on the outer skin layer 1001 and integrally formed, and two ends of the bearing skeleton 1003 are respectively connected with the outer skin layer 1001 and the inner skin layer 1002 through laying; meanwhile, the inner skin layer 1002 is formed by laminating prepreg layers on the bearing framework 1003, so that the connection strength of the outer skin layer 1001 and the bearing framework 1003 is further improved, and the stability of the outer skin layer 1001 and the bearing framework 1003 is improved.

integrally molding an outer skin layer 1001, an inner skin layer 1002 and a bearing framework 1003, and combining a bearing structure with an appearance structure; the outer skin layer 1001 is formed by laying prepreg layer by layer in a preset mold, so that the dimensional stability of the molded cab cover body 100 is ensured; the bearing framework 1003 is laid on the outer skin layer 1001, and the bearing framework 1003 is formed by laying prepreg layers, so that the deformation control of the bearing framework 1003 in the cab forming process is further enhanced.

Wherein, for the rigidity that further improves cab cover body 100, bear the skeleton 1003 and include that vertical skeleton 3 and the annular of bearing bear skeleton 1, vertically bear skeleton 3 and the annular and bear skeleton 1 crisscross setting, form the connection through the range upon range of, need not to set up mechanical connection structure, the connection in-process does not have the breakpoint, further guarantees to bear the integrality of skeleton 1003, improves joint strength. Specifically, the longitudinal bearing framework 3 is located at the front part and the side part of the cab cover body 100, and the longitudinal bearing framework 3 extends longitudinally along the cab cover body 100 and is locally reinforced to offset the internal stress at the position where the curvature changes greatly, so that the overall outline size of the appearance of the cab cover body 100 is favorably ensured, and the rigidity of the cab cover body 100 is improved. Further, the annular load-bearing framework 1 is located at the rear end of the cab cover 100 along the longitudinal direction of the cab cover 100, and is circumferentially arranged along the circumferential direction of the cab cover 100. The two annular bearing frameworks 1 are sequentially arranged at the rear end of the cab cover body 100 along the longitudinal direction of the cab to enhance the rigidity of the end part of the cover body, ensure the subsequent rigidity of the side wall 300 and the roof, ensure that the outline of the connecting area is not easy to deform, and facilitate the matching along the direction of the section of the vehicle body when being assembled with the side wall 300 and the roof of the vehicle body.

Specifically, the bearing skeleton 1003 further includes a circumferential bearing skeleton 4 and a load acting point bearing skeleton 2. The circumference that the circumference bears skeleton 4 to be located driver's cabin cover body 100 windshield just encircles the setting to form annular whole, strengthen the cover body rigidity to windshield department, guarantee that the windshield interface can not take place to warp when the transportation, thereby improve the size precision of windshield interface, the installation of the front windshield of being convenient for. In addition, load action point bears skeleton 2 and is located the below of cab cover body 100 windshield, and load action point bears the one end and the circumference of skeleton 2 and bears the skeleton 4 intercommunication, and the other end transversely extends to the periphery along cab cover body 100, is favorable to improving the anterior rigidity in driver's place region, when receiving unexpected impact or collision to reach the purpose of protection driver safety. It will be appreciated that the circumferential load bearing frame 4, the load point load bearing frame 2, the longitudinal load bearing frame 3 and the annular load bearing frame 1 are integrally formed.

Further, a sandwich layer 1004 is arranged between the outer skin layer 1001 and the inner skin layer 1002, and the sandwich layer 1004 is a pre-embedded methacryloyl imide (PMI) foam layer; the bearing framework 1003 is a reinforcing rib shaped like a Chinese character 'ji', the reinforcing ribs are communicated with one another, and a cavity of the reinforcing rib shaped like a Chinese character 'ji' is internally provided with pre-embedded Polymethacrylimide (PMI) foam so as to further increase the connection among the three and improve the strength of the device.

Wherein the rail vehicle further comprises a vehicle body; the cab further includes a connecting portion disposed along an edge of the cab cover 100, such as an edge connected to the underframe 400, or an edge connected to the side wall 300 or an edge connected to the roof; connecting portion are used for being connected with vehicle body detachable, and the skeleton 1003 that bears extends to be connected with connecting portion, and connecting portion are for losing the layer through outer skin layer 1001 and interior skin layer 1002 and handle the formation, and in one embodiment, the skeleton 1003 that bears extends to the carbon fiber laminated plate structural region of side wall 300 to realize the smooth transition of connecting region and the upper and lower fibrous layer of strengthening rib composite sheet, stress concentration in order to improve the composite material mechanical connection time and produce from this.

In order to further reduce noise, improve vehicle gas tightness and driver and passenger's travelling comfort, optimize connection structure etc. and consider, set up the sealing layer after connecting portion and vehicle body are connected in the detachable, prevent that low strength from appearing destroying after connecting portion and vehicle body are connected in the detachable, above-mentioned rail vehicle still includes the sealing layer, and the sealing layer is located the junction of connecting portion and vehicle body. In one embodiment, the sealant layer includes a seam sealant layer and a surface sealant layer. Wherein, seam sealing glue film is located the joint seam department of connecting portion and vehicle body, and the supplementary sealed after as the connection prevents that outside steam from getting into inside the carriage, carries out surface seal through the surface seal layer to the region that exposes of junction, if adopt the carbon fiber board that has the carbon fiber texture to bond, as supplementary sealed.

Specifically, the connecting portion includes roof connecting portion 10, and the vehicle body includes roof 200, and roof 200 overlaps in the outside of roof connecting portion 10 along the vertical of vehicle body, and this kind of mode of setting for when the vehicle body produces the deviation in longitudinal direction, can carry out manufacturing error compensation, can satisfy joint strength requirement simultaneously. In an embodiment, be equipped with respectively on roof connecting portion 10 and the automobile body roof 200 and be used for with riveting piece complex first riveting hole 11, the riveting piece sets up to the rivet, the riveting piece adopts wet assembly, rubber coating in the seam of first riveting hole 11 and rivet promptly, form first seam internal sealant layer, the potential difference problem that appears when connecting in order to prevent different looks materials, and play anticorrosive effect, compensate the technological damage that can't avoid in the riveting simultaneously, and avoid outside steam to enter into inside the carriage. Secondly, a first seam sealant layer 13 is arranged between the lower surface of the vehicle body top plate 200 and the upper surface of the top plate connecting part 10; the first seam sealant layer 13 extends along the joint seam between the body roof 200 and the roof attachment portion 10. Thirdly, the first surface sealing layer 12 is laid on the upper surfaces of the vehicle body top plate 200 and the first seam sealing glue layer 13, the first surface sealing layer 12 completely covers the upper surface of the vehicle body top plate 200, and the first surface sealing layer 12 extends to be in contact with the longitudinal end wall of the cab cover 100.

Meanwhile, in order to increase the connection strength, the first riveting holes 11 are at least two rows, each row comprises a plurality of first riveting holes 11, and the connecting line of each row of first riveting holes 11 is perpendicular to the longitudinal direction of the vehicle body; a first seam inner sealing glue layer which is in wet assembly with the riveting piece is arranged in each first riveting hole 11.

Wherein, the rivet adopts to sink into and connects the setting, and when the effective apron was many to the cloth carried, the nail hole was arranged parallel arrangement as far as and is arranged, improves the uneven problem of load distribution to strengthen joint strength, the uneven problem of load distribution, thereby strengthen joint strength.

In another embodiment, the connecting part further comprises a side wall connecting part 20, the vehicle body further comprises a side wall 300, and the side wall connecting part 20 and the side wall 300 are respectively provided with a second riveting hole 25; the structure of the second riveting holes 25 can be set by referring to the structure and the number of the first riveting holes 11, and will not be described herein. The rail vehicle further comprises a side wall connecting plate 22 provided with a plurality of side wall riveting holes 24, and two ends of the side wall connecting plate 22 in the length direction are fixedly riveted with the side wall connecting parts 20 and the side walls 300 respectively.

The outer walls of the side wall connecting portion 20 and the side wall 300 are in a parallel and level state, the two are connected through the side wall connecting plate 22, the side wall connecting plate 22 is preferably arranged on the inner side of the vehicle body, the outer wall of the vehicle body is guaranteed to be regular, attractiveness is kept, and the problem that devices fall out of the vehicle due to collision or other reasons is solved.

Specifically, a second seam inner sealing glue layer for wet assembly with the riveting piece is respectively arranged in the second riveting hole 25 and the side wall riveting hole 24; in the longitudinal direction of the vehicle body, a second seam sealant layer 21 is arranged between the end walls of the side wall connecting part 20 and the side wall 300, and the second seam sealant layer 21 extends in the length direction of the connecting part. It is understood that when there is a manufacturing error in the longitudinal direction of the vehicle body, the adjustment of the longitudinal length of the vehicle may be performed by adjusting the distance between the side wall connection part 20 and the end wall of the side wall 300 to compensate for the manufacturing error.

Further, on the transverse direction of the vehicle body, the side wall connecting plate 22 is located on the inner sides of the side wall connecting portion 20 and the side wall 300, the second surface sealing layers 23 are arranged on the outer sides of the side wall connecting portion 20 and the side wall 300, and the second surface sealing layers 23 are used for sealing the surfaces of the second riveting holes 25 and the second seam sealing glue layers 21, so that the surface sealing performance of the connecting portion is further improved, and external water vapor is prevented from entering the interior of the carriage. The outer surface of the second surface sealing layer 23 is flush with the outer wall of the cab cover 100 and the outer wall of the side wall 300, respectively, so as to further ensure that the outer walls of the vehicle are regular.

Meanwhile, the connecting part also comprises an underframe connecting part 30, the vehicle body also comprises an underframe 400, and the underframe connecting part 30 and the underframe 400 are respectively provided with a third riveting hole 33; the structure of the third staking hole 33 may be arranged with reference to the first staking hole 11. The rail vehicle further comprises an L-shaped connecting plate 31 provided with a plurality of underframe riveting holes 34, and the L-shaped connecting plate 31 is fixedly riveted with the underframe connecting part 30 and the underframe 400 through the underframe riveting holes 34 respectively; thereby compensating for manufacturing errors between the cab cover and the vehicle body top plate 200 in the vehicle height direction. One end of the L-shaped connecting plate 31 is connected to the underframe connecting part 30 using a double row countersunk rivet, and the other end of the L-shaped connecting plate 31 is connected to the underframe 400 using a double row self-sealing rivet, which performs in-seam sealing by wet assembly while sealing by its own structure.

Preferably, a third in-seam sealant layer for wet assembly with the riveting piece is respectively arranged in the third riveting hole 33 and the chassis riveting hole 34; a third seam sealing glue layer is arranged among the end wall of the underframe connecting part 30 along the vertical direction, the upper surface of the underframe 400 and the outer wall of the L-shaped connecting plate 31, so that a seam between the underframe connecting part 30 and the underframe 400 is sealed in an outer sealing mode through the third seam sealing glue layer; a third surface sealing layer 32 is disposed on an outer wall of the chassis connecting portion 30 to seal a surface of the third staking hole 33 and the seam sealing adhesive layer on the chassis connecting portion 30.

In one embodiment, the L-shaped connecting plate 31 is located inside the vehicle body, and the L-shaped connecting plate 31 includes a first connecting plate and a second connecting plate. The inner walls of the first connecting plate and the underframe connecting part 30 are fixed through the riveting piece, a third seam inner sealing glue layer is arranged in a third riveting hole 33 of the first connecting plate, the second connecting plate and the first connecting plate are arranged perpendicularly, the third riveting hole 33 of the second connecting plate and the upper surface of the underframe 400 are fixed through the self-sealing riveting piece, and it can be understood that the upper surface of the underframe 400 is provided with the through riveting hole to realize the fixation with the self-sealing riveting piece.

In each of the above embodiments, the surface sealing layer is a carbon fiber plate having a carbon fiber texture on the surface; the connecting parts are symmetrically arranged in a layering mode, and fibers in any direction of the connecting parts are less than or equal to 40%.

In order to improve the mechanical connection strength and flexibility of the composite material, the layers of the connecting part of the cab and the vehicle body are as follows: adopting balanced symmetrical layering; the laminate lay-up ratio is generally required to be as follows: the plus or minus 45-degree layer is not less than 40 percent; the 0-degree layer is not less than 30%, and the 90-degree layer is at least 10%; in order to achieve effective load transfer and to subject the joint area to the range of plies with the highest compressive and bypass strengths, the percentage of each ply of the joint laminate is preferably: 30-50% of 0 degree, 40-60% of plus or minus 45 degree and 10-25% of 90 degree. The plies in the same direction should be spread and laid as uniformly as possible, if continuous laying is necessary, the plies in the same direction should be avoided to be more than 4; the general rule D/t is more than or equal to 1 (wherein D is the aperture, and t is the thickness of the connecting part plate) is observed so as to avoid the damage of the fastening piece; splicing of fibers at the connection should be avoided; from structural stability, reduction of Poisson's ratio and thermal stress and avoidance of direct loading of resin, a cab housing member should simultaneously contain 4 layers, 0 degrees, 45 degrees, 90 degrees; the angle between adjacent plies is generally not greater than 60 °. For the position where the skin thickness changes, a missing layer method is generally adopted. Missing layers can cause stress concentrations and eccentricity of the load path, and variations in thickness can cause kinking of the fibers and possible delamination when loaded. Abrupt termination of the lay-up is avoided, the number of layers per lay-up is as small as possible not to exceed 2, and the layers that are dropped should not be adjacent to each other in the laminate. Discarding non-adjacent plies can reduce deflection of other plies. In order to provide a better force transfer path between the parts, the skin missing layer should not span the beam width, ribs or frame flanges. In the process of laying the inner skin and the outer skin, vacuumizing treatment is carried out once when about 10 layers are laid, air and volatile components in prepreg are discharged in the process of laying, and the product quality of the cab outer cover is ensured.

Therefore, the device ensures the size accuracy of the cab outer cover and the interface thereof through the design of the cab outer cover die, the selection of prepreg and the arrangement of the inverted U-shaped reinforcing ribs; the problem of metal framework and metal covering's welding deflection is big, be unfavorable for relevant interface installation is solved. The design is carried out by combining a bearing structure with the appearance, so that the problems of large space size and weak strength of the metal framework and the glass fiber reinforced plastic shell are solved; during riveting, wet assembly is adopted, and a rivet hole gap is sealed, so that electrochemical corrosion can be effectively prevented. The edge distance and the spacing geometric parameters of the riveting pieces in the carbon fiber connecting area are larger than those of the metal connecting members, so that the connecting strength can reach the highest. The edge distance 3.0D was used in the main load direction and 2.5D +0.06 x 3D-2.68D times the edge distance (D is the fastener diameter) was used in the other directions, with other values being recommended as shown in table 1 below.

TABLE 1

According to different connecting parts, various sealing methods of rivet hole gap sealing, gap external sealing, surface sealing and rivet self sealing are mixed, so that the sealing structure is not exposed in the external environment, and the aging problem is relieved.

While the preferred embodiments of the present application have been described, additional variations and modifications in those embodiments may occur to those skilled in the art once they learn of the basic inventive concepts. Therefore, it is intended that the appended claims be interpreted as including preferred embodiments and all alterations and modifications as fall within the scope of the application.

It will be apparent to those skilled in the art that various changes and modifications may be made in the present application without departing from the spirit and scope of the application. Thus, if such modifications and variations of the present application fall within the scope of the claims of the present application and their equivalents, the present application is intended to include such modifications and variations as well.

Claims

1. A rail vehicle, comprising a cab, the cab comprising:

the outer skin layer is formed by laying layers of prepreg in a preset mould;

2. The rail vehicle of claim 1, wherein the load-bearing skeleton comprises:

3. The rail vehicle of claim 2, wherein the load-bearing skeleton further comprises:

4. The rail vehicle as claimed in claim 1, wherein a sandwich layer is arranged between the outer skin layer and the inner skin layer, and the sandwich layer is an embedded polymethacrylimide PMI foam layer;

5. The rail vehicle of claim 1, further comprising a vehicle body;

6. The rail vehicle of claim 5, further comprising a seal layer at a junction of the connection portion and the vehicle body; the sealing layer includes:

7. The rail vehicle according to claim 6, wherein the connecting portion includes a roof connecting portion, the vehicle body includes a body roof, and the body roof overlaps an outer side of the roof connecting portion in a vertical direction of the vehicle body;

8. The rail vehicle as claimed in claim 7, wherein the first riveting holes are at least two rows, each row comprises a plurality of first riveting holes, and a connecting line of each row of the first riveting holes is perpendicular to the longitudinal direction of the vehicle body;

9. The rail vehicle according to claim 6, wherein the connecting portion further comprises a side wall connecting portion, the vehicle body further comprises a side wall, and the side wall connecting portion and the side wall are respectively provided with a second riveting hole;

10. The rail vehicle of claim 9, wherein the second riveting hole and the side wall riveting hole are respectively provided with a second seam inner sealant layer for wet assembly with a riveting piece;

11. The rail vehicle according to claim 10, wherein the side wall connecting plate is located on the inner side of the side wall connecting part and the side wall in the transverse direction of the vehicle body, and a second surface sealing layer is arranged on the outer side of the side wall connecting part and the side wall and used for surface sealing each second riveting hole and each second seam sealant layer;

12. The rail vehicle of claim 6, wherein the connecting portion further comprises an underframe connecting portion, the vehicle body further comprises an underframe, and the underframe connecting portion and the underframe are respectively provided with a third riveting hole;

13. The rail vehicle of claim 12, wherein the third staking hole and the undercarriage staking hole are each provided with a third in-seam sealant layer for wet-fitting with a staking element;

14. The rail vehicle of claim 13, wherein the L-shaped web is located inside the vehicle body, the L-shaped web comprising:

15. The rail vehicle of claim 6, wherein the surface sealing layer is a carbon fiber sheet having a carbon fiber texture on a surface thereof.

16. The rail vehicle of claim 4, wherein the connecting portions are symmetrically layered, and fibers in either direction of the connecting portions are less than or equal to 40%.