CN116373925A - Car body structure and rail vehicle - Google Patents

Abstract

The invention provides a car body structure and a railway car, comprising a bottom frame, two end walls, two side walls and a car roof; the two end walls are respectively connected with two ends of the underframe to form a one-position end wall and a two-position end wall; the two side walls are respectively connected to two sides of the underframe, two ends of each side wall are connected with a side door frame, and the side door frames are fixedly connected with the underframe; two ends of the roof are respectively connected with the two end walls, and two sides of the roof are respectively connected with the two side walls; the side walls are connected with side door frames at the same end of the two side walls respectively through third transition compensation pieces, and the side walls are connected with the side door frames at the end parts of the side walls through fourth transition compensation pieces. According to the car body structure and the railway car, the assembly form and position tolerance can be compensated through the transition compensation piece, so that the car body assembly difficulty is reduced, and the assembly efficiency is improved.

Description

Car body structure and rail vehicle

Technical Field

The invention belongs to the technical field of railway vehicles, and particularly relates to a vehicle body structure and a railway vehicle.

Background

The body structure of a railway vehicle generally includes a bottom frame, two end walls and side door frames, two side walls, and a roof structure, and the above several components should be assembled individually according to design tolerance requirements, and each side door frame, two side walls, and two end walls should be assembled to the bottom frame in sequence after the assembly is completed, and then the roof structure should be assembled.

The side door frame and the end wall, the side door frame and the side wall, and the end wall and the roof all have the connection relation fixed with each other, so that the form and position tolerance between all connection parts needs to be ensured to meet the requirement when the whole vehicle is assembled, but because all parts have large structural size and complex connection structure, the phenomenon of reworking caused by out-of-tolerance form and position easily occurs when the vehicle is assembled, thereby influencing the assembly efficiency, and providing higher requirements on the machining and assembly precision of all parts of the vehicle body, and further leading to the increase of the production cost.

Disclosure of Invention

The embodiment of the invention provides a car body structure and a railway car, which aim to reduce the machining and assembling precision requirements on all parts of the car body, reduce the whole car assembling difficulty of the car body and improve the assembling efficiency.

In order to achieve the above purpose, the invention adopts the following technical scheme: in a first aspect, a vehicle body structure is provided, including a chassis, two end walls, two side walls, and a roof; the two end walls are respectively connected with two ends of the underframe to form a one-position end wall and a two-position end wall; the two side walls are respectively connected to two sides of the underframe, two ends of each side wall are connected with a side door frame, and the side door frames are fixedly connected with the underframe; two ends of the roof are respectively connected with the two end walls, and two sides of the roof are respectively connected with the two side walls; the side walls are connected with side door frames at the same end of the two side walls respectively through third transition compensation pieces, and the side walls are connected with the side door frames at the end parts of the side walls through fourth transition compensation pieces.

With reference to the first aspect, in one possible implementation manner, the first transition compensation element includes:

the first bent beam is fixedly connected to the inner wall of one position end of the vehicle roof and at least partially extends out of one position end of the vehicle roof to form a first compensation connecting surface;

the first supporting beam is fixedly connected to the side wall of the frame of the one-position end wall facing the two-position end wall;

the first connecting beams are distributed along the width direction of the vehicle roof at intervals along the shape, one end of each first connecting beam is fixedly connected with the first curved beam, and the other end of each first connecting beam is fixedly connected with the first supporting beam;

one end of the first compensation connecting plate is lapped on the first supporting beam and is welded and fixed with one end wall through a continuous welding line of fusion welding, the other end of the first compensation connecting plate is lapped on the first compensation connecting surface and is welded and fixed with a top plate of the vehicle roof through a continuous welding line of fusion welding, and the lower plate surface of the first compensation connecting plate is welded and fixed with each first connecting beam through a fusion plug welding;

the overlap area of the first compensation connecting plate and the first compensation connecting surface is used for compensating form and position tolerance between the one-position end wall and the roof.

In some embodiments, the roof panel two-position end of the roof is overlapped on the two-position end wall and welded and fixed by fusion welding continuous weld;

the second transition piece includes:

the second supporting beam is fixedly connected to the side wall of the frame of the two-position end wall facing the one-position end wall and is provided with a second compensation connecting surface extending towards the two-position end wall;

the second bent beam is fixedly connected with the inner wall of the two ends of the vehicle roof and is fixedly connected to the second compensation connecting surface in a lap joint manner, and the second bent beam and the second compensation connecting surface are fixedly welded through melting plug welding;

the limiting plate is fixedly connected to the second compensation connecting surface, is positioned between the second bent beam and the two-position end wall and horizontally abuts against the lap joint end of the second bent beam;

the second curved beam is provided with a vertical limiting surface, a compensation gap is arranged between the vertical limiting surface and the end surface of the second compensation connecting surface facing the one-position end wall, and the compensation gap is used for compensating form and position tolerance between the two-position end wall and the roof.

Illustratively, the third transition piece includes:

the two supporting angle beams are oppositely arranged and respectively and fixedly connected to the end wall and the opposite side wall of the side door frame;

the plurality of third connecting beams are distributed vertically at intervals, and two ends of each third connecting beam are fixedly connected with the two supporting angle beams respectively;

one end of the third compensation connecting plate is fixedly connected to one of the supporting angle beams in a lap joint manner and is welded and fixed with the end wall through a continuous welding line of fusion welding, the other end of the third compensation connecting plate is fixedly connected to the other supporting angle beam in a lap joint manner and is welded and fixed with the side door frame through a continuous welding line of fusion welding, and the lower plate surface of the third compensation connecting plate is welded and fixed with each third connecting beam through a fusion plug welding;

wherein the overlap area of the third compensating web and the at least one supporting corner beam is used to compensate for form and location tolerances between the end wall and the side door frame.

For example, the fourth transition piece includes:

the fourth supporting beam is fixedly connected to the side wall of the side door frame facing the side wall and is provided with a fourth compensation connecting surface which is flush with the side wall of the side door frame facing the outer side of the vehicle body;

the plurality of fourth connecting beams are distributed vertically at intervals, one end of each fourth connecting beam is fixedly connected with the framework of the side wall, the other end of each fourth connecting beam extends out of the end part of the side plate of the side wall towards the side door frame and is fixedly connected with the fourth supporting beam, and the fourth connecting beams are welded and fixed with the inner wall of the side plate of the side wall through continuous welding seams of fusion welding;

one end of the fourth compensation connecting plate is lapped on the fourth compensation connecting surface and is welded and fixed with the end part of the side plate of the side wall through continuous welding seams in fusion welding, and the other end of the fourth compensation connecting plate is lapped on the side wall of the side door frame facing the outer side of the vehicle body and is welded and fixed through continuous welding seams in fusion welding;

the overlap joint area of the fourth compensation connecting plate and the fourth compensation connecting surface is used for compensating form and position tolerance between the side wall and the side door frame.

With reference to the first aspect, in one possible implementation manner, the chassis includes:

two longitudinal beams;

the cross beams are distributed at intervals along the length direction of the vehicle body, and two ends of each cross beam are fixedly connected with two longitudinal beams respectively;

the corrugated plates are paved on each cross beam, the edges of the two sides of the corrugated plates are respectively and fixedly connected to the two longitudinal beams in a lap joint mode, and floor supporting beams are distributed on the corrugated plates;

the side plate bottom end of the side wall is fixedly overlapped with the outer side wall surface of the longitudinal beam, the skeleton bottom end of the side wall is in butt joint with the top wall of the longitudinal beam and is fixedly connected with a water guide plate, the water guide plate is in sealing connection with the side plate inner wall of the side wall, a water retaining support beam is further arranged on the top wall of the longitudinal beam and is used for supporting a vehicle body floor together with the floor support beam, a water guide groove is formed between the water retaining support beam and the side plate of the side wall and is used for receiving condensate water dropping on the vehicle roof and the side wall.

In some embodiments, two middle water baffles are distributed at intervals along the length direction of the vehicle body, the bottoms of the middle water baffles are zigzag-shaped and suitable for being embedded into each corrugated groove of the corrugated plate, two ends of each middle water baffle are fixedly connected with two longitudinal beams respectively, a passenger falling area is arranged in an area between the two middle water baffles, a toilet area is arranged between one middle water baffle and one end wall and between the other middle water baffle and two end walls, and the middle water baffles are used for blocking the circulation of silt in the toilet area to the passenger falling area;

a drainage groove is arranged between the side door pedal and the longitudinal beam on the underframe, and the drainage groove is positioned in an area right below the side door in the opening state and the closing state and is used for receiving side door dripping water;

wherein, on the buckled plate in falling the passenger area, the tank bottom of guiding gutter, the tank bottom of water drainage tank all are equipped with at least one downward drain hole that runs through the chassis, all are equipped with the drain cover in each drain hole.

Illustratively, the drain cover includes:

the center of the bottom plate is provided with a through hole, and spines are distributed at intervals on the circumferential edge;

the fin plates are distributed at intervals along the circumferential direction of the bottom plate, the lower ends of the fin plates are fixedly connected with the edge of the bottom plate, the other ends of the fin plates extend upwards and are bent into an L shape, and the bent ends of the fin plates are fixedly connected to the peripheral wall surface of the drain hole in an overlapping mode;

the lower ends of the fin plates penetrate through the drain holes to extend to the lower side of the underframe, and gaps suitable for ventilation are formed between the adjacent fin plates.

In some embodiments, the one-position end wall is of a gradually shrinking curved surface structure along the length direction of the vehicle body, the one-position end wall is provided with a first concave space below the end door, and the two sides of the one-position end wall are provided with second concave spaces; the first concave space is used for arranging the connector, and the second concave space is internally provided with a wedge-shaped buffer surface;

the width of the two-position end wall is smaller than the distance between the outer wall surfaces of the two side walls, two wedge-shaped buffer structural members are arranged on the two-position end wall, and the wedge surfaces of the two wedge-shaped buffer structural members are aligned with the wedge-shaped buffer surfaces in the two second concave spaces in the length direction of the vehicle body respectively.

The vehicle body structure provided by the invention has the beneficial effects that: compared with the prior art, the vehicle body structure can compensate the form and position tolerance between the first transitional compensation piece and the end part of the vehicle roof, the second transitional compensation piece compensates the form and position tolerance between the two end walls and the end part of the vehicle roof, the third transitional compensation piece compensates the form and position tolerance between the two end walls and the corresponding side door frames, and the fourth transitional compensation piece compensates the form and position tolerance between the side walls and the corresponding side door frames, so that the precision requirements on the single machining and assembly of the end walls, the side walls, the vehicle roof and the underframe before the assembly of the whole vehicle are reduced, the cost is reduced, meanwhile, the assembly difficulty of the whole vehicle is reduced through the corresponding compensation of the form and position tolerance on each position, the reworking repair time and the cost are reduced, and the assembly efficiency of the whole vehicle is further improved.

In a second aspect, an embodiment of the present invention further provides a railway vehicle, including the vehicle body structure described above. The rail vehicle provided by the embodiment of the invention adopts the vehicle body structure, and the form and position tolerance among the components to be connected can be compensated through each transition compensation piece during assembly, so that the single machining and assembly precision requirements on each component are reduced, the whole vehicle assembly difficulty of the vehicle body and the single machining and assembly cost of each component are reduced, and the whole vehicle assembly efficiency is improved.

Drawings

Fig. 1 is an exploded view of a vehicle body structure according to an embodiment of the present invention;

FIG. 2 is a schematic view of a connection structure between a first end wall and a roof in an embodiment of the present invention;

FIG. 3 is a schematic view of a connection structure between a two-position end wall and a roof in an embodiment of the present invention;

FIG. 4 is a schematic view of a connection structure between an end wall and a side door frame according to an embodiment of the present invention;

FIG. 5 is a schematic diagram of a connection structure between a side wall and a side door frame in an embodiment of the present invention; the method comprises the steps of carrying out a first treatment on the surface of the

FIG. 6 is a schematic cross-sectional view of a chassis used in an embodiment of the present invention;

FIG. 7 is a schematic view of a drainage structure of a connection position between a side wall and a chassis in an embodiment of the present invention;

FIG. 8 is a schematic view of a drain tank under a side door according to an embodiment of the present invention;

FIG. 9 is a schematic perspective view of a drain cover according to an embodiment of the present invention;

fig. 10 is a schematic top view of a vehicle body structure according to an embodiment of the present invention;

FIG. 11 is a schematic perspective view of a one-position end wall according to an embodiment of the present invention;

fig. 12 is a schematic perspective view of a two-position end wall according to an embodiment of the present invention.

In the figure: 10. a chassis; 11. a longitudinal beam; 12. a cross beam; 13. corrugated plates; 14. a floor support beam; 15. a water blocking support beam; 171. a water guide groove; 16. a middle water baffle; 17. a water guide plate; 18. a drainage channel; 19. a drain cover; 191. a bottom plate; 1911. a through hole; 1912. spike; 192. a fin plate; 20. a one-position end wall; 201. a first concave space; 202. a second concave space; 203. wedge-shaped buffer surfaces; 30. two-position end wall; 301. wedge-shaped buffer structural members; 40. a side wall; 41. a side door frame; 42. a side door pedal; 50. a roof; 51. a top plate; 60. a first transition piece; 61. a first curved beam; 611. a first compensating interface; 62. a first support beam; 63. a first connecting beam; 64. a first compensation connection plate; 70. a second transition piece; 71. a second support beam; 711. a second compensating interface; 72. a second curved beam; 721. a vertical limiting surface; 722. compensating the gap; 73. a limiting plate; 80. a third transition piece; 81. supporting the angle beam; 82. a third connecting beam; 83. a third compensation connection plate; 90. a fourth transition piece; 91. a fourth support beam; 911. a fourth compensating interface; 92. a fourth connecting beam; 93. and a fourth compensation connecting plate.

Detailed Description

In order to make the technical problems, technical schemes and beneficial effects to be solved more clear, the invention is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the scope of the invention.

It will be understood that when an element is referred to as being "disposed on" another element, it can be directly on the other element or be indirectly on the other element. It is to be understood that the terms "length," "width," "upper," "lower," "front," "rear," "top," "bottom," "inner," "outer," and the like indicate or are based on the orientation or positional relationship shown in the drawings, merely to facilitate describing the present invention and simplify the description, and do not indicate or imply that the devices or elements being referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus are not to be construed as limiting the present invention.

The terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include one or more such feature.

Referring to fig. 1 to 6, a vehicle body structure provided by the present invention will now be described. The vehicle body structure comprises a bottom frame 10, two end walls, two side walls 40 and a roof 50; the two end walls are respectively connected with two ends of the underframe 10 to form a one-position end wall 20 and a two-position end wall 30; the two side walls 40 are respectively connected to two sides of the underframe 10, two ends of each side wall 40 are connected with a side door frame 41, and the side door frames 41 are fixedly connected with the underframe 10; two ends of the roof 50 are respectively connected with two end walls, and two sides are respectively connected with two side walls 40; wherein, one end wall 20 is connected with one end of the roof 50 through a first transition compensation piece 60, the other end of the two end walls 30 is connected with the other end of the roof 50 through a second transition compensation piece 70, the end walls are respectively connected with side door frames 41 at the same end of two side walls 40 through a third transition compensation piece 80, and the side walls 40 are connected with the side door frames 41 at the end parts thereof through a fourth transition compensation piece 90.

It should be understood that this embodiment takes the way described in the prior art for the body of a railway vehicle, with the push-out direction of the brake cylinder piston rod being one-bit end and the other-bit end being two-bit.

In this embodiment, the body structure is mainly made of ferrite stainless steel (1.4003, i.e., X2CrNi12, euro-standard ferrite stainless steel) with high cost performance (low price: about 3.4 ten thousand/ton of austenitic stainless steel; about 1.7 ten thousand/ton of ferritic stainless steel), the force transmission components of the underframe 10, such as the longitudinal beams 11 and the cross beams 12, are made of S355J0WP weather resistant steel, the non-force transmission regions of the underframe 10, such as the passenger compartment floor 191, are made of ferrite corrugated sheets, and compared with the conventional body structure, the cost of materials can be reduced by directly using high price austenitic materials instead of low price plain carbon steel and weather resistant steel, and the cost of high efficiency MAG welding can be realized, thereby reducing the investment of high-end equipment and the consumption of welding auxiliary materials from the production and manufacturing links.

Compared with the prior art, the vehicle body structure provided by the embodiment can compensate the form and position tolerance between the end wall 20 and the end part of the roof 50 by the first transition compensation piece 60, compensate the form and position tolerance between the end wall 30 and the end part of the roof 50 by the second transition compensation piece 70, compensate the form and position tolerance between the two end walls and the corresponding side door frames 41 by the third transition compensation piece 80, and compensate the form and position tolerance between the side walls 40 and the corresponding side door frames 41 by the fourth transition compensation piece 90, thereby reducing the precision requirements on the single body processing and assembly of the end wall, the side walls 40, the roof 50 and the underframe 10 before the whole vehicle assembly, reducing the cost, reducing the whole vehicle assembly difficulty by corresponding compensation of the form and position tolerance on each position, reducing the reworking time and cost, and further improving the whole vehicle assembly efficiency.

In this embodiment, as a specific structural manner of the first overcompensation member 60, referring to fig. 2, the first overcompensation member 60 includes a first curved beam 61, a first supporting beam 62, a plurality of first connecting beams 63, and a first compensating connecting plate 64.

Specifically, the first curved beam 61 is fixedly connected to an inner wall of a position end of the roof 50, and at least partially extends out of the position end of the roof 50 to form a first compensation connection surface 611; the first support beam 62 is fixedly connected to the frame side wall of the first headwall 20 facing the second headwall 30; the plurality of first connecting beams 63 are distributed at intervals along the width direction of the roof 50, one end of each first connecting beam 63 is fixedly connected with the first curved beam 61, and the other end is fixedly connected with the first supporting beam 62; one end of the first compensation connecting plate 64 is lapped on the first supporting beam 62 and is welded and fixed with one end wall 20 through a continuous welding line of fusion welding, the other end is lapped on the first compensation connecting surface 611 and is welded and fixed with the top plate 51 of the vehicle roof 50 through a continuous welding line of fusion welding, and the lower plate surface of the first compensation connecting plate 64 is welded and fixed with each first connecting beam 63 through a fusion plug welding.

Based on the above-described construction of the first transition piece 60, it should be appreciated that the overlap area of the first compensation connecting plate 64 and the first compensation connecting surface 611 serves to compensate for form and location tolerances between the one-position headwall 20 and the roof 50.

The cross sections of the first curved beam 61 and the first support beam 62 preferably adopt an L-shaped structure, when the first end wall 20 and the roof 50 are connected, the form and position tolerance of the first curved beam 61 and the first support beam 62 is mainly reflected in the longitudinal space dimension, one end of the first compensation connecting plate 64 can be abutted against the first end wall 20 and then welded, while the other end of the first compensation connecting plate 64 is overlapped on the first compensation connecting surface 611, in fact, the end of the first compensation connecting plate 64 and the roof 51 of the roof 50 are overlapped on the same side wall of the first curved beam 61, at this time, if the form and position tolerance between the first end wall 20 and the roof 50 is larger, the clearance between the first compensation connecting plate 64 and the end of the roof 51 is larger, otherwise, the clearance is smaller, and no matter how large the clearance is, as long as the first compensation connecting plate 64 and the first compensation connecting surface 611 can keep the overlapping relation, the first compensation connecting plate 64 and the roof 51 can be connected into a whole by the continuous welding seam through the fusion welding, meanwhile, the welding and the continuous welding seam is also adopted between the first compensation connecting plate 64 and the first compensation connecting plate 20, the joint seam and the roof 50 can be welded and the water leakage can be avoided, and the sufficient connecting strength of the first connecting plate 64 and the roof 50 can be provided for the longitudinal connecting region of the first compensating connecting plate 64.

In this embodiment, referring to fig. 3, the roof panel 51 of the roof 50 is overlapped on the two-position end wall 30 and is welded and fixed by fusion welding with continuous welding. On this basis, as a specific structural mode of the second transition piece 70, it includes a second support beam 71, a second bent beam 72, and a limiting plate 73.

Specifically, the second support beam 71 is fixedly connected to the side wall of the frame of the two-position end wall 30 facing the one-position end wall 20, and has a second compensation connection surface 711 extending toward the two-position end wall 30; the second bent beam 72 is fixedly connected with the inner wall of the two ends of the vehicle roof 50 and is lapped and fixed on a second compensation connecting surface 711, and the second bent beam 72 and the second compensation connecting surface 711 are welded and fixed through melting plug welding; the limiting plate 73 is fixedly connected to the second compensation connecting surface 711, is located between the second bent beam 72 and the two-position end wall 30, and horizontally abuts against the overlapping end of the second bent beam 72.

The second curved beam 72 has a vertical limiting surface 721, and a compensating gap 722 is provided between the vertical limiting surface 721 and an end surface of the second compensating connection surface 711 facing the first end wall 20, and the compensating gap 722 is used for compensating for a form and position tolerance between the first end wall 30 and the roof 50.

Preferably, the second supporting beam 71 adopts a beam structure with an L-shaped cross section so as to be welded and fixed with the top wall of the top plate 51 and the side wall of the two-position end wall 30 of the vehicle roof 50 respectively, the second bent beam 72 adopts a beam structure with a b-shaped cross section, the middle part of the second bent beam 72 is a vertical limiting surface 721 vertical to the top plate 51, when the two-position end wall 30 and the vehicle roof 50 are connected, the form and position tolerance of the two-position end wall is mainly reflected on the longitudinal spacing dimension, the second bent beam 72 is lapped on the second compensation connecting surface 711, the gap between the vertical limiting surface 721 and the end part of the second limiting connecting surface provides the vehicle roof 50 to longitudinally move so as to adjust the allowance of the longitudinal position of the vehicle roof 50, thereby ensuring that the edge of the top plate 51 can be lapped on the outer wall surface of the two-position end wall 30, and on the basis, the edge of the top plate 51 and the outer wall of the two-position end wall 30 are welded and fixed by continuous welding seams through fusion welding so as to ensure the connection reliability and avoid water leakage.

It should be understood that, when assembling the roof 50, the compensation gap 722 should be used to ensure that the roof 51 can overlap the two-position end wall 30, so that the two-position end of the roof 50 and the two-position end wall 30 should be welded and fixed first, then the form and position tolerance between the one-position end of the roof 50 and the one-position end wall 20 should be determined, and then the one-position end of the roof 50 and the one-position end wall 20 should be welded and fixed by using the tolerance compensation function of the first transition piece; the first transition piece may be a prefabricated member, and if the form and position tolerance between the first end of the roof 50 and the first end wall 20 exceeds the compensation range of the first transition piece, the first transition piece may be newly configured, so that the cost is lower, the difficulty is small, and the efficiency is high compared with the case that each component is integrally disassembled and reassembled and reworked.

In this embodiment, as a specific structural manner of the third overcompensation member 80, please refer to fig. 4, the third overcompensation member 80 includes two support corner beams 81, a plurality of third connecting beams 82, and a third compensating connecting plate 83.

Specifically, two supporting angle beams 81 are oppositely arranged and fixedly connected to the end wall and the opposite side walls of the side door frame 41 respectively; the plurality of third connecting beams 82 are vertically distributed at intervals, and two ends of each third connecting beam 82 are fixedly connected with two supporting angle beams 81 respectively; one end of the third compensating connection plate 83 is lapped and fixed on one of the supporting angle beams 81 and is welded and fixed with the end wall through a continuous welding line of fusion welding, the other end is lapped and fixed on the other supporting angle beam 81 and is welded and fixed with the side door frame 41 through a continuous welding line of fusion welding, and the lower plate surface of the third compensating connection plate 83 is welded and fixed with each third connection beam 82 through a fusion plug welding.

Based on the above-described construction of the first transition piece 60, it should be appreciated that the overlap area of the third compensating web 83 and the at least one supporting corner beam 81 serves to compensate for form and location tolerances between the headwall and the side door frame 41.

The two support angle beams 81 are two L-shaped angle beams which are arranged oppositely in practice, on the basis of realizing the fixed connection with the side walls of the end wall and the side door frame 41, a common lap joint supporting surface can be formed, the longitudinal structural strength is improved by arranging a plurality of third connecting beams 82 connected with the two support angle beams 81, on the basis, the two ends of the third transition connecting plates are respectively lapped on the two support angle beams 81, as the two ends of the third transition connecting plates are respectively welded with continuous welding seams in a melting way, the reliability and the sealing performance of the connecting positions can be guaranteed only by ensuring that the two ends of the third transition connecting plates are respectively provided with certain lap joint areas with the two support angle beams 81, in view of the connecting structure, the shape tolerance between the end wall and the side door frame 41 is mainly realized on the longitudinal interval dimension of the two end wall and the side door frame 41, so that the shape tolerance between the end wall and the side door frame 41 can be adaptively compensated, the shape tolerance between the end wall and the side door frame 41 can be reduced, the machining and the assembly difficulty and the assembly requirements of the side door frame 41 can be reduced, and the reworking cost can be further reduced.

In the present embodiment, as a specific structural manner of the fourth transition piece 90 described above, referring to fig. 5, the fourth transition piece 90 includes a fourth support beam 91, a plurality of fourth connection beams 92, and a fourth compensation connection plate 93.

Specifically, the fourth support beam 91 is fixedly connected to the side wall of the side door frame 41 facing the side wall 40, and has a fourth compensation connection surface 911 flush with the side wall of the side door frame 41 facing the vehicle body outside; the fourth connecting beams 92 are vertically spaced apart, one end of each fourth connecting beam 92 is fixedly connected with the framework of the side wall 40, the other end of each fourth connecting beam 92 extends out of the end part of the side plate of the side wall 40 towards the side door frame 41 and is fixedly connected with the fourth supporting beam 91, and the fourth connecting beams 92 are welded and fixed with the inner walls of the side plates of the side wall 40 through continuous welding seams of fusion welding.

One end of the fourth compensation connecting plate 93 is lapped on the fourth compensation connecting surface 911 and is welded and fixed with the end part of the side plate of the side wall 40 by continuous welding line through fusion welding, and the other end is lapped on the side wall of the side door frame 41 facing the outer side of the vehicle body and is welded and fixed by continuous welding line through fusion welding; the overlap region of the fourth compensation connecting plate 93 and the fourth compensation connecting face 911 serves to compensate for form and position tolerances between the side wall 40 and the side door frame 41.

The fourth supporting beam 91 preferably adopts a bent beam body structure with an L-shaped cross section, so that one bent side wall surface of the fourth supporting beam is fixedly connected with the side door frame 41, and the other bent side wall surface of the fourth supporting beam forms a fourth compensation connecting surface 911; when the side wall 40 and the side door frame 41 are assembled, the longitudinal structural strength between the side wall 40 and the side door frame 41 is ensured by utilizing the fourth connecting beam 92, and the fourth compensating connecting plate 93 is simultaneously attached to the outer side wall surface of the side door frame 41 and the fourth compensating connecting surface 911, so that a connecting gap between the fourth supporting beam 91 and the side door frame 41 can be covered, and on the basis, the side plate of the side wall 40 which is overlapped on the fourth compensating connecting surface 911 and the fourth compensating connecting plate 93 are welded and fixed into a whole through continuous welding seams of fusion welding and the fourth compensating connecting surface 911, so that the connection reliability and the tightness between the side wall 40 and the side door frame 41 are ensured; because the form and position tolerance between the side wall 40 and the side door frame 41 is mainly embodied in the length direction of the vehicle body, namely in the longitudinal direction, as long as the fourth compensation connecting plate 93 and the fourth compensation connecting surface 911 can form lap joint, the connection quality can be ensured, therefore, the lap joint area of the fourth compensation connecting plate 93 and the fourth compensation connecting surface 911 forms the form and position tolerance compensation quantity between the side wall 40 and the side door frame 41, the assembly difficulty of the side wall 40 and the side door frame 41 can be reduced by utilizing the compensation quantity, even if the actual form and position tolerance between the side wall 40 and the side door frame 41 exceeds the compensation range of the existing fourth compensation connecting plate 93 in the assembly process, the fourth compensation connecting plate 93 can be reprocessed according to the actual requirement, compared with the aspects of disassembly and reassembling of the side wall 40, the repair is lower in cost, the difficulty is low, and the efficiency is high.

In some possible implementations, referring to fig. 6 to 9, the chassis 10 includes two stringers 11, a plurality of cross-beams 12, and a corrugated plate 13; the cross beams 12 are distributed at intervals along the length direction of the vehicle body, and two ends of each cross beam 12 are fixedly connected with two longitudinal beams 11 respectively; corrugated plates 13 are laid on each cross beam 12, the edges of the two sides of the corrugated plates are respectively and fixedly connected to the two longitudinal beams 11 in a lap joint mode, and floor supporting beams 14 are distributed on the corrugated plates 13.

It should be noted that, as shown in fig. 6, the middle of the cross beam 12 is arranged at a lower level in the embodiment to meet the requirement of longitudinal penetration of the corrugated plate 13, the cross beam 12 and the corrugated plate 13 meet the requirement of vertical load of the whole vehicle in the height direction, and the corrugated plate 13 is longitudinally penetrated and provided with a longitudinal girder 11 with a combined C-shaped through structure to ensure the continuity of longitudinal force transmission.

Specifically, referring to fig. 7, the bottom end of the side plate of the side wall 40 is fixedly overlapped with the outer side wall surface of the side beam 11, the bottom end of the skeleton of the side wall 40 is abutted to and fixedly connected with the top wall of the side beam 11, the top wall of the side beam 11 is fixedly connected with a water guide plate 17, the water guide plate 17 is in sealing connection with the inner wall of the side plate of the side wall 40, the top wall of the side beam 11 is also provided with a water retaining support beam 15, the water retaining support beam 15 is used for supporting the floor of the vehicle body together with the floor support beam 14, a water guide groove 171 is formed between the water retaining support beam 15 and the side plate of the side wall 40, and the water guide groove 171 is used for receiving condensed water dropped on the roof 50 and the side wall 40 or the vehicle body to destroy water inflow.

It should be appreciated that by providing the water guide plate 17, it is possible to avoid the condensate water left on the side wall 40 or the vehicle body from damaging the weld joint between the water inlet contact side plate and the longitudinal beam 11, thereby avoiding the weld joint corrosion, and at the same time, the water blocking support beam 15 provided on the longitudinal beam 11 has the functions of blocking water and supporting the vehicle body floor, and it is possible to avoid the condensate water from flowing to the corrugated plate 13, so that the water can be collected intensively in the water guide groove 171 for discharge.

Specifically, in this embodiment, two middle water baffles 16 are distributed along the length direction of the vehicle body at intervals on the corrugated board 13, the bottom of each middle water baffle 16 is zigzag suitable for being embedded into each corrugated groove of the corrugated board 13, two ends of each middle water baffle are fixedly connected with two longitudinal beams 11 respectively, the area between the two middle water baffles 16 is a passenger drop area, a toilet area is arranged between one middle water baffle 16 and one end wall 20 and between the other middle water baffle 16 and two end walls 30, and the middle water baffles 16 are used for blocking the circulation of the silt in the toilet area to the passenger drop area; a drainage groove 18 is arranged between the side door pedal 42 and the longitudinal beam 11 on the underframe 10, and the drainage groove 18 is positioned in the area right below the side door in the opening state and the closing state and is used for receiving side door dripping water; wherein, the corrugated plate 13 is provided with at least one drain hole penetrating the underframe 10 downwards at the bottom of the water guiding groove 171 and the bottom of the drain groove 18 in the passenger falling area, and each drain hole is provided with a drain cover 19.

It should be understood that, in general, the one-position end and the two-position end of the vehicle body have areas where toilets are arranged, which are prone to the occurrence of stagnant water on the ground, and in order to prevent the stagnant water from flowing to the landing area, the corrugated plate 13 is provided with the intermediate water baffle 16, and the respective corrugated grooves of the corrugated plate 13 are blocked by the intermediate water baffle 16, so that the corrugated plate 13 in the landing area can be prevented from corroding due to long-term water contact.

As shown in fig. 8, when the side door is wetted in rainy and snowy weather, rainwater can drop downwards, and by arranging the drainage groove 18 below the side door, the rainwater dropped by the side door in the closed state, the open state and the switching process can drop downwards into the drainage groove 18, so that the rainwater is prevented from flowing onto the floor of the vehicle body; of course, the passenger drop area inevitably generates water such as passenger drop, sanitary clean water and the like, and therefore the passenger drop area also has a water discharge requirement, and on the basis of this, the water discharge holes provided with the water discharge cover 19 are arranged on the passenger drop area, the bottom of the water guide groove 171 and the bottom of the water discharge groove 18, and are discharged to the outside of the vehicle body below, so that various parts in the vehicle body can be prevented from being corroded due to accumulated water.

Alternatively, the drain cover 19 in this embodiment has a structure as shown in fig. 9, and the drain cover 19 includes a bottom plate 191 and a plurality of fin plates 192; the center of the bottom plate 191 is provided with a through hole 1911, and spikes 1912 are distributed at intervals on the circumferential edge; the fin plates 192 are distributed at intervals along the circumferential direction of the bottom plate 191, the lower ends of the fin plates 192 are fixedly connected with the edge of the bottom plate 191, the other ends of the fin plates 192 extend upwards and are bent into an L shape, and the bent ends of the fin plates 192 are fixedly connected to the peripheral wall surface of the drain hole in an overlapping mode; wherein, the lower end of each fin 192 extends to the lower part of the chassis 10 through the drain hole, and a gap suitable for ventilation is formed between the adjacent fin 192.

The drain cover 19 is inserted into the drain hole, the bottom end of the drain cover is the bottom plate 191 is extended downwards to the lower side of the underframe 10, and in the running process of the vehicle, wind blows through the gap between the wing plates 192, so that negative pressure is formed below the drain hole, water in the vehicle body can be promoted to be quickly discharged, and because the tension effect of the water easily forms a tension film in the ventilation gaps between the bottom plate 191 and each wing plate 192 to influence the water to fall from the bottom plate 191, the edge of the bottom plate 191 is provided with the spike 1912, and the water flow tension film can be punctured through the spike 1912, so that the water flow smoothly flows downwards from the drain cover 19, and the drain efficiency is improved; in addition, when the slurry blocking phenomenon occurs in the drain cover 19, the dredging tool can be directly inserted into the gap between the fin plates 192 to remove the blocking, thereby improving the maintenance convenience.

In some embodiments, referring to fig. 10 to 12, a first end wall 20 has a gradually shrinking curved surface structure along the length direction of the vehicle body, a first concave space 201 is provided below the end door of the first end wall 20, and second concave spaces 202 are provided on both sides of the end door of the first end wall 20; wherein, the first concave space 201 is used for arranging connectors, and the second concave space 202 is provided with a wedge-shaped buffer surface 203; the width of the two-position end wall 30 is smaller than the distance between the outer wall surfaces of the two side walls 40, two wedge-shaped buffer structural members 301 are arranged on the two-position end wall 30, and the wedge surfaces of the two wedge-shaped buffer structural members 301 are aligned with the wedge-shaped buffer surfaces 203 in the two second concave spaces 202 in the length direction of the vehicle body respectively.

The first concave space 201 is arranged to accommodate the connector, so that the connection distance between the vehicle bodies can be shortened, meanwhile, the first end wall 20 adopts a retracted curved surface structure, the second end wall 30 adopts an retracted structure which is narrower than the width of the vehicle bodies (the distance between the two side walls 40), and the bending amount between the two connected vehicle bodies is facilitated to be improved, so that the small curve passing performance of the vehicle is improved; when the vehicle is braked, the longitudinal traction force between the vehicle bodies is converted into longitudinal extrusion force, and at the moment, the wedge surfaces of the two wedge-shaped buffer structural members 301 are in conflict with the wedge-shaped buffer surfaces 203 of the second concave space 202, so that the longitudinal extrusion force is buffered, rigid collision between the vehicle bodies is avoided, and riding comfort in the vehicle running process is improved.

Based on the same inventive concept, as understood in connection with fig. 1 to 12, the embodiment of the present application also provides a railway vehicle, including the above-described vehicle body structure.

The rail vehicle provided by the embodiment of the invention adopts the vehicle body structure, and the form and position tolerance among the components to be connected can be compensated through each transition compensation piece during assembly, so that the single machining and assembly precision requirements on each component are reduced, the whole vehicle assembly difficulty of the vehicle body and the single machining and assembly cost of each component are reduced, and the whole vehicle assembly efficiency is improved.

The foregoing description of the preferred embodiments of the invention is not intended to be limiting, but rather is intended to cover all modifications, equivalents, and alternatives falling within the spirit and principles of the invention.

Claims (10)

1. A vehicle body structure, characterized by comprising:

a chassis;

the two end walls are respectively connected to two ends of the underframe to form a one-position end wall and a two-position end wall;

the two side walls are respectively connected to two sides of the underframe, two ends of each side wall are connected with a side door frame, and the side door frames are fixedly connected with the underframe;

the roof, both ends are connected with two said end walls separately, both sides are connected with two said side walls separately;

the side wall is connected with the side door frames at the same end of the two side walls respectively through third transition compensation pieces, and the side walls are connected with the side door frames at the end parts of the side walls through fourth transition compensation pieces.

2. The vehicle body structure of claim 1, wherein the first transition piece comprises:

the first bent beam is fixedly connected to the inner wall of one position end of the vehicle roof and at least partially extends out of one position end of the vehicle roof to form a first compensation connecting surface;

the first supporting beam is fixedly connected to the side wall of the frame of the one-position end wall, which faces the two-position end wall;

the first connecting beams are distributed at intervals along the width direction of the vehicle roof along the shape, one end of each first connecting beam is fixedly connected with the first curved beam, and the other end of each first connecting beam is fixedly connected with the first supporting beam;

one end of the first compensation connecting plate is lapped on the first supporting beam and is welded and fixed with the one-position end wall through a continuous welding line of fusion welding, the other end of the first compensation connecting plate is lapped on the first compensation connecting surface and is welded and fixed with a top plate of the vehicle roof through a continuous welding line of fusion welding, and the lower plate surface of the first compensation connecting plate is welded and fixed with each first connecting beam through a fusion plug welding;

the overlap area of the first compensation connecting plate and the first compensation connecting surface is used for compensating form and position tolerance between the one-position end wall and the roof.

3. The vehicle body structure of claim 1, wherein a roof panel two-position end of said roof is overlapped on said two-position end wall and is welded and fixed by a fusion welding continuous weld;

the second transition piece includes:

the second supporting beam is fixedly connected to the side wall of the frame of the two-position end wall facing the one-position end wall and is provided with a second compensation connecting surface extending towards the two-position end wall;

the second bent beam is fixedly connected with the inner wall of the two-position end of the vehicle roof and is fixedly connected to the second compensation connecting surface in a lap joint manner, and the second bent beam and the second compensation connecting surface are fixedly welded through melting plug welding;

the limiting plate is fixedly connected to the second compensation connecting surface, is positioned between the second bent beam and the two-position end wall, and horizontally abuts against the lap joint end of the second bent beam;

the second curved beam is provided with a vertical limiting surface, a compensation gap is arranged between the vertical limiting surface and the end surface of the second compensation connecting surface, which faces the one-position end wall, and the compensation gap is used for compensating form and position tolerances between the two-position end wall and the roof.

4. The vehicle body structure of claim 1, wherein the third transition piece comprises:

the two supporting angle beams are oppositely arranged and respectively and fixedly connected to the end wall and the opposite side wall of the side door frame;

the plurality of third connecting beams are distributed vertically at intervals, and two ends of each third connecting beam are fixedly connected with the two supporting angle beams respectively;

one end of the third compensation connecting plate is fixedly connected to one of the supporting angle beams in a lap joint manner and is welded and fixed with the end wall through a continuous welding line of fusion welding, the other end of the third compensation connecting plate is fixedly connected to the other supporting angle beam in a lap joint manner and is welded and fixed with the side door frame through a continuous welding line of fusion welding, and the lower plate surface of the third compensation connecting plate is welded and fixed with each third connecting beam through a fusion plug welding manner;

wherein the overlap area of the third compensation connection plate and at least one of the support angle beams is used for compensating form and position tolerances between the end wall and the side door frame.

5. The vehicle body structure of claim 1, wherein the fourth transition piece comprises:

the fourth supporting beam is fixedly connected to the side wall of the side door frame facing the side wall and is provided with a fourth compensation connecting surface which is flush with the side wall of the side door frame facing the outer side of the vehicle body;

the side door frame comprises a side door frame, a side wall and a plurality of side wall frames, wherein the side door frame is fixedly connected with the side wall frames, the side wall frames are fixedly connected with the side wall frames, and the side wall frames are fixedly connected with the side wall frames;

one end of the fourth compensation connecting plate is lapped on the fourth compensation connecting surface and is welded and fixed with the end part of the side plate of the side wall through continuous welding seams in a fusion welding mode, and the other end of the fourth compensation connecting plate is lapped on the side wall, facing the outer side of the vehicle body, of the side door frame and is welded and fixed through continuous welding seams in a fusion welding mode;

and the lap joint area of the fourth compensation connecting plate and the fourth compensation connecting surface is used for compensating form and position tolerances between the side wall and the side door frame.

6. The vehicle body structure of claim 1, wherein the chassis comprises:

two longitudinal beams;

the cross beams are distributed at intervals along the length direction of the vehicle body, and two ends of each cross beam are fixedly connected with two longitudinal beams respectively;

the corrugated plates are paved on the cross beams, the edges of the two sides of the corrugated plates are respectively and fixedly connected to the two longitudinal beams in a lap joint mode, and floor supporting beams are distributed on the corrugated plates;

the side plate bottom of the side wall is fixedly overlapped with the outer side wall surface of the side beam, the skeleton bottom of the side wall is fixedly connected with the top wall of the side beam in a butt joint mode, a water guide plate is fixedly connected to the top wall of the side beam and is in sealing connection with the inner wall of the side plate of the side wall, a water retaining support beam is further arranged on the top wall of the side beam and is used for supporting a vehicle body floor together with the floor support beam, a water guide groove is formed between the water retaining support beam and the side plate of the side wall and is used for receiving condensed water dripped on the roof and the side wall.

7. The vehicle body structure according to claim 6, wherein two middle water baffles are distributed at intervals along the length direction of the vehicle body, the bottoms of the middle water baffles are zigzag-shaped and are suitable for being embedded into each corrugated groove of the corrugated plate, two ends of each middle water baffle are fixedly connected with two longitudinal beams, a passenger falling area is arranged in an area between the two middle water baffles, a toilet area is arranged between one middle water baffle and one end wall and between the other middle water baffle and the two end walls, and the middle water baffles are used for blocking the circulation of the silt in the toilet area to the passenger falling area;

a drainage groove is arranged between the side door pedal and the longitudinal beam on the underframe, and the drainage groove is positioned in an area right below the side door in an opening state and a closing state and is used for receiving side door dripping water;

the corrugated plate is arranged in the passenger falling area, the bottoms of the water guide grooves and the bottoms of the water discharge grooves are respectively provided with at least one water discharge hole penetrating through the underframe downwards, and each water discharge hole is internally provided with a water discharge cover.

8. The vehicle body structure according to claim 7, wherein the drain cover includes:

the center of the bottom plate is provided with a through hole, and spines are distributed at intervals on the circumferential edge;

the fin plates are distributed at intervals along the circumferential direction of the bottom plate, the lower ends of the fin plates are fixedly connected with the edge of the bottom plate, the other ends of the fin plates extend upwards and are bent into an L shape, and the bent ends of the fin plates are fixedly connected to the peripheral wall surface of the drain hole in an overlapping mode;

the lower ends of the fin plates penetrate through the drain holes to extend to the lower portion of the underframe, and gaps suitable for ventilation are formed between the adjacent fin plates.

9. The vehicle body structure according to any one of claims 1 to 8, wherein the one-position end wall has a curved surface structure gradually shrinking in a vehicle body length direction, the one-position end wall has a first concave space below the end door, and the one-position end wall is provided with second concave spaces on both sides of the end door; the first concave space is internally provided with a connector, and the second concave space is internally provided with a wedge-shaped buffer surface;

the width of the two-position end wall is smaller than the distance between the outer wall surfaces of the two side walls, two wedge-shaped buffer structural members are arranged on the two-position end wall, and the wedge surfaces of the two wedge-shaped buffer structural members are aligned with the wedge-shaped buffer surfaces in the two second concave spaces in the length direction of the vehicle body respectively.

10. Railway vehicle, characterized by comprising a vehicle body structure according to any one of claims 1-9.

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