WO2020211269A1 - 司机室车顶结构、司机室及轨道列车 - Google Patents

司机室车顶结构、司机室及轨道列车 Download PDF

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Publication number
WO2020211269A1
WO2020211269A1 PCT/CN2019/105039 CN2019105039W WO2020211269A1 WO 2020211269 A1 WO2020211269 A1 WO 2020211269A1 CN 2019105039 W CN2019105039 W CN 2019105039W WO 2020211269 A1 WO2020211269 A1 WO 2020211269A1
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WIPO (PCT)
Prior art keywords
roof
cab
shoulder
aluminum honeycomb
driver
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PCT/CN2019/105039
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English (en)
French (fr)
Inventor
张业
尚克明
田洪雷
蒋欣
董晓
Original Assignee
中车青岛四方机车车辆股份有限公司
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Publication date
Application filed by 中车青岛四方机车车辆股份有限公司 filed Critical 中车青岛四方机车车辆股份有限公司
Priority to SG11202010524RA priority Critical patent/SG11202010524RA/en
Priority to EP19925182.8A priority patent/EP3800104A4/en
Priority to US17/260,502 priority patent/US11807281B2/en
Publication of WO2020211269A1 publication Critical patent/WO2020211269A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D17/00—Construction details of vehicle bodies
    • B61D17/04—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures
    • B61D17/12—Roofs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D7/00—Hopper cars
    • B61D7/12—Hopper cars the hoppers being movable
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance

Definitions

  • the present disclosure relates to the technical field of rail trains, in particular to a roof structure of a driver's cab, a driver's cab and a rail train.
  • the roof structure of traditional aluminum alloy cabs is usually a hybrid structure of plate beams and aluminum plates.
  • More plate beams need to be added, and the increase of plate beams will increase the weight of the cab.
  • the increase in plate beams will increase the amount of welding, require high craftsmanship, and the construction will be more complicated.
  • the purpose of the present disclosure is to provide a driver's cab roof structure, a driver's cab, and a rail train, so as to solve the technical problems of heavy weight, large welding amount and complicated process of the driver's cab roof in the prior art.
  • a roof structure for a cab which includes: at least one roof connecting beam, the at least one roof connecting beam is arranged on the roof curved beam; And at least two aluminum honeycomb panels, one of the roof connecting beams is arranged between every two aluminum honeycomb panels, and each of the aluminum honeycomb panels is fixedly connected to the left or right side of the roof connecting beam, respectively .
  • the aluminum honeycomb panel arranged on the left side of the roof connecting beam is a first aluminum honeycomb panel
  • the aluminum honeycomb panel arranged on the right side of the roof connecting beam is a second aluminum honeycomb panel.
  • the upper surface of the top connecting beam is configured with a first protrusion
  • a first shoulder for carrying the first aluminum honeycomb panel and a first shoulder for carrying the first aluminum honeycomb panel are respectively configured on the left and right sides of the first protrusion.
  • the second shoulder of two aluminum honeycomb panels is configured with two aluminum honeycomb panels.
  • the upper end surface of the first shoulder is flush with the upper end surface of the second shoulder.
  • a second protrusion is configured on the upper end surface of the first protrusion
  • a second protrusion for connecting the upper plate of the first aluminum honeycomb panel is respectively configured on the left and right sides of the second protrusion.
  • the upper end surface of the third shoulder is flush with the upper end surface of the fourth shoulder.
  • a first welding position for welding one end of the upper plate of the first aluminum honeycomb panel to the third shoulder is configured on the third shoulder.
  • the third shoulder includes a first horizontal portion and a first inclined portion connected with the first horizontal portion, wherein a first horizontal portion is formed between the first horizontal portion and the first inclined portion. Included angle.
  • the first horizontal part is arranged above the first shoulder, and the horizontal plane on which the first horizontal part is located is arranged in parallel with the upper end surface of the first shoulder.
  • a second welding position for welding one end of the upper plate of the second aluminum honeycomb panel on the fourth shoulder is configured on the fourth shoulder.
  • the fourth shoulder includes a second horizontal portion and a second inclined portion connected to the second horizontal portion, wherein a second horizontal portion is formed between the second horizontal portion and the second inclined portion. Included angle.
  • a first fillet welding position is constructed on the first shoulder and in contact with the lower plate of the first aluminum honeycomb panel; and on the second shoulder and the second aluminum honeycomb panel
  • a second fillet welding position is constructed at the contact position of the lower plate.
  • the roof structure of the driver's cab further includes reinforcing beams respectively arranged between two adjacent roof connecting beams, and the plurality of reinforcing beams are respectively along the extending direction of the roof connecting beam It is set in interval.
  • the roof structure of the driver's cab further includes a roof rear end panel arranged at the rear end of the roof curved beam, wherein the first end of the roof connecting beam is connected with the roof curved beam, The second end of the roof connecting beam is connected with the roof rear panel.
  • a support member extending in a direction away from the roof rear panel is configured on the surface of the roof rear panel facing the front of the car.
  • a horizontal installation position is constructed on the upper end surface of the rear roof rear panel, and an aluminum lining plate is provided on the horizontal installation position.
  • the upper plate of each of the aluminum honeycomb panels close to the roof rear end plate is welded to the upper end surface of the aluminum lining plate.
  • a driver's cab including the above-mentioned driver's cab roof structure.
  • a rail train including the aforementioned driver's cab.
  • the roof structure of the driver's cab provided by the present disclosure has the following advantages:
  • the number of plate beams can be appropriately reduced. As the number of plate beams decreases, the amount of welding is greatly reduced, thereby effectively simplifying The manufacturing difficulty of the cab roof is reduced, the complexity of the manufacturing process of the cab roof is reduced, and the production efficiency of the cab roof is improved.
  • FIG. 1 is a schematic diagram of the overall structure of the roof structure of the cab of the embodiment of the application;
  • Figure 2 is a schematic diagram of the connection structure of the roof curved beam, the roof connecting beam, the reinforcing beam and the roof rear panel in Figure 1;
  • FIG. 3 is a schematic diagram of the connection structure between the roof connecting beam in FIG. 1 and the first aluminum honeycomb panel and the second aluminum honeycomb panel respectively;
  • Figure 4 is a schematic cross-sectional structure diagram of the roof connecting beam in Figure 1;
  • Fig. 5 is a schematic diagram of the connection structure between the roof rear end panel and the first aluminum honeycomb panel or the second aluminum honeycomb panel in Fig. 1.
  • 1 roof curved beam; 2: roof connecting beam; 21: first protrusion; 22: first shoulder; 221: first fillet welding position; 23: second shoulder; 231: The second fillet welding position; 24: the second raised part; 25: the third shoulder; 251: the first horizontal part; 252: the first inclined part; 253: the first groove; A: the first included angle; a: the angle at the first groove; 26: the fourth shoulder; 261: the second horizontal part; 262: the second inclined part; 263: the second groove; B: the second angle; b: the second The included angle of the groove; 3: aluminum honeycomb panel; 31: the first aluminum honeycomb panel; 32: the second aluminum honeycomb panel; 4: reinforcing beam; 5: roof rear panel; 6: supporting part; 7: aluminum Liner.
  • connection should be interpreted broadly. For example, they can be fixed or detachable. Connected or integrally connected; it can be a mechanical connection or an electrical connection; it can be directly connected or indirectly connected through an intermediate medium, and it can be the internal communication between two components.
  • connection should be interpreted broadly. For example, they can be fixed or detachable. Connected or integrally connected; it can be a mechanical connection or an electrical connection; it can be directly connected or indirectly connected through an intermediate medium, and it can be the internal communication between two components.
  • a roof connecting beam 2 is provided between every two aluminum honeycomb panels 3, and each aluminum honeycomb panel 3 is fixedly connected to the left or right side of the roof connecting beam 2 respectively.
  • the aluminum honeycomb panel 3 is an existing structure, which usually includes an upper layer plate, a lower layer plate, and a honeycomb core sandwiched between the upper layer plate and the lower layer plate.
  • the top has the advantages of light weight and good manufacturability.
  • the number of plate beams can be appropriately reduced. With the reduction of the number of plate beams, the amount of welding is also greatly reduced, thereby effectively The manufacturing difficulty of the cab roof is simplified, the complexity of the manufacturing process of the cab roof is reduced, and the production efficiency of the cab roof is improved.
  • the internal structure of the roof connecting beam 2 is a hollow structure.
  • the interior of the roof connecting beam 2 is a hollow structure, it can effectively reduce the weight of the cab roof while ensuring its structural strength, supporting strength and bearing strength, so that the cab roof can meet Lightweight needs.
  • the cross-sectional shape of the roof connecting beam 2 is similar to a "convex shape”.
  • roof connecting beam 2 is preferably made of hollow sections.
  • the aluminum honeycomb panel 3 arranged on the left side of the roof connecting beam 2 is the first aluminum honeycomb panel 31, which is arranged on the roof connecting beam 2.
  • the aluminum honeycomb panel 3 on the right side is the second aluminum honeycomb panel 32.
  • a first protrusion 21 is constructed on the upper surface of the roof connecting beam 2. The left and right sides of the first protrusion 21 are configured to be useful
  • a first shoulder 22 for carrying the first aluminum honeycomb panel 31 and a second shoulder 23 for carrying the second aluminum honeycomb panel 32 can play a better supporting role for the whole of the first aluminum honeycomb panel 31, so that it can be better connected to the corresponding side of the roof connecting beam 2. Effective fixed connection.
  • the arrangement of the second shoulder 23 can provide a better support for the whole of the second aluminum honeycomb panel 32, so that it can be effectively fixed to the corresponding side of the roof connecting beam 2 connection.
  • the roof connecting beam 2 and the first aluminum honeycomb panel 31 and the second aluminum honeycomb panel 32 respectively arranged on the left and right sides of the roof connecting beam 2 together constitute the basic splicing module of the cab roof.
  • the number of basic splicing modules can be specifically determined according to the area of the roof of the driver's cab of different models of vehicles, that is, the number of basic splicing modules can be one, two, three, or more than three.
  • the roof curved beam 1 has a universal interface structure, which can be installed and disassembled as a separate module, and thus has strong versatility.
  • the upper end surface of the first shoulder 22 is flush with the upper end surface of the second shoulder 23.
  • the first shoulder 22 overlaps the upper end surface of the first shoulder 22, and the second aluminum honeycomb panel 32 overlaps the upper end surface of the second shoulder 23, the first shoulder 22
  • the upper end surface of is flush with the upper end surface of the second shoulder 23, so as to ensure that the upper end surface of the upper plate of the first aluminum honeycomb panel 31 is flush with the upper end surface of the upper plate of the second aluminum honeycomb panel 32. In this way, it can be ensured that the top surface of the roof structure of the driver's cab can be connected smoothly, avoiding height dislocation, which may affect the welding effect, thereby effectively ensuring the overall aesthetics of the roof structure of the driver's cab.
  • a second protrusion 24 is formed on the upper end surface of the first protrusion 21, and the second protrusion 24 is The left and right sides are respectively configured with a third shoulder 25 for connecting the upper plate of the first aluminum honeycomb panel 31 and a fourth shoulder 26 for connecting the upper plate of the second aluminum honeycomb panel 32.
  • the third shoulder 25 is used to overlap the upper plate in the first aluminum honeycomb panel 31
  • the fourth shoulder 26 is used to overlap the second aluminum honeycomb panel 32.
  • the upper end surface of the upper plate of the first aluminum honeycomb panel 31, the upper end surface of the second protrusion 24, and the upper end surface of the upper plate of the second aluminum honeycomb panel 32 are flush.
  • the upper end surface of the third shoulder 25 is flush with the upper end surface of the fourth shoulder 26. In this way, the smoothness of the roof connection of the cab and the overall aesthetics can be ensured.
  • the roof connecting beam 2 can be made to have a double shoulder.
  • a roof connecting beam 2 with a double shoulder for connection Between every two aluminum honeycomb panels 3 (the first aluminum honeycomb panel 31 and the second aluminum honeycomb panel 32) is provided a roof connecting beam 2 with a double shoulder for connection. Groove welding is set at the plate, and fillet welding is set at the lower plate of the aluminum honeycomb panel 3. In this way, the connection strength between adjacent aluminum honeycomb panels 3 can be effectively improved, so as to effectively improve the carrying capacity of the cab roof the goal of.
  • the roof connecting beam 2 as a profile structure with double shoulders, it is effectively solved that the first aluminum honeycomb panel 31 and the second aluminum honeycomb panel 32 will be spliced together.
  • the welding defects and deformations ensure the reliability and aesthetics of the welding between the first aluminum honeycomb panel 31 and the second aluminum honeycomb panel 32.
  • the third shoulder 25 is configured to weld one end of the upper plate of the first aluminum honeycomb panel 31 to the third The first welding position on the shoulder 25.
  • the setting of the first welding position can make one end of the upper plate of the first aluminum honeycomb panel 31 overlap the upper end surface of the third shoulder 25 and be welded to the third shoulder 25 as a whole. In this way, the effective connection between the first aluminum honeycomb panel 31 and the roof connecting beam 2 is realized.
  • the so-called "welding method” is preferably groove welding.
  • the third shoulder 25 includes a first horizontal portion 251 and a first inclined portion 252 connected to the first horizontal portion 251, wherein A first angle A is formed between the first horizontal portion 251 and the first inclined portion 252.
  • the size range of the first included angle A may be 125°-145°.
  • a first inclined portion 252 is formed between the side end surface of the upper plate facing the first inclined portion 252 and the first inclined portion 252.
  • a bevel 253 is 35°-55°.
  • the first horizontal portion 251 is disposed above the first shoulder 22, and the horizontal plane on which the first horizontal portion 251 is located is parallel to the upper end surface of the first shoulder 22 Set up.
  • the horizontal plane where the first horizontal portion 251 is located and the upper end surface of the first shoulder 22 are staggered in the longitudinal direction and arranged in parallel.
  • the second aluminum honeycomb panel 32 is constructed on the fourth shoulder 26.
  • One end of the upper layer board is welded to the second welding position on the fourth shoulder 26.
  • the setting of the second welding position can make one end of the upper plate of the second aluminum honeycomb panel 32 overlap the upper end surface of the fourth shoulder 26 and be welded to the fourth shoulder 26.
  • the so-called "welding method" is preferably groove welding.
  • the fourth shoulder 26 includes a second horizontal portion 261 and a second inclined portion 262 connected to the second horizontal portion 261, Wherein, a second included angle B is formed between the second horizontal portion 261 and the second inclined portion 262. It should be noted that, the size range of the second included angle B may be 125° ⁇ 145°. After one end of the upper plate of the second aluminum honeycomb panel 32 is overlapped on the second horizontal portion 261, a second inclined portion 262 is formed between the side end surface of the upper plate facing the second inclined portion 262 and the second inclined portion 262. Two slope 263. The included angle b at the second groove 263 is 35°-55°.
  • a first fillet welding position 221 is configured at a portion of the first shoulder 22 that is in contact with the lower layer of the first aluminum honeycomb panel 31.
  • a second fillet welding position 231 is constructed at a part of the second shoulder 23 that is in contact with the lower plate of the second aluminum honeycomb panel 32.
  • the lower plate of the first aluminum honeycomb panel 31 is overlapped on the first fillet welding position 221 of the first shoulder 22 and is welded to the first shoulder 22 by fillet welding as a whole.
  • the lower plate of the second aluminum honeycomb panel 32 is overlapped on the second fillet welding position 231 of the second shoulder 23 and is welded to the second shoulder 23 as a whole by means of fillet welding.
  • fillet welding can effectively enhance the connection strength between the first shoulder 22 and the first aluminum honeycomb panel 31, and at the same time, it can also effectively enhance the second shoulder 23 and the second aluminum honeycomb panel 32.
  • the connection strength of the first aluminum honeycomb panel 31 and the second aluminum honeycomb panel 32 can be firmly connected with the roof connecting beam 2.
  • each of the roof connecting beams 2 is arranged at intervals. It should be noted that if more than two aluminum honeycomb panels 3 need to be added, the number of roof connecting beams 2 needs to be increased accordingly to realize the fixed connection of adjacent aluminum honeycomb panels 3. That is, in the present application, the use of one roof connecting beam 2 requires that an aluminum honeycomb panel 3 is installed on its left and right sides respectively.
  • the roof structure of the driver’s cab further includes reinforcement beams 4 respectively arranged between two adjacent roof connecting beams 2.
  • reinforcement beams 4 are respectively arranged at intervals along the extending direction of the roof connecting beam 2.
  • the reinforcing beam 4 can be understood as a cross beam arranged between two adjacent longitudinal beams, and the purpose of the cross beam is to:
  • the structural strength and bearing capacity of the roof curved beam 1 and the roof connecting beam 2 can be further enhanced, and further, the purpose of improving the structural strength and bearing capacity of the cab roof can be achieved.
  • the reinforcing beam 4 can also be a hollow profile to reduce the weight of the roof of the driver's cab.
  • the roof structure of the driver’s cab further includes a roof rear end panel 5 arranged at the rear end of the roof bending beam 1, wherein The first end of the roof connecting beam 2 is connected with the roof curved beam 1, and the second end of the roof connecting beam 2 is connected with the roof rear panel 5.
  • the roof connecting beam 2 can be respectively connected to the roof curved beam 1 and the roof rear end panel 5 by welding to form a whole.
  • the roof rear end panel 5 can be an aluminum honeycomb panel, so that while ensuring its structural strength, it can also effectively reduce the overall weight of the cab roof structure.
  • a support member 6 extending in a direction away from the roof rear panel 5 is configured on the surface of the roof rear panel 5 facing the front of the car. It should be noted that the arrangement of the supporting member 6 effectively improves the force distribution state and increases the bearing capacity. Therefore, the supporting member 6 can play a better supporting role for the aluminum honeycomb panel 3.
  • the supporting member 6 includes a supporting plate, a supporting rib or a supporting column. It should be noted that the supporting plate, supporting ribs or supporting column can be fixedly installed on one side of the roof rear panel 5 by welding.
  • the figure also schematically shows that a horizontal installation position is configured on the upper end surface of the roof rear panel 5, and the horizontal installation position is provided with Aluminum liner 7. It should be noted that the arrangement of the aluminum lining plate 7 can increase the wall thickness of the upper layer of the aluminum honeycomb panel 3 and enhance its structural strength and connection strength.
  • an aluminum lining plate 7 can also make up for the thickness difference between the upper plate of the aluminum honeycomb panel 3 and the top wall of the car body, so as to realize the upper layer of the rear roof panel 5, the car body top wall and the aluminum honeycomb panel 3 Smooth connection between the upper end faces in the board.
  • the upper plate of each aluminum honeycomb panel 3 close to the roof rear panel 5 is welded to the upper end surface of the aluminum lining plate 7.
  • the supporting member 6 and the lower surface of the aluminum honeycomb panel 3 are in contact with each other, the contact area between each other is increased, and therefore, the aluminum honeycomb panel 3 can be provided with a better upward supporting force, thereby effectively improving the aluminum
  • the strength of the connection between the upper plate of the honeycomb panel 3 and the upper end surface of the aluminum liner 7 prevents the aluminum honeycomb panel 3 from causing the aluminum honeycomb panel 3 to interact with the aluminum liner 7 due to its own gravity when there is no force support. A fracture occurs between the upper end faces.
  • the connecting part of the roof rear end panel 5 and the aluminum honeycomb panel 3 is connected as a whole by plug welding, so that a smooth transition connection between the roof rear end panel 5 and the aluminum honeycomb panel 3 can be realized.
  • a driver's cab including the above-mentioned driver's cab roof structure.
  • a rail train including the aforementioned driver's cab.
  • the roof of the driver’s cab due to the high structural strength and rigidity of the aluminum honeycomb panel 3, its application on the roof of the driver’s cab can reduce the number of plate beams to a certain extent, thereby reducing the weight of the roof of the driver’s cab.
  • the roof has the advantages of light weight and good manufacturability.
  • the number of plate beams can be appropriately reduced. With the reduction of the number of plate beams, the amount of welding is also greatly reduced, thereby effectively The manufacturing difficulty of the cab roof is simplified, the complexity of the manufacturing process of the cab roof is reduced, and the production efficiency of the cab roof is improved.

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  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Wood Science & Technology (AREA)
  • Transportation (AREA)
  • Body Structure For Vehicles (AREA)

Abstract

提供一种司机室车顶结构、司机室及轨道列车。该司机室车顶结构包括：车顶弯梁（1）；至少一个车顶连接梁（2），其设置在车顶弯梁（1）上；以及至少两个铝蜂窝板（3）。在每两个铝蜂窝板（3）之间设有一个车顶连接梁（2），每个铝蜂窝板（3）分别与车顶连接梁（2）的左侧或右侧固定连接。该司机室车顶结构具有结构强度高、轻量化、焊接量少以及工艺性好的优点。

Description

司机室车顶结构、司机室及轨道列车
相关申请的交叉引用
本申请要求于2019年4月17日提交的申请号为201910306942.5，发明名称为“司机室车顶结构、司机室及轨道列车”的中国专利申请的优先权，其通过引用方式全部并入本公开。
技术领域
本公开涉及轨道列车技术领域，特别是涉及一种司机室车顶结构、司机室及轨道列车。
背景技术
目前的轨道车辆通常为铝合金车体，整车设计对减重的要求较高，传统的铝合金司机室的车顶结构通常为板梁和铝板的混合结构，为了提高结构强度和支撑强度，需要增设较多的板梁，板梁的增多会增加司机室的重量。另一方面，板梁的增多，会使得焊接量增大、对工艺性的要求高，并且施工也比较复杂。
发明内容
(一)要解决的技术问题
本公开的目的是提供一种司机室车顶结构、司机室及轨道列车，以解决现有技术中的司机室车顶的重量较重、焊接量较大以及工艺复杂的技术问题。
(二)技术方案
为了解决上述技术问题，根据本公开的第一方面，提供一种司机室车顶结构，包括：至少一个车顶连接梁，所述至少一个车顶连接梁设置在所述车顶弯梁上；以及至少两个铝蜂窝板，在每两个铝蜂窝板之间设有一个所述车顶连接梁，每个所述铝蜂窝板分别与所述车顶连接梁的左侧或右侧固定连接。
其中，设置在所述车顶连接梁的左侧的铝蜂窝板为第一铝蜂窝板，设置在所述车顶连接梁的右侧的铝蜂窝板为第二铝蜂窝板，在所述车顶连接 梁的上表面构造有第一凸起部，在所述第一凸起部的左右两侧分别构造有用于承载所述第一铝蜂窝板的第一台肩和用于承载所述第二铝蜂窝板的第二台肩。
其中，所述第一台肩的上端面与所述第二台肩的上端面相齐平。
其中，在所述第一凸起部的上端面构造有第二凸起部，在所述第二凸起部的左右两侧分别构造有用于连接所述第一铝蜂窝板的上层板的第三台肩和用于连接所述第二铝蜂窝板的上层板的第四台肩。
其中，所述第三台肩的上端面与所述第四台肩的上端面相齐平。
其中，在所述第三台肩上构造有用于将所述第一铝蜂窝板的上层板的其中一端焊接在所述第三台肩上的第一焊接位。
其中，所述第三台肩包括第一水平部和与所述第一水平部相连接的第一倾斜部，其中，所述第一水平部与所述第一倾斜部之间构造有第一夹角。
其中，所述第一水平部设置在所述第一台肩的上方，所述第一水平部所在的水平面与所述第一台肩的上端面呈平行式设置。
其中，在所述第四台肩上构造有用于将所述第二铝蜂窝板的上层板的其中一端焊接在所述第四台肩上的第二焊接位。
其中，所述第四台肩包括第二水平部和与所述第二水平部相连接的第二倾斜部，其中，所述第二水平部与所述第二倾斜部之间构造有第二夹角。
其中，在所述第一台肩且与所述第一铝蜂窝板的下层板相接触的部位构造有第一角焊焊接位；在所述第二台肩且与所述第二铝蜂窝板的下层板相接触的部位构造有第二角焊焊接位。
其中，所述司机室车顶结构还包括分别设置在相邻的两个所述车顶连接梁之间的加强梁，所述加强梁为多个并分别沿所述车顶连接梁的延伸方向呈间隔式设置。
其中，所述司机室车顶结构还包括设置在所述车顶弯梁的尾端的车顶后端板，其中，所述车顶连接梁的第一端与所述车顶弯梁相连接，所述车顶连接梁的第二端与所述车顶后端板相连接。
其中，在所述车顶后端板朝向车头的表面构造有朝远离所述车顶后端板的方向延伸的支撑部件。
其中，在所述车顶后端板的上端面构造有水平安装位，在所述水平安 装位上设有铝衬板。
其中，各个所述铝蜂窝板靠近所述车顶后端板的上层板均焊接在所述铝衬板的上端面。
根据本申请的第二方面，还提供一种司机室，包括上述所述的司机室车顶结构。
根据本申请的第三方面，还提供一种轨道列车，包括上述所述的司机室。
(三)有益效果
本公开提供的司机室车顶结构，与现有技术相比，具有如下优点：
由于铝蜂窝板的结构强度高、刚度好，将其应用在司机室车顶上，可以在一定程度上减少板梁的数量，从而减轻司机室车顶的重量，使得司机室车顶具有轻量化和工艺性好的优点。
另外，由于增设铝蜂窝板有效地增强了司机室车顶的结构强度，因而，可以适当地减少板梁的数量，随着板梁数量的减少，也大大地减少了焊接量，从而有效地简化了司机室车顶的制造难度、降低了司机室车顶制作工艺的复杂性、提高了司机室车顶的生产效率。
附图说明
图1为本申请的实施例的司机室车顶结构的整体结构示意图；
图2为图1中的车顶弯梁、车顶连接梁、加强梁以及车顶后端板的连接结构示意图；
图3为图1中的车顶连接梁分别与第一铝蜂窝板和第二铝蜂窝板的连接结构示意图；
图4为图1中的车顶连接梁的横截面结构示意图；
图5为图1中的车顶后端板与第一铝蜂窝板或第二铝蜂窝板的连接结构示意图。
图中，1：车顶弯梁；2：车顶连接梁；21：第一凸起部；22：第一台肩；221：第一角焊焊接位；23：第二台肩；231：第二角焊焊接位；24：第二凸起部；25：第三台肩；251：第一水平部；252：第一倾斜部；253：第一坡口；A：第一夹角；a：第一坡口处的夹角；26：第四台肩；261：第二水平部；262：第二倾斜部；263：第二坡口；B：第二夹角；b：第二 坡口处的夹角；3：铝蜂窝板；31：第一铝蜂窝板；32：第二铝蜂窝板；4：加强梁；5：车顶后端板；6：支撑部件；7：铝衬板。
具体实施方式
下面结合附图和实施例，对本公开的具体实施方式作进一步详细描述。以下实例用于说明本公开，但不用来限制本公开的范围。
在本公开的描述中，需要说明的是，除非另有明确的规定和限定，术语“安装”、“相连”、“连接”应做广义理解，例如，可以是固定连接，也可以是可拆卸连接，或一体地连接；可以是机械连接，也可以是电连接；可以是直接相连，也可以通过中间媒介间接相连，可以是两个元件内部的连通。对于本领域的普通技术人员而言，可以具体情况理解上述术语在本公开中的具体含义。
如图1至图5所示，图中示意性地显示了该司机室车顶结构包括车顶弯梁1、车顶连接梁2以及至少两个铝蜂窝板3。
在本申请的实施例中，该车顶弯梁1至少为一个，该车顶连接梁2设置在该车顶弯梁1上。
在每两个铝蜂窝板3之间设有一个车顶连接梁2，每个铝蜂窝板3分别与车顶连接梁2的左侧或右侧固定连接。
需要说明的是，铝蜂窝板3为现有的结构，其通常包括上层板、下层板以及夹设在该上层板和下层板之间的蜂窝芯。
具体地，由于铝蜂窝板3的结构强度高、刚度好，将其应用在司机室车顶上，可以在一定程度上减少板梁的数量，从而减轻司机室车顶的重量，使得司机室车顶具有轻量化和工艺性好的优点。
另外，由于增设铝蜂窝板3有效地增强了司机室车顶的结构强度，因而，可以适当地减少板梁的数量，随着板梁数量的减少，也大大地减少了焊接量，从而有效地简化了司机室车顶的制造难度、降低了司机室车顶制作工艺的复杂性、提高了司机室车顶的生产效率。
如图3和图4所示，在本申请的一个优选的实施例中，该车顶连接梁2的内部构造为中空结构。这样，由于该车顶连接梁2的内部为中空结构，因而，可以在确保其结构强度、支撑强度以及承载强度的情况下，能够有效地减轻司机室车顶的重量，使得司机室车顶满足轻量化的需求。
在本实施例中，该车顶连接梁2的横截面形状为类似“凸字型”。
还需要说明的是，该车顶连接梁2优选采用中空型材制造而成。
如图1至图4所示，在本申请的一个优选的实施例中，设置在车顶连接梁2的左侧的铝蜂窝板3为第一铝蜂窝板31，设置在车顶连接梁2的右侧的铝蜂窝板3为第二铝蜂窝板32，在该车顶连接梁2的上表面构造有第一凸起部21，在该第一凸起部21的左右两侧分别构造有用于承载该第一铝蜂窝板31的第一台肩22和用于承载该第二铝蜂窝板32的第二台肩23。需要说明的是，该第一台肩22的设置，可以对第一铝蜂窝板31的整体起到一个较好的支撑作用，使其能够较好地实现与车顶连接梁2的相应侧进行有效固定连接。
同理，该第二台肩23的设置，可以对第二铝蜂窝板32的整体起到一个较好的支撑作用，使其能够较好地实现与车顶连接梁2的相应侧进行有效固定连接。
需要说明的是，车顶连接梁2和分别设置在该车顶连接梁2的左右两侧的第一铝蜂窝板31和第二铝蜂窝板32共同构成了司机室车顶的基础拼接模块。对于基础拼接模块的数量可以根据不同型号车辆的司机室车顶的面积来具体确定，即，该基础拼接模块的数量可以为1个、2个、3个或是3个以上。
在本申请的一个实施例中，该车顶弯梁1具有通用的接口结构，其可以作为单独的模块进行安装和拆卸，因而，具有较强的通用性。
在本申请的另一个优选的实施例中，该第一台肩22的上端面与该第二台肩23的上端面相齐平。具体地，当第一铝蜂窝板31搭接在该第一台肩22的上端面，第二铝蜂窝板32搭接在第二台肩23的上端面时，通过使得该第一台肩22的上端面与该第二台肩23的上端面相齐平，从而可以确保该第一铝蜂窝板31的上层板的上端面与第二铝蜂窝板32的上层板的上端面相齐平。这样，便可以确保司机室车顶结构的顶面能够实现平滑连接，避免出现高低错位，致使影响焊接效果的情况，从而有效地确保了司机室车顶结构整体的美观性。
如图3和图4所示，在本申请的另一个优选的实施例中，在该第一凸起部21的上端面构造有第二凸起部24，在该第二凸起部24的左右两侧分 别构造有用于连接该第一铝蜂窝板31的上层板的第三台肩25和用于连接该第二铝蜂窝板32的上层板的第四台肩26。需要说明的是，该第三台肩25用于搭接第一铝蜂窝板31中的上层板，第四台肩26用于搭接第二铝蜂窝板32。其中，该第一铝蜂窝板31的上层板的上端面、第二凸起部24的上端面以及第二铝蜂窝板32的上层板的上端面相齐平。
在另一个优选的实施例中，该第三台肩25的上端面与该第四台肩26的上端面相齐平。这样，可以确保司机室车顶连接的平滑性和整体的美观性。
另外，由于在该车顶连接梁2上从下至上依次设有第一凸起部21和第二凸起部24，因而，可以使得该车顶连接梁2具有双重台肩。
在每两个铝蜂窝板3(第一铝蜂窝板31和第二铝蜂窝板32)之间均设有一个带有双重台肩的车顶连接梁2进行连接，在铝蜂窝板3的上层板处设置坡口焊，在铝蜂窝板3的下层板处设置角焊，这样，可以有效地提高相邻的铝蜂窝板3之间的连接强度，从而达到有效提高司机室车顶的承载能力的目的。
此外，还需要说明的是，通过将车顶连接梁2构造为带有双层台肩的型材结构，从而就有效地解决了第一铝蜂窝板31和第二铝蜂窝板32拼接后会出现焊接缺陷和变形的情况，确保了第一铝蜂窝板31和第二铝蜂窝板32之间焊接的可靠性和美观性。
如图3和图4所示，在本申请的一个优选的实施例中，在该第三台肩25上构造有用于将该第一铝蜂窝板31的上层板的其中一端焊接在该第三台肩25上的第一焊接位。具体地，该第一焊接位的设置，可以使得该第一铝蜂窝板31的上层板的其中一端搭接在该第三台肩25的上端面并与该第三台肩25焊接为一体。这样，便实现了第一铝蜂窝板31与车顶连接梁2的有效连接。所谓的“焊接方式”优选为坡口焊。
如图3和图4所示，在本申请的一个优选的实施例中，该第三台肩25包括第一水平部251和与该第一水平部251相连接的第一倾斜部252，其中，该第一水平部251与该第一倾斜部252之间构造有第一夹角A。其中，该第一夹角A的大小范围可为125°～145°。该第一铝蜂窝板31的上层板的其中一端搭接在该第一水平部251上后，该上层板朝向该第一倾斜部 252的侧端面与该第一倾斜部252之间构造有第一坡口253。该第一坡口253处的夹角a为35°～55°。
在本申请的一个优选的实施例中，该第一水平部251设置在该第一台肩22的上方，该第一水平部251所在的水平面与该第一台肩22的上端面呈平行式设置。优选地，该第一水平部251所在的水平面与该第一台肩22的上端面在纵向上相互错开并呈平行式设置。
如图3和图4所示，为进一步优化上述技术方案中的车顶连接梁2，在上述技术方案的基础上，在该第四台肩26上构造有用于将该第二铝蜂窝板32的上层板的其中一端焊接在该第四台肩26上的第二焊接位。需要说明的是，该第二焊接位的设置，可以使得该第二铝蜂窝板32的上层板的其中一端搭接在该第四台肩26的上端面并与该第四台肩26焊接为一体。这样，便实现了第二铝蜂窝板32与车顶连接梁2的有效连接。所谓的“焊接方式”优选为坡口焊。
如图3和图4所示，在本申请的另一个优选的实施例中，该第四台肩26包括第二水平部261和与该第二水平部261相连接的第二倾斜部262，其中，该第二水平部261与该第二倾斜部262之间构造有第二夹角B。需要说明的是，其中，该第二夹角B的大小范围可为125°～145°。该第二铝蜂窝板32的上层板的其中一端搭接在该第二水平部261上后，该上层板朝向该第二倾斜部262的侧端面与该第二倾斜部262之间构造有第二坡口263。该第二坡口263处的夹角b为35°～55°。
在本申请的另一个优选的实施例中，在该第一台肩22且与该第一铝蜂窝板31的下层板相接触的部位构造有第一角焊焊接位221。
在该第二台肩23且与该第二铝蜂窝板32的下层板相接触的部位构造有第二角焊焊接位231。该第一铝蜂窝板31的下层板搭接在该第一台肩22的第一角焊焊接位221上并与该第一台肩22通过角焊的方式焊接为一体。同时，该第二铝蜂窝板32的下层板搭接在该第二台肩23的第二角焊焊接位231上并与该第二台肩23通过角焊的方式焊接为一体。
需要说明的是，采用角焊的连接方式，可以有效增强第一台肩22与第一铝蜂窝板31的连接强度，同时，也可以有效增强该第二台肩23与第二铝蜂窝板32的连接强度，使得第一铝蜂窝板31和第二铝蜂窝板32可 以与车顶连接梁2进行牢固连接。
如图1和图2所示，在本申请的一个优选的实施例中，该车顶连接梁2为多个，并且各个该车顶连接梁2均呈间隔式设置。需要说明的是，若需要增设两个以上的铝蜂窝板3，则就需要相应地增设车顶连接梁2的数量，以实现相邻的铝蜂窝板3的固定连接。即，在本申请中，采用一个车顶连接梁2需要同时在其左右两侧分别对应地安装有一个铝蜂窝板3。
所谓的“左侧”和“右侧”均是以当前图1和图2所示的角度而进行的描述。
如图1和图2所示，在本申请的一个优选的实施例中，该司机室车顶结构还包括分别设置在相邻的两个该车顶连接梁2之间的加强梁4，该加强梁4为多个并分别沿该车顶连接梁2的延伸方向呈间隔式设置。需要说明的是，当将该车顶连接梁2看成是纵梁时，则该加强梁4可以理解为是设置在相邻的两个纵梁之间的横梁，该横梁设置的目的在于，可以进一步地增强该车顶弯梁1以及车顶连接梁2的结构强度和承载能力，进一步地，达到提高该司机室车顶的结构强度和承载能力的目的。
需要说明的是，该加强梁4也可为中空型材，以达到减轻司机室车顶重量的目的。
如图1、图2和图5所示，在本申请的一个优选的实施例中，该司机室车顶结构还包括设置在该车顶弯梁1的尾端的车顶后端板5，其中，该车顶连接梁2的第一端与该车顶弯梁1相连接，该车顶连接梁2的第二端与该车顶后端板5相连接。具体地，该车顶连接梁2可分别与该车顶弯梁1和车顶后端板5采用焊接的方式连成一个整体。
在一个实施例中，该车顶后端板5可为铝蜂窝板，这样，可以在确保其结构强度的同时，还能有效地减轻该司机室车顶结构的整体重量。
如图5所示，在一个优选的实施例中，在该车顶后端板5朝向车头的表面构造有朝远离该车顶后端板5的方向延伸的支撑部件6。需要说明的是，该支撑部件6的设置，有效地改善了受力分布的状态，提高了承载能力，因而，该支撑部件6可以对铝蜂窝板3起到较好的支撑作用。
在一个具体的实施例中，该支撑部件6包括支撑板、支撑筋或支撑柱。需要说明的是，该支撑板、支撑筋或支撑柱均可以采用焊接的方式固定安 装在该车顶后端板5的其中一侧。
如图5所示，在本申请的一个优选的实施例中，图中还示意性地显示了在该车顶后端板5的上端面构造有水平安装位，在该水平安装位上设有铝衬板7。需要说明的是，该铝衬板7的设置，一方面可以增厚该铝蜂窝板3的上层板的壁厚，增强其结构强度和连接强度。
另外，增设铝衬板7，还可以弥补该铝蜂窝板3的上层板与车体顶壁之间的厚度差，以实现车顶后端板5、车体顶壁以及铝蜂窝板3的上层板中的上端面之间的平滑连接。
在本申请的另一个优选的实施例中，各个该铝蜂窝板3靠近该车顶后端板5的上层板均焊接在该铝衬板7的上端面。具体地，由于支撑部件6与铝蜂窝板3的下表面相互接触，增大了彼此间的接触面积，因而，可以为铝蜂窝板3提供朝上的较好支撑力，从而可以有效地提高铝蜂窝板3的上层板与该铝衬板7的上端面的连接强度，避免铝蜂窝板3在无受力支撑的情况下，因其自身重力作用，使得铝蜂窝板3与该铝衬板7的上端面之间发生断裂的情况。
需要说明的是，车顶后端板5与铝蜂窝板3的连接部分采用塞焊的方式连接为一体，从而可以实现车顶后端板5与铝蜂窝板3之间的光滑过渡连接，以使得司机室车顶具有较好的工艺性。
根据本申请的第二方面，还提供一种司机室，包括上述所述的司机室车顶结构。
根据本申请第三方面，还提供一种轨道列车，包括上述所述的司机室。
综上所述，由于铝蜂窝板3的结构强度高、刚度好，将其应用在司机室车顶上，可以在一定程度上减少板梁的数量，从而减轻司机室车顶的重量，使得司机室车顶具有轻量化和工艺性好的优点。
另外，由于增设铝蜂窝板3有效地增强了司机室车顶的结构强度，因而，可以适当地减少板梁的数量，随着板梁数量的减少，也大大地减少了焊接量，从而有效地简化了司机室车顶的制造难度、降低了司机室车顶制作工艺的复杂性、提高了司机室车顶的生产效率。
以上所述仅为本公开的较佳实施例而已，并不用以限制本公开，凡在本公开的精神和原则之内，所作的任何修改、等同替换、改进等，均应包 含在本公开的保护范围之内。

Claims (18)

  1. 一种司机室车顶结构，包括车顶弯梁，其特征在于，还包括：
    至少一个车顶连接梁，所述至少一个车顶连接梁设置在所述车顶弯梁上；以及
    至少两个铝蜂窝板，在每两个铝蜂窝板之间设有一个所述车顶连接梁，每个所述铝蜂窝板分别与所述车顶连接梁的左侧或右侧固定连接。
  2. 根据权利要求1所述的司机室车顶结构，其特征在于，设置在所述车顶连接梁的左侧的铝蜂窝板为第一铝蜂窝板，设置在所述车顶连接梁的右侧的铝蜂窝板为第二铝蜂窝板，在所述车顶连接梁的上表面构造有第一凸起部，在所述第一凸起部的左右两侧分别构造有用于承载所述第一铝蜂窝板的第一台肩和用于承载所述第二铝蜂窝板的第二台肩。
  3. 根据权利要求2所述的司机室车顶结构，其特征在于，所述第一台肩的上端面与所述第二台肩的上端面相齐平。
  4. 根据权利要求2所述的司机室车顶结构，其特征在于，在所述第一凸起部的上端面构造有第二凸起部，在所述第二凸起部的左右两侧分别构造有用于连接所述第一铝蜂窝板的上层板的第三台肩和用于连接所述第二铝蜂窝板的上层板的第四台肩。
  5. 根据权利要求4所述的司机室车顶结构，其特征在于，所述第三台肩的上端面与所述第四台肩的上端面相齐平。
  6. 根据权利要求4或5所述的司机室车顶结构，其特征在于，在所述第三台肩上构造有用于将所述第一铝蜂窝板的上层板的其中一端焊接在所述第三台肩上的第一焊接位。
  7. 根据权利要求6所述的司机室车顶结构，其特征在于，所述第三台肩包括第一水平部和与所述第一水平部相连接的第一倾斜部，其中，所述第一水平部与所述第一倾斜部之间构造有第一夹角。
  8. 根据权利要求7所述的司机室车顶结构，其特征在于，所述第一水平部设置在所述第一台肩的上方，所述第一水平部所在的水平面与所述第一台肩的上端面呈平行式设置。
  9. 根据权利要求4或5所述的司机室车顶结构，其特征在于，在所述第四台肩上构造有用于将所述第二铝蜂窝板的上层板的其中一端焊接 在所述第四台肩上的第二焊接位。
  10. 根据权利要求9所述的司机室车顶结构，其特征在于，所述第四台肩包括第二水平部和与所述第二水平部相连接的第二倾斜部，其中，所述第二水平部与所述第二倾斜部之间构造有第二夹角。
  11. 根据权利要求2所述的司机室车顶结构，其特征在于，在所述第一台肩且与所述第一铝蜂窝板的下层板相接触的部位构造有第一角焊焊接位；
    在所述第二台肩且与所述第二铝蜂窝板的下层板相接触的部位构造有第二角焊焊接位。
  12. 根据权利要求1所述的司机室车顶结构，其特征在于，所述司机室车顶结构还包括分别设置在相邻的两个所述车顶连接梁之间的加强梁，所述加强梁为多个并分别沿所述车顶连接梁的延伸方向呈间隔式设置。
  13. 根据权利要求1所述的司机室车顶结构，其特征在于，所述司机室车顶结构还包括设置在所述车顶弯梁的尾端的车顶后端板，其中，所述车顶连接梁的第一端与所述车顶弯梁相连接，所述车顶连接梁的第二端与所述车顶后端板相连接。
  14. 根据权利要求13所述的司机室车顶结构，其特征在于，在所述车顶后端板朝向车头的表面构造有朝远离所述车顶后端板的方向延伸的支撑部件。
  15. 根据权利要求13所述的司机室车顶结构，其特征在于，在所述车顶后端板的上端面构造有水平安装位，在所述水平安装位上设有铝衬板。
  16. 根据权利要求15所述的司机室车顶结构，其特征在于，各个所述铝蜂窝板靠近所述车顶后端板的上层板均焊接在所述铝衬板的上端面。
  17. 一种司机室，其特征在于，包括上述权利要求1至16中任一项所述的司机室车顶结构。
  18. 一种轨道列车，其特征在于，包括上述权利要求17所述的司机室。
PCT/CN2019/105039 2019-04-17 2019-09-10 司机室车顶结构、司机室及轨道列车 WO2020211269A1 (zh)

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