WO2024021423A1 - 一种轨道车辆车体结构及其防水密封方法 - Google Patents

一种轨道车辆车体结构及其防水密封方法 Download PDF

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Publication number
WO2024021423A1
WO2024021423A1 PCT/CN2022/136145 CN2022136145W WO2024021423A1 WO 2024021423 A1 WO2024021423 A1 WO 2024021423A1 CN 2022136145 W CN2022136145 W CN 2022136145W WO 2024021423 A1 WO2024021423 A1 WO 2024021423A1
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Prior art keywords
drainage
chassis
wall panel
roof
plate
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PCT/CN2022/136145
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English (en)
French (fr)
Inventor
金希红
苏柯
陈希
水文菲
韩方杰
王赵华
张海波
汤月
Original Assignee
中车株洲电力机车有限公司
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Publication of WO2024021423A1 publication Critical patent/WO2024021423A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F1/00—Underframes
    • B61F1/08—Details
    • 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
    • B61D17/06—End walls
    • 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
    • B61D17/08—Sides
    • 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
    • B61D17/10—Floors
    • 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
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F1/00—Underframes
    • B61F1/08—Details
    • B61F1/10—End constructions
    • 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 invention relates to a rail vehicle body structure and a waterproof sealing method thereof, and belongs to the field of rail vehicles.
  • the aluminum alloy body of rail vehicles mainly includes components such as chassis, roof, side walls, end walls, etc., which are all welded to each other using hollow profile structures.
  • these hollow profiles cannot form a completely closed structure in the mold cavity due to the presence of air conditioning return and return vents, doors and windows, wiring holes, equipment installation holes, etc. Open storage during the manufacturing and transfer process of the car body, the rain test process of the vehicle, and the condensation water generated by the temperature difference between the inside and outside during the train operation may lead to water accumulation inside the car body cavity of the rail vehicle.
  • the interior of the train may use water spray cleaning during daily cleaning.
  • the water volume is large and sometimes enters the car body floor from the interior aluminum honeycomb floor and the gaps around the screen cabinet. If the water in these cavities cannot be drained smoothly, it will inevitably cause corrosion of the base material and welds of the car body, and may also leak in the passenger compartment. In cold conditions, it may even cause the car body to freeze and crack, seriously affecting the strength of the vehicle, thereby seriously affecting the strength of the vehicle. Endangering driving safety. Repairing it is time-consuming, material-intensive, and labor-intensive, and is extremely inconvenient. The quality of drainage will have a direct impact on the quality, cost, and cycle of the vehicle's operation, and it cannot be ignored during the vehicle body design process.
  • One of the links One of the links.
  • the patent CN202110342947.0 sets special drainage mechanisms on the roof, side walls, chassis and other parts to separately discharge the accumulated water in the cavity of each component of the car body, and A drainage component is installed on the chassis floor to drain accumulated water above the floor to under the car.
  • this solution has a complex structure and high cost. It requires manual operation every time water is drained, which is inconvenient, and it cannot effectively prevent the water above the floor of the car from flowing into the junction box under the car through the threading holes on the chassis floor. Electrical equipment brings huge safety risks such as short circuits and damage.
  • the present invention aims to provide a rail vehicle body structure and a waterproof sealing method thereof, which can solve at least one of the following problems:
  • a rail vehicle body structure including a roof, side walls, end walls and a chassis.
  • the roof, side walls, end walls and chassis all adopt hollow profile structures, and the roof, side walls, end walls
  • the cavities of the wall and the chassis are interconnected and are characterized by:
  • the chassis includes a chassis bottom plate and a drainage ditch structure provided on the chassis bottom plate.
  • the drainage ditch structure includes an annular outer layer plate and an annular inner layer plate.
  • the outer layer plate and the inner layer plate Extending along the vertical direction, a partition extending in the horizontal direction is provided between the outer layer board and the inner layer board. Several drainage holes are provided on the partition board. The upper end of the outer layer board is not high.
  • the outer plate On the upper surface of the chassis floor, the outer plate is fixedly connected to the chassis bottom plate; preferably, the upper end of the outer plate is higher than the upper end of the inner plate; preferably, the outer plate and the There are a number of vertically extending connecting ribs between the inner panels, and a lower groove with a lower height than the outer panel is provided at the upper end of the connecting ribs.
  • the space enclosed by the inner layer board forms a wire hole, and a junction box is installed under the chassis floor corresponding to the drainage ditch structure.
  • the drainage hole of the partition plate on the bottom layer is connected to one end of the drainage pipe.
  • the other end of the drainage pipe extends out of the junction box; preferably, the drainage pipe is S-shaped, the vertical height (h2) from the peak to the trough of the drainage pipe, and the height from the peak to the trough of the drainage pipe
  • the vertical height (h1) of the drainage ditch structure is not less than 300mm; preferably, a screen cabinet is provided in the compartment of the car body, and the drainage ditch structure is located below the screen cabinet.
  • the vehicle roof includes a circular arc roof and a return air outlet.
  • a drainage outlet is provided in the cavity at the connection point between the arc roof and the return air outlet, and a sealing material is provided in the drainage outlet;
  • the side wall includes a column and a side wall panel.
  • a cavity at the connection point between the side wall panel and the column is provided with a column drainage hole, and a sealing material is provided in the column drainage hole.
  • the end wall includes an upper wall panel and an end wall panel.
  • the upper wall panel is connected above the end wall panel.
  • the cavity at the connection between the upper wall panel and the end wall panel is provided with a drainage outlet.
  • the return air outlet is rectangular, the transverse direction of the return air outlet is in contact with a straight rib, and the arc top is provided with drainage holes at four corners of the return air outlet.
  • the roof also includes roof side beams;
  • the end wall includes an upper wall panel and an end wall panel, and the upper wall panel is connected above the end wall panel;
  • the bottom frame also includes an end beam and a bottom The edge beam;
  • the condensate drainage channel (B) includes the following two main drainage paths:
  • the direction of the column cavity of the side wall is a vertical direction
  • the bottom frame side beam is provided with a side beam water inlet corresponding to the position of the column
  • the two ends of the bottom frame side beam are provided with side beam water outlets.
  • the upper surface of the end beam is provided with an end beam water inlet for discharging water in the end wall panel cavity, and the lower surface of the end beam is provided with an end beam water outlet.
  • the present invention also relates to a waterproof sealing method for a rail vehicle body structure.
  • the vehicle body includes a roof, side walls, end walls and a chassis.
  • the roof, side walls, end walls and chassis are all It adopts a hollow profile structure, and the mold cavities of the roof, side walls, end walls and chassis are interconnected.
  • the chassis includes end beams and chassis side beams, and is characterized by:
  • the vehicle roof includes an arc top and a return air outlet, and a drainage outlet is provided in the cavity at the connection between the arc top and the return air outlet;
  • the side wall includes a column and a side wall panel, and a column drainage hole is provided in the cavity at the connection between the side wall panel and the column;
  • the drainage outlets and column drainage holes shall be permanently sealed, and the drainage of the end beams and underframe side beams shall be permanently sealed.
  • the hole is sealed with a removable plug.
  • the end wall includes an upper wall panel and an end wall panel.
  • the upper wall panel is connected above the end wall panel.
  • the cavity at the connection between the upper wall panel and the end wall panel is provided with a drainage outlet.
  • the invention sets a "moat"-shaped drainage ditch structure at the four corners of the chassis floor.
  • the drainage ditch structure includes drainage profiles, partitions, and drainage pipes.
  • the connection between the floor and the cable hole is surrounded by a concave drainage ditch.
  • the drainage ditch structure is equipped with at least one layer of horizontal partitions for car body sealing and sound insulation.
  • An S-shaped drainage pipe is installed under the bottom partition.
  • Drainage profiles are extruded from hollow profiles. They are equipped with two layers of inner and outer annular plates. There are a number of connecting ribs between the two layers of plates. Through machining, the inner layer plate is higher than the outer layer plate. The connecting ribs A concave notch that is lower than the height of the outer plate is machined on the top.
  • a removable blocking piece is provided at the drainage hole on the lower surface of the chassis of the condensate drainage channel.
  • the on-board part of the rapid drainage channel is permanently sealed with glue, and only the undercarriage floor drainage ditch structure is retained for draining the train.
  • the S-shaped drain pipe is used for self-sealing, and a redundant shut-off valve is set at the drain pipe to close when there is no water in the S-shaped drain pipe.
  • the drainage holes on the lower surface of the chassis side beams and end beams of the condensate drainage channel are sealed with removable plugging pieces. Open the water after a certain period of time or when necessary, and then seal it again.
  • the present invention solves the problem of water accumulation inside the screen cabinets located at the four corners of the car, completely eliminates the water on the floor from flowing from the car to the inside of the distribution box under the car along the threading holes or cables, and solves the problem of water leakage to electrical equipment. It brings huge safety risks such as short circuit and damage.
  • the present invention prevents rainwater from flowing into the car body cavity from air-conditioning return vents, doors, windows, equipment installation holes and other parts, and flows over a long path and in a large area, effectively alleviating the risk of corrosion caused by water to the cavity. .
  • the present invention avoids the use of a special drainage mechanism with a complex structure, reduces the incidence of vehicle failures, and is low in cost.
  • the present invention ensures that water can be discharged from the car in time by setting up double drainage channels in the car, and solves the problem of freezing and cracking of the car body caused by water accumulation in the mold cavity.
  • the on-board part of the rapid drainage channel should be permanently blocked, the condensate drainage channel should be detachably blocked, and the S-shaped drainage path should be used to self-block the drainage ditch structure to effectively prevent the drainage channel from causing air pollution to the train. Density has a negative impact.
  • Figure 1 Cross-sectional view of a vehicle body according to an embodiment of the present invention
  • Figure 2 A schematic structural diagram of a vehicle body according to an embodiment of the present invention
  • Figure 3 A schematic diagram of the partial structure of the vehicle roof according to an embodiment of the present invention
  • Figure 4 A schematic diagram of the partial structure of the air return outlet according to an embodiment of the present invention.
  • FIG. 5 Enlarged view II of Figure 2;
  • FIG. 6 Schematic diagram of the side wall and chassis drainage channels according to an embodiment of the present invention.
  • Figure 7 Schematic diagram of the end beam drainage channel according to an embodiment of the present invention.
  • Figure 8 Schematic diagram of the drainage outlet structure of the chassis cavity according to an embodiment of the present invention.
  • Figure 9 A schematic diagram of the partial structure of the vehicle body according to an embodiment of the present invention.
  • Figure 10 Schematic structural diagram of a drainage ditch according to an embodiment of the present invention.
  • Figure 11 View from direction A in Figure 11;
  • FIG 12 Enlarged view I of Figure 1;
  • Figure 13 A schematic diagram of another embodiment of floor drainage according to the present invention.
  • vehicle quick drainage channel A chassis floor quick drainage channel A1
  • condensate water drainage channel B condensate water drainage channel B.
  • the subway vehicle includes a car body structure, a junction box 5 and a screen cabinet 6.
  • the car body structure mainly includes a roof 1, side walls 2, end walls 3 and a chassis 4 and other components.
  • the roof 1 includes an arc roof 11 , air return vents 12 and roof side beams 13 .
  • the side wall 2 includes columns 21 and side wall panels 22 .
  • the end wall 3 includes an upper wall panel 31 and an end wall panel 32, and is provided with equipment mounting holes 3a on the outside of the upper wall panel 31 and the end wall panel 32 for installing equipment such as through-passages.
  • the chassis 4 includes a chassis floor 41 , an end beam 42 , a chassis side beam 43 , a gutter structure 44 , a door corner sealing plate 45 and a blocking member 46 .
  • the roof 1, side walls 2, end walls 3 and bottom frame 4 all adopt hollow profile structures. Notches (22a) are processed at both ends of the profiles to communicate with the cavity of the profile itself to form an interconnected condensate drainage channel B. , used to discharge the condensed water generated inside the mold cavity due to the temperature difference between the inside and outside of the train during train operation.
  • the condensate drainage channel B includes two main paths: arc top 11 ⁇ upper wall panel 31 ⁇ end wall panel 32 ⁇ end beam 42 ⁇ under the car; roof side beam 13 ⁇ column 21 and side wall panel 22 ⁇ bottom Side beam 43 ⁇ get off the car.
  • the drainage holes on the lower surfaces of the chassis side beams and end beams are sealed with detachable blocking pieces 46. When the train is in operation, open the water supply at certain intervals or when necessary, and then re-block and seal it.
  • the chassis floor rapid drainage channel (drainage ditch structure) A1 and the vehicle rapid drainage channel A together form the vehicle body rapid drainage channel.
  • the car part of the rapid drainage channel is permanently sealed by applying glue (example of sealing material), leaving only the undercarriage floor for rapid drainage.
  • Channel A1 is used to discharge accidental water intrusion during daily cleaning inside the train.
  • the cavity drainage channels in the arc roof 11, side wall panels 22, upper wall panels 31, end wall panels 32 and other parts belong to the common channels of the vehicle rapid drainage channel A and the condensate drainage channel B.
  • FIG 3 is a schematic diagram of the partial structure of the roof
  • Figure 4 is a schematic diagram of the partial structure of the air return vent.
  • the vehicle roof 1 includes a circular arc roof 11 and a return air outlet 12 structure.
  • the return air outlet 12 is rectangular and can be surrounded by profiles. It is in contact with the straight rib plate 111 in the transverse direction.
  • the straight rib plate 111 is used to prevent water from flowing to both sides.
  • the arc top 11 is located at the four corners of the return air outlet 12 There is a drainage hole 11a at the position. When there is a defect in the welding seam between the air return port 12 and the arc top 11 and water leakage occurs, the water flowing into the arc top 11 is quickly discharged from the mold cavity through the drainage hole 11a of the rapid drainage channel A on the vehicle.
  • Figure 5 is the enlarged view II in Figure 2, a schematic diagram of the connection structure between the arc top and the wall panel on the end wall.
  • Figure 6 is a schematic diagram of the side wall and chassis drainage channels.
  • the direction of the cavity of the column 21 of the side wall 2 is up and down.
  • the water in the cavity is directly discharged from top to bottom under the action of gravity, and enters the bottom frame side beam 43 from the side beam water inlet 43a.
  • a door corner sealing plate 45 is provided at the door corner 43c. Water cannot flow out from the cavity of the door corner 43c, but can only flow out from the bottom frame side beam.
  • the internal mold cavity of 43 flows to the front and rear ends, and then drains downward from the drainage channels at both ends, and finally is discharged to the outside of the vehicle from the side beam outlets (43b) provided on the lower surfaces of both ends of the chassis side beam 43.
  • the water in the side wall panels 22 flows toward the side wall panel gaps 22a at the front and rear ends, and is discharged from top to bottom. Blocked by the outer wall 21a of the column 21, water is discharged preferentially from the column drainage hole 21b of the vehicle's rapid drainage channel A to the vehicle interior chassis.
  • the rapid drainage channel A (column drainage hole 21b) on the train is blocked by glue, the condensed water generated during train operation will flow into the cavity of the column 21 from the gap in the outer wall 21a, and then be discharged from the side beam inlet 43a. .
  • Figure 7 is a schematic diagram of the end beam drainage channel
  • Figure 8 is a schematic diagram of the drainage outlet structure of the chassis cavity.
  • the upper surface of the end beam 42 is provided with an end beam water inlet 42a for discharging water in the cavity of the end wall panel 32.
  • the water passes through the groove 42c of the cavity rib plate and then flows to the end beam water outlet 42b for discharge. Get out of the car.
  • the upper surface of the chassis side beam 43 is provided with a side beam water inlet 43a for discharging water in the column 21.
  • the water passes through the grooves or gaps at both ends of the chassis side beam 43, and is then discharged to the side beam outlet 43b. Get off the car.
  • FIG. 9 is a schematic diagram of the partial structure of the vehicle body.
  • the sides of the screen cabinet 6 are adjacent to the side walls 2 and end walls 3 respectively.
  • the water flow may enter the internal area of the screen cabinet 6 from the glue joints of the connection parts such as the screen cabinet 6 and the chassis floor 41, the end beam 42 and the chassis side beam 43, and then pass through the drainage ditch structure 44. The water drains under the car.
  • FIG 10 is a schematic diagram of the structure of the drainage ditch
  • Figure 11 is a view in direction A of Figure 10.
  • the drainage ditch structure 44 is provided through the chassis bottom plate 41 and is composed of multiple layers of drainage profiles 441 and at least one layer of partitions 442.
  • the multi-layer drainage profile 441 is extruded from a hollow profile and is provided with an outer plate 4411 and an inner plate 4412 with at least two annular vertically extending plates. There are several vertically extending plates between the two plates.
  • the connecting ribs 4413 are machined to make the inner layer plate 4412 higher than the outer layer plate 4411.
  • the outer layer plate 4411 is fixedly connected to the chassis bottom plate 41.
  • a groove 441a with a lower height than the outer layer plate is machined above the connecting ribs 4413.
  • a horizontally extending partition 442 is provided between the outer plate 4411 and the inner plate 4412.
  • the partition 442 is provided with a number of drainage holes 442a.
  • the drainage ditch structure 44 can be provided with one layer, one layer, or one layer according to requirements such as sound insulation and fire protection. Two and more layers of partitions 442. A better solution is for the drainage ditch structure 44 to be in the shape of a "moat" as a whole.
  • FIG 12 is an enlarged view I of Figure 1.
  • the drainage ditch structure 44 is installed on the chassis floor 41 and is located below the screen cabinet 6.
  • a junction box 5 is installed below the chassis floor at a location corresponding to the drainage ditch structure 44.
  • the upper surface of the outer plate 4411 of the drainage ditch structure 44 is not higher than the upper surface of the chassis floor 41
  • the upper surface of the inner plate 4412 is higher than the upper surface of the chassis floor 41 .
  • a drainage pipe 52 is installed at the drainage hole 442a of the bottom partition 442.
  • the drainage hole 442a is connected to one end of the drainage pipe 52.
  • the other end of the drainage pipe 52 extends out of the junction box 5 to drain water out of the junction box 5.
  • the entire drainage The path forms the chassis floor quick drainage channel A1.
  • the drainage pipe 52 is set to be S-shaped, and a certain height is reserved above and below the T point (the crest of the drainage pipe), corresponding to height one h1 (the vertical height from the crest of the drainage pipe 52 to the drainage ditch structure 44) and height two h2 respectively. (The vertical height from the crest to the trough of the drain pipe). Considering that the air pressure difference between the inside and outside of the subway vehicle will not exceed 3000Pa during operation, height one h1 and height two h2 are set to not less than 300mm.
  • the drainage channel can be closed through the water valve 53 to maintain the air tightness of the train.
  • the water After the water enters between the outer plate 4411 and the inner plate 4412 of the drainage ditch structure 44, it flows downward from the drainage hole 442a of the partition plate 442, and is discharged to the outside of the vehicle through the water valve 53.
  • the entire drainage path constitutes the rapid drainage channel A1 of the subframe floor.
  • the water valve 53 is opened to discharge the accumulated water in the drainage ditch structure 44, and then the water valve 53 is closed to maintain the air tightness of the train.

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

Abstract

本发明公开了一种轨道车辆车体结构及其防水密封方法。所述车体结构包括车顶，侧墙，端墙和底架；所述车顶包括圆弧顶，送回风口以及车顶边梁；所述侧墙包括立柱与侧墙板；所述端墙包括上墙板和端墙板、设备安装孔；所述底架包括底架地板，端梁，底架边梁，排水沟结构，门角封板以及封堵件；所述车顶、侧墙、端墙和底架的型腔自身形成多条排水通道，所述排水通道与排水孔形成冷凝水排水通道；在底架的地板的四个角落部位设置排水沟结构，该排水沟结构与冷凝水排水通道中位于空调送回风口、窗口附近的排水孔一起形成车上快速排水通道。本发明可以快速排出积水，同时保证车辆的气密性。

Description

一种轨道车辆车体结构及其防水密封方法 技术领域
本发明涉及一种轨道车辆车体结构及其防水密封方法，属于轨道车辆领域。
背景技术
目前，轨道车辆铝合金车体主要包括底架、车顶、侧墙、端墙等部件，均采用中空型材结构相互焊接而成。而这些中空型材由于空调送回风口、门窗、穿线孔、设备安装孔等的存在，无法使得型腔形成完全封闭结构。在车体制造转运过程中的露天存放，车辆淋雨试验过程，以及列车运营过程中内外温度差产生的冷凝水，都可能导致轨道车辆的车体型腔内部遗留积水。
此外，列车内部在日常清洗过程中可能采用喷水清洗方式，水量大，有时会从内装铝蜂窝地板以及屏柜四周间隙进入到车体地板上。如果这些型腔积水不能顺利排出，必然会造成车体母材、焊缝的腐蚀，也可能会在客室内渗漏，寒冷情况下甚至会导致车体冻裂，严重影响车辆的强度，进而危及行车安全。对其进行维修时，既耗时耗料，又耗人力，极其不方便，排水质量的高低，对整车运行的质量、成本、周期都会产生直接的影响，是车体设计过程中不可忽视的环节之一。
针对型腔内部排水问题，中国专利申请CN201811519888.4和CN202022185938.9提供的方案是通过在车体的底架、侧墙、端墙和车顶的内部设置相互连通的排水槽，最终将型腔内积水排到车下。但仅设置型腔内部排水路径，且该排水路径过长，对于在车辆制造过程中尚未完全安装设备之前，露天存放遇到较大雨水时，水会从空调送回风口、门窗、设备安装孔等部位大量流入型腔内部，有可能造成车体多个部位存在积水，给车体内部带来腐蚀的风险。此外，排水通道如果不进行有效封堵，会对车体气密性产生较严重影响。
为了解决水在型腔内部四处流窜的问题，专利CN202110342947.0通过在车顶、侧墙、底架等部位分别设置专用的排水机构，把车体各部件的型腔积水单独排出，并在底架地板上设置了排水组件，可把地板上方的积水排到车下。但该方案结构复杂，成本高，每次排水都需要手动操作，不方便，且无法有效避免车内地板上方的积水往往通过底架地板上的穿线孔流入车下的分线盒中，给电气设备带来短路、损坏等巨大安全风险问题。
发明内容
本发明旨在提供一种轨道车辆车体结构及其防水密封方法，其至少可以解决如下问题 之一：
1)列车车内日常清洗时，水可能侵入车厢四个角落位置的屏柜，导致车体地板内部积水，积水顺着穿线孔或电缆从车上流到车下分线盒内部，给电气设备带来短路、损坏等巨大安全风险。
2)部分既有方案车体仅设置了型腔排水路径，雨水从空调送回风口、门窗、设备安装孔等部位进入车体型腔后，长路径、大面积流窜，增加车体结构被腐蚀风险。
3)既有地板专用排水机构结构复杂的，有的还需要用到电机来控制，增大了车辆故障发生率，增加了列车成本。
4)型腔内积水不能顺利排出，可能会在客室内渗漏，寒冷情况下甚至会结冰，体积膨胀后导致车体冻裂。
5)排水通道设置不当会给列车气密性带来负面影响。
为了实现上述目的，本发明所采用的技术方案是：
一种轨道车辆车体结构，包括车顶，侧墙，端墙和底架，所述车顶、侧墙、端墙和底架均采用中空型材结构，且所述车顶、侧墙、端墙和底架的型腔之间相互连通，其特征在于：
所述底架包括底架底板和设置于所述底架底板的排水沟结构，所述排水沟结构包括环形的外层板和环形的内层板，所述外层板和所述内层板沿着竖直方向延伸，所述外层板和所述内层板之间设置有水平方向延伸的隔板，所述隔板上设有若干个排水孔，所述外层板的上端不高于底架地板的上表面，所述外层板与底架底板固定连接；优选地，所述外层板的上端高于所述内层板的上端；优选地，所述外层板和所述内层板之间设有若干条竖直方向延伸的连接筋，在连接筋上端设有比所述外层板高度更低的下凹槽。
所述内层板围成的空间形成过线孔，在底架地板下方对应所述排水沟结构的部位安装有分线盒，在底层的所述隔板的排水孔与排水管的一端连接，所述排水管的另一端伸出所述分线盒；优选地，所述排水管呈S型，所述排水管的波峰到波谷的竖直高度(h2)，和所述排水管的波峰到所述排水沟结构的竖直高度(h1)，均不小于300mm；优选地，所述车体的车厢内设置有屏柜，所述排水沟结构位于所述屏柜下方。
所述车顶包括圆弧顶和送回风口，所述圆弧顶与所述送回风口连接处的型腔设置有排水口，所述排水口内设置有密封材料；
所述侧墙包括立柱和侧墙板，所述侧墙板与所述立柱连接处的型腔设置有立柱排水孔，所述立柱排水孔内设置有密封材料。
所述端墙包括上墙板和端墙板，所述上墙板连接于所述端墙板的上方，所述上墙板和端墙板的连接处的型腔设置有排水口。
所述送回风口为矩形，所述送回风口的横向方向与一直筋板相接触，所述圆弧顶在位于所述送回风口四个角落位置设有排水孔。
所述车顶还包括有车顶边梁；所述端墙包括上墙板和端墙板，所述上墙板连接于所述端墙板的上方；所述底架还包括端梁和底架边梁；冷凝水排水通道(B)包括如下两条主要的排水路径：
i.圆弧顶→上墙板→端墙板→端梁→车下；
ii.车顶边梁→立柱与侧墙板→底架边梁→车下。
所述侧墙的立柱型腔方向为竖直方向，所述底架边梁对应于所述立柱的位置设置有边梁进水口，所述底架边梁的两端设置边梁出水口。
所述端梁的上表面设有用于排放端墙板型腔里的水的端梁进水口，所述端梁的下表面设置有端梁出水口。
基于同一发明构思，本发明还涉及一种轨道车辆车体结构的防水密封方法，车体包括车顶，侧墙，端墙和底架，所述车顶、侧墙、端墙和底架均采用中空型材结构，且所述车顶、侧墙、端墙和底架的型腔之间相互连通，所述底架包括端梁和底架边梁，其特征在于：
所述车顶包括圆弧顶和送回风口，所述圆弧顶与所述送回风口连接处的型腔设置有排水口；
所述侧墙包括立柱和侧墙板，所述侧墙板与所述立柱连接处的型腔设置有立柱排水孔；
在车体安装完设备并做完淋雨试验、确定轨道车辆的水密性符合要求之后，对所述排水口、立柱排水孔进行永久性封堵，对所述端梁和底架边梁的排水孔采用可拆卸式封堵件进行密封。
所述端墙包括上墙板和端墙板，所述上墙板连接于所述端墙板的上方，所述上墙板和端墙板的连接处的型腔设置有排水口，在车体安装完设备并做完淋雨试验、确定轨道车辆的水密性符合要求之后，对该排水口进行永久性封堵。
本发明在底架地板四个角落部位设置了“护城河”状排水沟结构，排水沟结构包括排水型材和隔板、排水管。地板与过线孔连接部位四周被下凹的排水沟隔离，排水沟结构设置至少一层水平方向隔板，用于车体密封以及隔声，在底层隔板下方设置S型的排水管，当车内外存在一定的气压差时，排水管内一直保留有水柱，对排水通道进行自密封。
排水型材采用中空型材挤压而成，设有内、外两层环形的板，两层板之间设有若干条 连接筋，通过机加工，使内层板高于外层板，在连接筋上方加工出比外层板高度更低的下凹状缺口。
在冷凝水排水通道的底架下表面排水孔处设置了可拆卸式封堵件。
具体的密封方法包括：
在车体装完设备及做完淋雨试验，确定列车水密性符合要求之后，对快速排水通道的车上部分进行打胶等永久封堵，仅保留底架地板排水沟结构，用于排出列车内部日常清洗过程中的意外进水，利用S型排水管进行自密封，并在排水管部位设置一个冗余的关闭阀，在S型排水管中没有水时进行关闭。
冷凝水排水通道的底架边梁、端梁的下表面排水孔处采用可拆卸式封堵件进行密封。间隔一定时间或另有需要时打开放水，然后再重新封堵密封。
与现有技术相比，本发明的有益效果是：
1)本发明解决了位于车厢四个角落位置的屏柜内部积水问题，彻底消除了地板上的水顺着穿线孔或电缆从车上流到车下分线盒内部，解决了漏水给电气设备带来短路、损坏等巨大安全风险问题。
2)本发明通过设置快速排水通道，避免了雨水从空调送回风口、门窗、设备安装孔等部位进入车体型腔后，长路径、大面积流窜，有效缓解水给型腔带来的腐蚀风险。
3)本发明通过设置“护城河”状排水沟结构及S型排水管，避免了使用结构复杂的专用排水机构，减少了车辆故障发生率，同时成本低。
4)本发明通过设置车内排水双通道，保证水能及时排出车内，解决型腔积水导致车体冻裂的问题。
5)在列车交付前把快速排水通道车上部分永久封堵，将冷凝水排水通道进行可拆卸式封堵，利用S型排水路径对排水沟结构进行自封堵，有效避免排水通道给列车气密性带来负面影响。
附图说明
图1：本发明一种实施例的车体断面图；
图2：本发明一种实施例的车体结构示意图；
图3：本发明一种实施例的车顶局部结构示意图；
图4：本发明一种实施例的送回风口局部结构示意图；
图5：图2中的放大视图Ⅱ；
图6：本发明一种实施例的侧墙与底架排水通道示意图；
图7：本发明一种实施例的端梁排水通道示意图；
图8：本发明一种实施例的底架型腔排水出口结构示意图；
图9：本发明一种实施例的车体局部结构示意图；
图10：本发明一种实施例的排水沟结构示意图；
图11：图11的A向视图；
图12：图1中的放大视图Ⅰ；
图13：本发明地板排水另一种实施例的示意图。
在图中
车顶1，圆弧顶11，排水孔11a，直筋板111，送回风口12，车顶边梁13，侧墙2，侧窗口2a，立柱21，外壁21a，立柱排水孔21b，侧墙板22，侧墙板缺口22a，端墙3，设备安装孔3a，上墙板31，端墙板32，底架4，底架地板41，端梁42，端梁进水口42a，端梁出水口42b，沟槽42c，底架边梁43，边梁进水口43a，边梁出水口43b，门角43c，排水沟结构44，多层排水型材441，凹槽441a，外层板4411，内层板4412，连接筋4413，隔板442，排水孔442a，门角封板45，封堵件46，分线盒5，线缆51，排水管52，水阀53，屏柜6。
外部水W，车上快速排水通道A，底架地板快速排水通道A1，冷凝水排水通道B。
高度一h1，高度二h2。
具体实施方式
以下将参考附图并结合实施例来详细说明本发明。需要说明的是，在不冲突的情况下，本发明中的实施例及实施例中的特征可以相互组合。为叙述方便，下文中如出现“上”、“下”、“左”、“右”字样，仅表示与附图本身的上、下、左、右方向一致，并不对结构起限定作用。
本实施例介绍了一种地铁车辆车体结构，地铁车辆车体断面及车体结构分别如图1和图2所示。具体而言，地铁车辆包括车体结构以及分线盒5和屏柜6，其中车体结构主要包括车顶1，侧墙2，端墙3和底架4等部件组成。车顶1包括圆弧顶11，送回风口12以及车顶边梁13。侧墙2包括立柱21与侧墙板22。端墙3包括上墙板31和端墙板32，并在上墙板31和端墙板32外侧设有设备安装孔3a，用于安装贯通道等设备。底架4包括底架地板41，端梁42，底架边梁43，排水沟结构44，门角封板45以及封堵件46。
车顶1、侧墙2、端墙3和底架4均采用中空型材结构，在其型材两端加工出缺口(22a)，与型材自身的型腔联通，形成相互连接的冷凝水排水通道B，用于排出列车运营过程中由于车内外温度差而在型腔内部产生的冷凝水。冷凝水排水通道B包括两条主要路径分别为：圆弧顶11→上墙板31→端墙板32→端梁42→车下；车顶边梁13→立柱21与侧墙板22→底架边梁43→车下。在底架边梁、端梁的下表面排水孔处采用可拆卸式封堵件46进行密封。在列车运营时，间隔一定时间或另有需要时打开放水，然后再重新封堵密封。
在空调、车窗等与车外联通的开孔位置附近设置排水孔，使原本封闭、通长的冷凝水排水通道B截断，形成车上快速排水通道A，当车体存放在室外，或淋雨试验中型腔意外进水时，可从圆弧顶11与送回风口12相连处的型腔、立柱21与侧墙板22连接处的型腔，上墙板31和端墙板32连接处的型腔进行排水，直接排到车外或底架地板41上，再通过底架地板快速排水通道A1，迅速将车内积水排出到车下。通过快速排水通道，避免了雨水从空调送回风口、门窗、设备安装孔等部位进入车体型腔后，长路径、大面积流窜，有效缓解水给型腔带来的腐蚀风险。
在车辆试制与试验阶段，底架地板快速排水通道(排水沟结构)A1与车上快速排水通道A共同形成车体快速排水通道。在车体装完设备及做完淋雨试验，确定列车水密性符合要求之后，对快速排水通道的车上部分进行打胶(密封材料的示例)等永久封堵，仅保留底架地板快速排水通道A1，用于排出列车内部日常清洗过程中的意外进水。
由于空调安装接口部位的圆弧顶11、贯通道等设备安装用的设备安装孔3a，客室窗户安装用的侧窗口2a等部位在设备安装密封之前，处于开放状态，存在意外进水的可能，因此，圆弧顶11、侧墙板22、上墙板31、端墙板32等部位的型腔排水通道属于车上快速排水通道A和冷凝水排水通道B共用通道。
图3是车顶局部结构示意图，图4是送回风口局部结构示意图。车顶1包括圆弧顶11和送回风口12结构。送回风口12为矩形，可以由型材围绕构成，横向方向与直筋板111相接触，利用直筋板111防止水向两侧流动，并在圆弧顶11的位于送回风口12四个角落位置设有排水孔11a，当送回风口12与圆弧顶11的焊缝位置出现缺陷漏水时，流入圆弧顶11的水快速从车上快速排水通道A的排水孔11a排出型腔。
图5是图2中的放大视图Ⅱ，圆弧顶与端墙上墙板的连接结构示意图，
在列车运营阶段，圆弧顶11内若产生冷凝水，则从圆弧顶11型腔内部向前后两端流动，排出到端墙3的上墙板31型腔中，从设备安装孔3a意外进入上墙板31型腔的水，以及端墙3中的冷凝水，一并通过重力作用从端墙3中的型腔及两端的间隙往下排放。
图6是侧墙与底架排水通道示意图。侧墙2的立柱21型腔方向为上下方向，型腔中的水在重力作用下直接从上往下排，并从边梁进水口43a进入底架边梁43。由于底架边梁43的门角43c属于外露面，对外观有影响，因此门角43c位置设有门角封板45，水不能从门角43c型腔中流出，只能从底架边梁43内部型腔往前后两端流动，再从两端排水槽往下排，最后从底架边梁43两端下表面设置的边梁出水口(43b)排出到车外。
侧墙板22中的水往前后两端的侧墙板缺口22a流动，并从上往下排。在立柱21的外壁21a阻挡下，水优先从车上快速排水通道A的立柱排水孔21b排到车内底架上。当车上快速排水通道A(立柱排水孔21b)被胶封堵后，在列车运营过程中产生的冷凝水则从外壁21a的间隙流入到立柱21型腔中，再从边梁进水口43a排出。
图7是端梁排水通道示意图，图8是底架型腔排水出口结构示意图。端梁42的上表面设有端梁进水口42a，用于排放端墙板32型腔里的水，水从型腔筋板的沟槽42c处穿过，再流动到端梁出水口42b排出到车下。底架边梁43的上表面设有边梁进水口43a，用于排放立柱21中的水，水从底架边梁43两端的沟槽或间隙穿过，再由边梁出水口43b排出到车下。
图9是车体局部结构示意图。车厢的四个角落的底架地板41上方设有安装电气设备系统的屏柜6，屏柜6侧面分别与侧墙2和端墙3相邻，屏柜6下方有排水沟结构44。当列车车内进行日常洗车时，水流可能从屏柜6与底架地板41、端梁42和底架边梁43等连接部位胶缝处进入屏柜6内部区域，再通过排水沟结构44将水排到车下。
图10是排水沟结构示意图，图11图10的A向视图。排水沟结构44贯穿底架底板41设置，由多层排水型材441和至少一层隔板442组成。多层排水型材441采用中空型材挤压而成，设有外层板4411，内层板4412至少两层环形的竖直方向延伸的板，两层板之间设有若干条竖直方向延伸的连接筋4413，通过机加工使内层板4412高于外层板4411，外层板4411与底架底板41固定连接，在连接筋4413上方加工出比外层板高度更低的凹槽441a。外层板4411和内层板4412之间设置有水平方向延伸的隔板442，隔板442上设有若干个排水孔442a，排水沟结构44可根据隔声、防火等要求可以设一层、两层以及更多层隔板442。较好的方案是排水沟结构44整体呈“护城河”状。
图12是图1中的放大视图Ⅰ。排水沟结构44安装在底架地板41上，位于屏柜6下方，在底架地板下方对应排水沟结构44的部位安装有分线盒5。排水沟结构44的外层板4411上表面不高于底架地板41上表面，内层板4412上表面高于底架地板41上表面。当底架地板41上方存在积水时，在列车运行加减速度以及重力作用下，屏柜6内部的水可流入外层板4411，进入排水沟结构44，在凹槽441a的阻隔下，水不会流入内层板4412所围成的过线孔内，因 此可保持屏柜内部不会存有积水，水也不会顺着内层板4412腔内的线缆51进入分线盒5，从而解决了漏水给电气设备带来短路、损坏等巨大安全风险问题。
水进入排水沟结构44的外层板4411与内层板4412之间后，再从隔板442的排水孔442a往下流动。在底层隔板442的排水孔442a处安装排水管52，排水孔442a与排水管52的一端连接，排水管52的另一端伸出分线盒5，将水排出分线盒5外，整个排水路径构成底架地板快速排水通道A1。
排水管52设为S型，并在T点(排水管的波峰)上下各保留一定的高度，分别对应高度一h1(排水管52的波峰到排水沟结构44的竖直高度)和高度二h2(排水管的波峰到波谷的竖直高度)。考虑到地铁车辆在运营过程中车内外气压差通长不会超过3000Pa，因此高度一h1，高度二h2设置均不低于300mm高，这样可保证当排水管52存在水柱时，在气压差作用下水不会全部流出，以起到自密封作用，使气体不会通过排水管52进入车内，从而保证车内的水未排干，排水沟结构44可以继续排水，同时不影响列车运营。
当列车内部长时间不冲洗，排水管52没有积水或积水较少时，则可通过水阀53关闭排水通道，以保持列车气密性。
针对图12涉及的S型排水管52从分线盒5排水内容，存在一种替代方案：如图13所示，即排水沟结构44的排水孔442a位于分线盒5的外侧，水阀53直接安装在排水孔442a部位。
水进入排水沟结构44的外层板4411与内层板4412之间后，再从隔板442的排水孔442a往下流动，通过水阀53将水排到车外。整个排水路径构成底架地板快速排水通道A1。
当列车在内部冲洗后，或经过设定时间的运营后，打开水阀53排出排水沟结构44中的积水，然后再关闭水阀53，以保持列车气密性。
上述实施例阐明的内容应当理解为这些实施例仅用于更清楚地说明本发明，而不用于限制本发明的范围，在阅读了本发明之后，本领域技术人员对本实施例的各种等价形式的修改均落入本发明所附权利要求所限定的范围。

Claims (11)

  1. 一种轨道车辆车体结构，包括车顶(1)，侧墙(2)，端墙(3)和底架(4)，所述车顶(1)、侧墙(2)、端墙(3)和底架(4)均采用中空型材结构，且所述车顶(1)、侧墙(2)、端墙(3)和底架(4)的型腔之间相互连通，其特征在于：
    所述底架(4)包括底架底板(41)和设置于所述底架底板(41)的排水沟结构(44)，所述排水沟结构(44)包括环形的外层板(4411)和环形的内层板(4412)，所述外层板(4411)和所述内层板(4412)沿着竖直方向延伸，所述内层板(4412)上表面高于所述外层板(4411)，所述外层板(4411)和所述底架底板(41)固定连接，且外层板(4411)上表面不高于所述底架底板(41)上表面。
  2. 根据权利要求1所述的轨道车辆车体结构，其特征在于，所述外层板(4411)和所述内层板(4412)之间设置有水平方向延伸的隔板(442)，所述隔板(442)上设有若干个排水孔(442a)；优选地，所述外层板(4411)和所述内层板(4412)之间设有若干条竖直方向延伸的连接筋(4413)，在连接筋(4413)上端设有比所述外层板(4411)高度更低的下凹槽(441a)。
  3. 根据权利要求2所述的轨道车辆车体结构，其特征在于，所述内层板(4412)围成的空间形成过线孔，在底架地板(41)下方对应所述排水沟结构(44)的部位安装有分线盒(5)，在底层的所述隔板(442)的排水孔(442a)与排水管(52)的一端连接，所述排水管(52)的另一端伸出所述分线盒(5)；优选地，所述排水管(52)呈S型，所述排水管(52)的波峰到波谷的竖直高度(h2)，和所述排水管(52)的波峰到所述排水沟结构(44)的竖直高度(h1)，均不小于300mm；优选地，所述车体的车厢内设置有屏柜(6)，所述排水沟结构(44)位于所述屏柜(6)下方。
  4. 根据权利要求1所述的轨道车辆车体结构，其特征在于，所述车顶(1)包括圆弧顶(11)和送回风口(12)，所述圆弧顶(11)与所述送回风口(12)连接处的型腔设置有排水口(11a)，所述排水口(11a)内设置有密封材料；
    所述侧墙(2)包括立柱(21)和侧墙板(22)，所述侧墙板(22)与所述立柱(21)连接处的型腔设置有立柱排水孔(21b)，所述立柱排水孔(21b)内设置有密封材料。
  5. 根据权利要求4所述的轨道车辆车体结构，其特征在于，所述送回风口(12)为矩形，所述送回风口(12)的横向方向与一直筋板(111)相接触，所述圆弧顶(11)在位于所述送回风口(12)四个角落位置设有排水孔(11a)。
  6. 根据权利要求1所述的轨道车辆车体结构，其特征在于，所述车顶(1)包括车顶边梁(13)；所述端墙(3)包括上墙板(31)和端墙板(32)，所述上墙板(31)连接于所述端墙板的上方；所述底架(4)还包括端梁(42)和底架边梁(43)；
    冷凝水排水通道(B)包括如下两条主要的排水路径：
    i.圆弧顶(11)→上墙板(31)→端墙板(32)→端梁(42)→车下；
    ii.车顶边梁(13)→立柱(21)与侧墙板(22)→底架边梁(43)→车下。
  7. 根据权利要求6所述的轨道车辆车体结构，其特征在于，所述侧墙(2)的立柱(21)型腔方向为竖直方向，所述底架边梁(43)对应于所述立柱(21)的位置设置有边梁进水口(43a)，所述底架边梁(43)的两端设置边梁出水口(43b)。
  8. 根据权利要求6所述的轨道车辆车体结构，其特征在于，所述端梁(42)的上表面设有用于排放端墙板(32)型腔里的水的端梁进水口(42a)，所述端梁(42)的下表面设置有端梁出水口(42b)。
  9. 一种轨道车辆车体结构的防水密封方法，车体包括车顶(1)，侧墙(2)，端墙(3)和底架(4)，所述车顶(1)、侧墙(2)、端墙(3)和底架(4)均采用中空型材结构，且所述车顶(1)、侧墙(2)、端墙(3)和底架(4)的型腔之间相互连通，所述底架(4)包括端梁(42)和底架边梁(43)，其特征在于：
    所述车顶(1)包括圆弧顶(11)和送回风口(12)，所述圆弧顶(11)与所述送回风口(12)连接处的型腔设置有排水口(11a)；
  10. 根据权利要求9所述的防水密封方法，其特征在于，所述端墙(3)包括上墙板(31)和端墙板(32)，所述上墙板(31)连接于所述端墙板的上方，所述上墙板(31)和端墙板(32)的连接处的型腔设置有排水口，在车体安装完设备并做完淋雨试验、确定轨道车辆的水密性符合要求之后，对该排水口进行永久性封堵。
  11. 根据权利要求9所述的防水密封方法，其特征在于，所述底架(4)包括底架底板(41)和设置于所述底架底板(41)的排水沟结构(44)，所述排水沟结构(44)包括环形的外层板(4411)和环形的内层板(4412)，所述外层板(4411)和所述内层板(4412)沿着竖直方向延伸，所述外层板(4411)和所述内层板(4412)之间设置有水平方向延伸的隔板(442)，所述隔板(442)上设有若干个排水孔(442a)，所述外层板(4411)的上端不高于底架地板(41)的上表面。
PCT/CN2022/136145 2022-07-27 2022-12-02 一种轨道车辆车体结构及其防水密封方法 WO2024021423A1 (zh)

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