CN115285160B - Rail vehicle body structure and machining method of through channel mounting interface thereof - Google Patents

Abstract

The invention discloses a railway vehicle body structure and a processing method of a through channel mounting hole thereof. The vehicle body structure comprises a chassis side beam (12) and a chassis end beam (13) which is obtained by processing the chassis side beam; the chassis boundary beam includes from last first, second, three, four horizontal muscle that set gradually down, and outside muscle (12 a), middle part erects muscle (12 c), inboard muscle (12 d) from outside to interior vertical setting in proper order between first horizontal muscle (12 n) and the third horizontal muscle (12 g), set up first oblique muscle (12 b) between outside muscle, the middle part erects the muscle, the inboard muscle is in outside slope setting on second horizontal muscle (12 e), just first oblique muscle with the upper end of inboard muscle is crossing, makes form three at least triangle die cavity that extend along the horizontal direction between first horizontal muscle and the second horizontal muscle, the second horizontal muscle forms the threshold installation face. The invention has simple structure, low die cost and less welding quantity.

Description

Rail vehicle body structure and machining method of through channel mounting interface thereof

Technical Field

The invention relates to a railway vehicle body structure and a processing method of a through channel installation interface thereof.

Background

The chassis boundary beam and the chassis end beam of the aluminum alloy body of the existing urban rail vehicle adopt different section bar sections, so that different section bar dies are required to be adopted for processing, the die cost is high, and the preparation cost is high.

The end wall structure is an important component of an integral bearing structure of an aluminum alloy vehicle body of the urban rail vehicle, and mainly comprises door uprights, end wall upper cross beams, corner uprights and other parts which are welded together, wherein an end part passing space (an end wall door opening) is formed between the two door uprights, and the outer surface of the end wall provides a mounting interface for a through passage.

Because the end wall can bear 1200kN longitudinal compression integrally with the side wall, the underframe and other parts, the waistband position can also bear 300kN compression working condition locally, and the welding support plate structure is additionally arranged at the connecting part of the end wall and the side wall in the conventional structure at present. The welding support plate has a complex structure, the force transmission path is not direct, and when the actual load is born, the end wall surface is not absolutely flat due to welding deformation. When in compression, the pressure in the longitudinal direction exists, and the outward expansion force exists in the transverse direction, so that the rib plate end head of the end wall is easy to be subjected to excessive stress concentration and exceeds the allowable stress of the welding line. Meanwhile, the belt position is designed to bear 300kN compression working conditions locally, so that passenger room equipment and passengers can be protected at the position when the train collides, but the position where the collision actually occurs is not necessarily limited to the belt position, and the position is possibly higher or lower.

In addition, one of the main functions of the headwall is to install a through passage, which is a key component for connecting the train carriages, and the requirement on tightness and fastening safety is extremely high, so that the requirement on installation precision is correspondingly high. In order to ensure the mounting precision of the through channel, the traditional method for mounting the through channel is as follows: after the whole vehicle body structure is assembled and welded, the whole processing is carried out on the mounting holes of the fasteners used for mounting through channels on the outer surface of the end wall, namely, according to the whole outline of the end wall and the specific positions of the mounting holes, the whole drilling jig template is designed, the template is fixed at the corresponding position of the outer surface of the end wall, and the manual drilling is carried out by workers. The method can meet the precision requirement of through channel installation, but the whole template is required to be used for manual drilling after the vehicle body assembly welding is finished, and the ascending operation is required, so that time and labor are wasted, and the operation difficulty is high. In addition, when drilling needs to penetrate through the inclined rib plate in the section bar, the cutter head is easy to break, the round hole is easy to deflect into an ellipse, the fastener is easy to loosen when in torsion, and huge risks are brought to the installation of the through channel.

Disclosure of Invention

The invention aims to solve the primary technical problems that the welding amount of the existing railway vehicle body structure is large, and the die sinking cost of the vehicle body profile is high.

In order to solve the technical problems, the invention provides a railway vehicle body structure, which comprises a vehicle body and end wall structures arranged at two ends of the vehicle body, wherein the vehicle body comprises an underframe side beam and an underframe end beam, the end wall structures comprise end wall upper cross beams, door uprights and corner uprights, the upper ends of the two door uprights are connected with the end wall upper cross beams, the lower ends of the two door uprights are connected with the underframe end beam of the vehicle body, an end wall door opening is formed between the two door uprights, and the side, far away from the door opening, of the door uprights is connected with the side wall of the vehicle body through the corner uprights, and the railway vehicle body structure is characterized in that:

the section bar of the chassis end beam is obtained by machining on the basis of the section bar of the chassis side beam;

the profile of the chassis boundary beam comprises a first horizontal rib, a second horizontal rib, a third horizontal rib, a fourth horizontal rib and an outer rib, a middle vertical rib and an inner rib, wherein the first horizontal rib, the second horizontal rib, the third horizontal rib, the fourth horizontal rib and the outer rib, the middle vertical rib and the inner rib are sequentially and vertically arranged from top to bottom, the middle vertical rib is arranged between the first horizontal rib and the third horizontal rib, a first inclined rib is arranged between the outer rib and the middle vertical rib, the inner rib is arranged on the second horizontal rib in an outwards inclined mode, the first inclined rib is intersected with the upper end of the inner rib, at least three triangular cavities extending along the horizontal direction are formed between the first horizontal rib and the second horizontal rib, and a threshold mounting surface is formed by the second horizontal rib.

According to the invention, the profile of the chassis end beam is obtained by machining on the basis of the profile of the chassis side beam, so that the die cost of the car body profile is reduced, the production efficiency is improved, and the purchasing and manufacturing cycle is shortened.

In addition, the second horizontal rib and the third horizontal rib are arranged in the middle of the chassis side beam and the chassis end beam, meanwhile, the outer side rib, the middle vertical rib and the inner side rib are vertically arranged between the first horizontal rib and the third horizontal rib, the first inclined rib is arranged between the outer side rib and the middle vertical rib, the inner side rib is arranged on the second horizontal rib in an outward inclined mode, the first inclined rib is intersected with the upper end of the inner side rib, at least three triangular cavities extending along the horizontal direction are formed between the first horizontal rib and the second horizontal rib, so that an integrated end wall door angle can be directly machined on the chassis side beam and the chassis end beam, structural safety is improved, a threshold mounting surface is formed by the second horizontal rib, a door zone structure can be further simplified, and welding quantity is reduced.

Preferably, all adopt aluminum alloy extrusion section bar for end wall upper portion crossbeam, door stand, angle stand, just end wall upper portion crossbeam, door stand, angle stand weld in advance and form integral end wall structure for can bore before the end wall structure does not weld with the automobile body and establish sealed frame of through channel and side guard board installation bottom hole, the brill scale of joining in marriage of the outer surface through channel installation interface of end wall structure has significantly reduced, makes whole boring quantity reduce by a wide margin, has reduced and has joined in marriage the brill degree of difficulty, has saved whole jig cost, has reduced the operation degree of difficulty, has improved production efficiency.

Preferably, the welding seam between the door upright post and the bottom frame end beam is positioned at the L1 position above the floor of the car body, the welding seam between the door upright post and the upper cross beam of the end wall is positioned at the L2 position below the passing height (end wall door opening) of the end wall, and the upper cross beam of the end wall and the end beam of the bottom frame are respectively provided with an integrated end wall door angle, so that the door angle is not only prevented from being additionally provided with a door angle supporting structure at the door angle position, but also no welding seam is arranged near the arc part of the door angle, the door angle strength is improved, and the door angle of the end wall is more safe and reliable.

Preferably, l1=80 mm, l2=95 mm, and the radius l3=50 mm of the headwall door angle.

In order to provide the wall thickness for the installation of the steel screw sleeve for the through channel installation, the thickness of the outer side rib plate of the upper cross beam of the end wall at the position close to the door opening is larger than that of the steel screw sleeve at the position far away from the door opening.

Similarly, the thickness of the outer side rib plate of the door upright post at the side close to the door opening is larger than that at the side far away from the door opening.

In order to form continuous and uniform welding seams at the joints of the door upright posts and the end wall upper cross beams and avoid stress concentration, the thickness of the door opening side of the outer side rib plate at the joints of the door upright posts and the end wall upper cross beams is equal to the thickness of the door opening side.

Preferably, the end wall connection side of the corner upright post is provided with a first connection part and a second connection part, the first connection part is overlapped with the outer side rib plate of the door upright post, the second connection part is overlapped with the inner side rib plate of the door upright post, and overlapping allowance is reserved on the first connection part and the second connection part respectively so as to provide transverse adjustment quantity of the door upright post.

Preferably, the width of the cross section at the corner of the side wall connecting side of the corner upright post is larger than the width of the cross section at the near side wall, the width of the cross section at the corner gradually tapers towards the side wall, the middle part of the side wall connecting side is set to be an inflection point of the width of the cross section at the corner to be changed into the width of the cross section at the near side wall, so that the connection of an end wall structure and the side wall can be coordinated and excessive, the phenomenon of stress concentration caused by the shape mutation of the end part and the side part of the vehicle body can be effectively relieved, the excessive concentration of stress at the end part of a rib plate of the corner upright post is avoided, and the vehicle body is favorable for bearing larger longitudinal compression and local transverse compression load.

Preferably, the end wall connecting side inner wall surface and the side wall connecting side inner wall surface of the corner upright post are in transitional connection through inclined rib plates.

Preferably, a first rib plate and a second rib plate which are perpendicular to the side wall are sequentially arranged in the side wall connecting side of the corner upright post, so that supporting and reinforcing effects are further provided, and the second rib plate can well resist welding thermal deformation caused by a welding seam between the corner upright post and the side wall.

Based on the same inventive concept, the invention also provides a method for machining a through-channel mounting hole of a railway vehicle body structure according to any one of claims 1 to 9, comprising:

a. assembling and welding an upper cross beam of the end wall, a door upright post and an angle upright post into an end wall structure, and under a bench position, processing the end wall structure as an independent module to form a steel threaded sleeve/riveting nut mounting bottom hole used for a through channel sealing frame and a side guard plate;

b. machining a steel threaded sleeve/rivet nut mounting bottom hole used for a through channel pedal on an end beam of the underframe;

c. assembling and welding the end wall structure to the vehicle body;

d. manufacturing a template comprising the residual through channel sealing frame mounting bottom holes by taking the existing through channel sealing frame mounting bottom holes at the lower edge of the outer ring of the door upright post as references, and drilling the residual through channel sealing frame mounting bottom holes on the outer vertical surface of the end beam of the underframe in a matched manner through the processed template;

e. and (3) finishing the screwing-in and riveting operation of the steel threaded sleeve and the rivet nut on the machined mounting bottom hole, namely finishing.

Compared with the prior art, the invention has the following effects and characteristics:

1) The invention has simple integral structure, reduces the number of parts and welding seams, is beneficial to improving the light weight level and improving the welding deformation;

2) According to the invention, through optimizing the sections of the corner upright posts and the door upright post section bars, the end wall structure has good strength, can bear 1200kN longitudinal compression and 300kN end wall waist partial compression load, and improves the safety and reliability of the vehicle body structure;

3) By optimizing the section bar sections of the chassis side beam, the chassis end beam and the end wall upper cross beam, the chassis side beam, the chassis end beam and the end wall upper cross beam can be directly machined into an integrated door angle without additionally adding a door angle supporting structure, a door upright post and a chassis end beam welding line are positioned above a vehicle body floor L1, and the door upright post and the end wall upper cross beam welding line are positioned below an end wall passing height (an end wall door hole) L2, so that no welding line exists near an arc part of the door angle, and the door angle area is safer and more reliable;

4) The width of the cross section at the corner of the side wall connecting side of the corner upright post is larger than that of the cross section at the near side wall, the width of the cross section at the corner gradually tapers towards the side wall, the middle part of the side wall connecting side is set to be an inflection point of the width of the cross section at the corner to be converted into the width of the cross section at the near side wall, so that the connection of an end wall structure and the side wall can be coordinated and excessive, the phenomenon of stress concentration caused by the shape mutation of the end part and the side part of a vehicle body can be effectively relieved, the excessive concentration of stress at the end part of a rib plate of the corner upright post is avoided, a waist reinforcing and supporting structure is not required, the structure is greatly simplified, and the welding quantity is reduced;

5) The invention realizes that the sections of the chassis side beam and the chassis end beam are basically the same for the first time, and the chassis end beam can be obtained by simple machining on the basis of the chassis side beam, thereby improving the production efficiency of the vehicle body, reducing the cost of the mould and shortening the purchasing and manufacturing period;

6) According to the invention, the threshold mounting surfaces are directly formed on the sectional materials of the chassis side beams and the chassis end beams, so that the structure can be further simplified, and the welding amount can be reduced;

7) When the through channel mounting interface is processed, the requirements of the through channel sealing frame, the side guard plate mounting and the pedal mounting are distinguished, namely, the end wall structure is used as an independent module to process the through channel sealing frame and the side guard plate mounting bottom hole, the pedal mounting hole on the end beam of the underframe is independently processed, and the through channel sealing frame and the side guard plate mounting hole on the end beam of the underframe are locally matched with the drill, so that the integral drill jig processing of the through channel mounting structure is avoided, the drill jig specification can be greatly reduced, in a specific embodiment, the number of the integral drill holes matched with the drill can be reduced from 75 to 9, thereby reducing the drill matching difficulty, saving the integral drill jig cost, reducing the drill hole operation difficulty and improving the production efficiency.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings that are required in the embodiments or the description of the prior art will be briefly described, and it is obvious that the drawings in the following description are some embodiments of the present invention, and other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.

Fig. 1 is a block diagram of a vehicle body to which the headwall structure of the present invention is mounted.

Fig. 2 is a view in the direction a of fig. 1.

Fig. 3 is a cross-sectional view A-A of fig. 2.

Fig. 4 is a B-B cross-sectional view of fig. 2.

Fig. 5 is a schematic sectional view of a section of an end beam of a chassis formed after cutting an edge beam of the chassis, wherein a is a schematic sectional view of the section of the edge beam of the chassis, and b is a schematic sectional view of the section of the end beam of the chassis.

Fig. 6 is a schematic view of a door angle and a door sill.

FIG. 7 is a schematic view of a through-channel mounting interface on an exterior surface of an end wall structure.

Fig. 8 is a schematic view of the structure of the end wall structure after machining of the through-channel mounting interface on the end wall upper beam and the door post.

Fig. 9 is a schematic structural view of a part of the through-channel mounting interface on the chassis end beam after machining, where a is a front view of the chassis end beam and B is a B-direction view of a.

Fig. 10 is a schematic view showing a state of the through-passage mounting interface after the vehicle body is assembled and welded.

Fig. 11 shows the processing of the through-channel mounting interface after the vehicle body assembly welding.

Detailed Description

The invention is further described below in connection with specific preferred embodiments, but it is not intended to limit the scope of the invention.

For convenience of description, the relative positional relationship of the components, such as: the descriptions of the upper, lower, left, right, etc. are described according to the layout directions of the drawings in the specification, and do not limit the structure of the present patent.

The body end wall structure 2 of the railway vehicle is a welded integral structure in advance and is processed as an independent module. As shown in fig. 1, the end wall structure 2 is located at an end of the vehicle body 1, and mainly includes an end wall upper beam 21, a door pillar 22, and an angle pillar 23, where the end wall upper beam 21, the door pillar 22, and the angle pillar 23 all adopt aluminum alloy extrusion profiles, so that the end wall structure 2 is an aluminum alloy profile welding structure as a whole. The lower parts of the two door uprights 22 are connected with the underframe end beams 13 of the vehicle body 1, the upper parts of the two door uprights are connected with the end wall upper cross beams 21, and the middle reserved end parts form end wall door openings 2a through spaces. The corner upright posts 23 are arranged on two sides of the end wall structure 2, the upper parts of the corner upright posts 23 are connected with the top cover side beams 11, the lower parts of the corner upright posts 23 are connected with the bottom frame side beams 12, one side of each corner upright post is connected with the corresponding door upright post 22, and the other side of each corner upright post is connected with the corresponding side wall 14. The outer surface of the headwall structure 2 provides a mounting interface for the through-channels.

As shown in fig. 2, the welding seam W1 of the door pillar and the chassis end beam is located at the position of the upper part L1 of the floor of the vehicle body, the welding seam W2 of the door pillar and the upper part cross beam of the end wall is located at the position of the lower part L2 of the passing height of the end wall, and the transition fillets with the radius of L3 are respectively processed on the upper part cross beam 21 of the end wall and the chassis end beam 13 as integrated end wall corners, so that the welding seam is not formed near the arc part of the end wall corners, the high stress area of the end wall corners is borne by the base materials of the end beam 13 of the chassis and the upper part cross beam 21 of the end wall, thereby improving the safety and reliability of the end wall structure 2, and the door corner reinforcing and supporting structure are not required to be arranged at the position of the end wall corners, thereby greatly simplifying the end wall structure and reducing the welding quantity. Preferably, l1=80 mm, l2=95 mm, l3=50 mm.

As shown in fig. 3, rectangular cavities are continuously distributed in the end wall upper beam 21, and considering the requirements of light weight and through channel installation interface, the thickness of the outer side rib plate of the end wall upper beam 21 near the door opening is larger than that of the outer side rib plate far away from the door opening 212, namely the outer side rib plate of the end wall upper beam 21 adopts unequal wall thickness design, and the outer side rib plate near the door opening 211 provides installation wall thickness for the through channel installation steel screw sleeve.

As shown in fig. 4, the thickness of the door opening side 221 of the outer side rib plate of the door pillar 22 is greater than the thickness of the door opening side 222, that is, the outer side rib plate of the door pillar 22 adopts an unequal wall thickness design, and the outer side rib plate of the door opening side 221 provides an installation wall thickness for the through channel installation steel screw sleeve. The junction of the outer gusset of the near-door-opening side 221 and the end-wall upper beam 21 is machined to the wall thickness of the outer gusset of the near-door-opening side 221 and the equal outer gusset of the far-door-opening side 222 to form a continuous and uniform weld between the door pillar 22 and the end-wall upper beam 21. The door opening side gusset 223 of the door pillar 22 is connected with the door opening side gusset 213 of the end wall upper beam 21 by welding.

The end wall connection side of the corner upright 23 is provided with a first connection part 235 and a second connection part 236, the first connection part 235 is overlapped with the outer side rib plate of the door upright 22, the second connection part 236 is overlapped with the inner side rib plate of the door upright 22, and overlapping allowance is reserved on the first connection part 235 and the second connection part 236 respectively so as to provide transverse adjustment quantity of the door upright 22. The corner section width L4 of the side wall connecting side of the corner upright post 23 is larger than the near side wall section width L5, the corner section width L4 extends gradually towards the side wall direction, the middle of the side wall connecting side is set to be an inflection point of the corner section width converted into the near side wall section width, namely, the corner upright post 23 adopts unequal section design along the longitudinal direction of the vehicle body, and the width inflection point is arranged at the middle of the side wall connecting side of the corner upright post 23, so that the inner wall surface of the end wall connecting side of the corner upright post 23 and the inner wall surface of the side wall connecting side are in transitional connection through the inclined rib plate 231, the stress concentration phenomenon caused by the shape mutation of the end part and the side part of the vehicle body is effectively relieved, and the excessive stress concentration at the connecting position of the end wall connecting side and the side wall connecting side is avoided. The first rib plate 234 and the second rib plate 233 which are arranged perpendicular to the side wall 14 are sequentially arranged in the side wall connecting side of the corner upright post 23 so as to further provide supporting and reinforcing functions, and the second rib plate 233 can well resist welding thermal deformation caused by the welding seam between the corner upright post 23 and the side wall. The profile design of the corner upright 23 well solves the problem of stress concentration of waist compression, does not need to design a waist reinforcing supporting structure, simplifies the bearing structure and reduces the welding amount.

Fig. 5 is a schematic sectional structure of a section of the side sill 12 of the underframe, and b is a schematic sectional structure of a section of the end sill 13 of the underframe. Fig. 6 is a schematic view of a door angle and a door sill. As shown in fig. 5 and 6, the profile of the chassis side beam 12 includes a first horizontal rib 12n, a second horizontal rib 12e, a third horizontal rib 12g, a fourth horizontal rib 12m, and an outer rib 12a, a middle vertical rib 12c, and an inner rib 12d, which are horizontally arranged in this order from top to bottom, and vertically arranged in this order from outside to inside. The middle vertical rib is disposed between the first horizontal rib 12n and the third horizontal rib 12 g. A first inclined rib 12b is arranged between the outer rib 12a and the middle vertical rib 12 c. The inner rib 12d is disposed obliquely outward above the second horizontal rib 12e, so as to improve the overall rigidity of the side wall. The first oblique rib 12b intersects with the upper end of the inner rib 12d, so that at least three triangular cavities extending along the horizontal direction are formed between the first horizontal rib 12n and the second horizontal rib 12e, thereby increasing the structural strength of the space, the outer rib 12a and the middle vertical rib 12c between the first horizontal rib 12n and the second horizontal rib 12e can be utilized to form an integrated door angle through machining, and the middle vertical rib 12f can also be utilized to provide lower support for the integral door angle. The second horizontal rib 12e forms a threshold mounting surface. The third horizontal rib 12g is equal to the floor surface of the vehicle body. And a plurality of diagonal ribs 12h, 12i, 12k and the like or horizontal ribs are sequentially arranged between the third horizontal rib 12g and the fourth horizontal rib 12m from top to bottom. Joints 12p and 12q for connecting the side walls 14 are arranged at the top of the underframe side beam 12; joints 12j and 12l for connecting a vehicle body floor are arranged on the inner side rib 12d, and inclined ribs 12h, 12i and 12k are arranged in chassis side beam sections corresponding to the joints 12j and 12l so as to improve the strength of a vehicle body floor connecting area of the chassis side beam 12; the method comprises the steps of carrying out a first treatment on the surface of the Fourth horizontal ribs 12m extend outwardly to provide a chassis apparatus suspension mounting surface; the cavity 12n increases the chassis stiffness and may be cut in the region of the end beam and coupler vertical swing angle interference. The chassis side beam 12 is machined to mill the upper part of the second horizontal rib 12e of the inner rib 12d and the outward extension part of the fourth horizontal rib 12m to obtain the chassis end beam 13, so that the design improves the universality of the profile and can effectively reduce the die cost of the vehicle body profile.

Correspondingly, the top joints 13p, 13q of the undercarriage end beams 13 are used to connect the door uprights 22; the outer side ribs 13a and the middle vertical ribs 13c between the first horizontal ribs 13n and the second horizontal ribs 13e form a door angle through machining, the first inclined ribs 13b play a role in strengthening, the middle vertical ribs 13f provide lower support of the door angle, the joints 13j and 13l are connected with a vehicle body floor, and inclined ribs 13h, 13i and 13k are arranged inside underframe end beam sections corresponding to the joints 13j and 13 l; the second horizontal rib 13e forms a threshold mounting surface, and the third horizontal rib 13g is equal to the floor surface in height; the cavity 13n increases the chassis stiffness and may be cut away in the region of interference with the vertical pivot angle of the coupler.

As shown in fig. 7, the through-channel mounting structure on the headwall structure includes a through-channel mounting seal frame mounting bottom hole and a side shield mounting bottom hole. As shown in fig. 7 to 11, the method for processing the through-channel mounting structure on the end wall structure of the railway vehicle of the invention comprises the following steps:

a. as shown in fig. 8, the end wall upper beam 21, the door upright 22 and the corner upright 23 are assembled and welded to form an end wall structure 2, and under the stage, the end wall structure 2 is used as an independent module to process a part of steel screw sleeve/rivet nut mounting bottom holes used for installing a sealing frame and a side guard plate through a channel;

b. as shown in fig. 9, a steel insert/rivet nut pilot hole for the through-channel pedal is machined into the chassis end beam 13.

c. As shown in fig. 10, the headwall structure 2 is assembled and welded to the vehicle body 1.

d. As shown in fig. 11, after the end wall structure 2 is assembled and welded to the vehicle body 1, since the through-channel seal frame mounting bottom hole on the underframe end beam 13 is in a matching relationship with the through-channel seal frame mounting bottom hole on the door pillar 22, a form 15 including the remaining 9 through-channel seal frame mounting bottom holes is manufactured with reference to the through-channel seal frame mounting bottom hole 16 on the outer periphery of the door pillar 22, and the remaining 9 through-channel seal frame mounting bottom holes 17 are machined on the outer vertical surface of the underframe end beam 13 through the machined form 15.

e. And finally, finishing the screwing-in and riveting operation of the steel threaded sleeve and the rivet nut on the machined mounting bottom hole.

As described above, the invention can effectively save the whole drilling jig cost, reduce the operation difficulty and improve the manufacturing precision by adjusting the processing sequence of the through channel mounting bottom holes on the end wall structure and processing most of the mounting bottom holes by adopting a machining mode when being placed at the part level, and can effectively avoid the damage to the inclined ribs 13h of the end beam 13 of the underframe caused by the deflection of the cutter when the vertical ribs 13a of the end beam 13 of the underframe are manually matched with the drilling process when the mounting bottom holes are processed at the part level.

While the invention has been described with reference to certain preferred embodiments, it will be understood by those skilled in the art that various changes and modifications may be made and equivalents may be substituted for elements thereof without departing from the scope of the invention. Therefore, any simple modification, equivalent variation and modification of the above embodiments according to the technical substance of the present invention shall fall within the scope of the technical solution of the present invention.

Claims (10)

1. The railway vehicle body structure comprises a vehicle body (1) and end wall structures (2) arranged at two ends of the vehicle body, wherein the vehicle body comprises an underframe boundary beam (12) and an underframe end beam (13), the end wall structures comprise end wall upper cross beams (21), door uprights (22) and corner uprights (23), the upper ends of the two door uprights are connected with the end wall upper cross beams, the lower ends of the two door uprights are connected with the underframe boundary beam (13) of the vehicle body, an end wall door opening (2 a) is formed between the two door uprights, the side, far away from the door opening, of the door uprights is connected with a side wall (14) of the vehicle body through the corner uprights,

the section bar of the chassis end beam is obtained by machining on the basis of the section bar of the chassis side beam;

the profile of chassis boundary beam includes from last first horizontal muscle (12 n), second horizontal muscle (12 e), third horizontal muscle (12 g), fourth horizontal muscle (12 m) and from outside to interior outside muscle (12 a), middle part perpendicular muscle (12 c), inboard muscle (12 d) that vertical setting in proper order down, the middle part perpendicular muscle sets up first horizontal muscle (12 n) with between third horizontal muscle (12 g), set up first oblique muscle (12 b) between outside muscle (12 a), middle part perpendicular muscle (12 c), the inboard muscle is in outside slope setting on second horizontal muscle (12 e), just first oblique muscle with the upper end of inboard muscle is crossing, makes form three at least three triangle die cavity that extend along the horizontal direction between first horizontal muscle (12 n) with between second horizontal muscle (12 e), second horizontal muscle (12 e) forms the installation face.

2. The railway vehicle body structure according to claim 1, wherein the door pillar and chassis end beam weld (W1) is located at an upper L1 position of a vehicle body floor, the door pillar and end wall upper beam weld (W2) is located at a lower L2 position of an end wall passing height, and transition fillets with a radius of L3 are machined on the end wall upper beam and the chassis end beam respectively as integrated end wall door corners connected with the door pillar.

3. The railway vehicle body structure according to claim 2, wherein l1=80 mm, l2=95 mm, and the radius l3=50 mm of the headwall angle.

4. The railway vehicle body structure according to claim 1, wherein the thickness of the outer side rib plate of the end wall upper cross member at the near door opening is larger than the thickness at the far door opening.

5. The rail vehicle body structure of claim 1, wherein the door pillar outer web has a greater thickness on the door opening-proximal side (221) than on the door opening-distal side (222).

6. The railway vehicle body structure according to claim 1, wherein a first connecting portion (235) and a second connecting portion (236) are provided on the end wall connecting side of the corner post, the first connecting portion is overlapped with the outer side rib plate of the door post, the second connecting portion is overlapped with the inner side rib plate of the door post, and overlapping allowance is left on the first connecting portion and the second connecting portion, respectively.

7. The railway vehicle body structure according to claim 1, wherein a corner portion of the side wall connecting side of the corner pillar has a larger cross-sectional width than a cross-sectional width of the near side wall portion, and the corner portion has a cross-sectional width that tapers in a side wall direction, and a middle portion of the side wall connecting side is provided as an inflection point where the corner portion cross-sectional width is converted into the near side wall portion cross-sectional width.

8. The railway vehicle body structure according to claim 7, wherein the end wall connection side inner wall surface and the side wall connection side inner wall surface of the corner post are connected in transition by a diagonal rib plate (231).

9. The railway vehicle body structure according to claim 7, wherein a first rib plate (233) and a second rib plate (234) perpendicular to the side wall are sequentially provided in the side wall connecting side of the corner post.

10. A method of machining a through-passage mounting hole of a rail vehicle body structure according to any one of claims 1 to 9, characterized by comprising:

a. assembling and welding an upper cross beam of the end wall, a door upright post and an angle upright post into an end wall structure, and under a bench position, processing the end wall structure as an independent module to form a steel threaded sleeve/riveting nut mounting bottom hole used for a through channel sealing frame and a side guard plate;

b. machining a steel threaded sleeve/rivet nut mounting bottom hole used for a through channel pedal on an end beam of the underframe;

c. assembling and welding the end wall structure to the vehicle body;

d. a template (15) containing the residual through channel sealing frame mounting bottom holes is manufactured by taking the existing through channel sealing frame mounting bottom holes (16) at the lower edge of the outer ring of the door upright post as a reference, and the residual through channel sealing frame mounting bottom holes (17) are drilled on the outer vertical surface of the underframe end beam (13) in a matched mode through the processed template;

e. and (3) finishing the screwing-in and riveting operation of the steel threaded sleeve and the rivet nut on the machined mounting bottom hole, namely finishing.