Railway vehicle body deflection presetting and body manufacturing method

Abstract

The application discloses a kind of track vehicle body deflection preset and vehicle body manufacturing method, after the bottom frame group welding of vehicle body is completed, the lower surface of bottom frame is placed upwards, and the upper surface of the middle part of the bottom frame is arranged to press load, so that the bottom frame is concave in longitudinal direction, and the concave amount of the bottom frame is equal to the droop deformation amount of the bottom frame when the vehicle is full of passengers, that is, the upper deflection of vehicle body is prefabricated, and the clamping state of the bottom frame is maintained to carry out overall machining on the lower surface of bolster beam (135), shock absorber mounting seat (136), anti-side roll torsion bar mounting seat (137), so that air spring mounting surface (135a), traction seat mounting surface (135b), shock absorber mounting surface (136a) and torsion bar mounting surface (137a) are in parallel state, and all are in horizontal state;And hook mounting surface (133a) is machined at the same time, and the hook mounting surface and the traction seat mounting surface are perpendicular to each other.

Description

TECHNICAL FIELD

[0001] The present application relates to a rail vehicle, in particular to a rail vehicle body deflection presetting and body manufacturing method. BACKGROUND

[0002] The main function of a rail passenger car is to carry passengers. In the passenger-carrying state, the height of the longitudinal center part of the car body will be lower than that in the empty state, which will cause changes in the height difference between the vehicle threshold and the platform height. If not controlled, the threshold may even be lower than the platform height. The uncertain step at the door threshold of the car door is easy to cause passengers to trip, which will bring greater safety risks. At the same time, if the deflection state of the car body is not controlled consistently, it will affect the normal opening and closing movement of the car door, and bring more failure risks to the vehicle. In particular, lightweight is the current development trend of rail car bodies, but the weight reduction of the car body usually leads to a decrease in stiffness, and the center height of the car body decreases more obviously when the car body carries passengers. Therefore, it is necessary to preset a certain vertical deflection of the car body in the longitudinal direction during the manufacturing process of the rail vehicle body, and to maintain the stability of the upward deflection.

[0003] At present, the preset deflection of the domestic aluminum alloy metro car body is mainly realized by preforming a certain reverse deformation on the underframe, even on the side wall and roof before the car body is assembled and welded. The upward deflection can be preset by clamping with a tooling, and then realized by flame adjustment. For example, the patent CN202210065813.3 provides a modular metro underframe and a manufacturing method thereof. By adjusting the welding sequence and combining with fixed tooling, a reasonable reverse deformation is preformed to ensure that the key dimensions such as the width and flatness of the modular metro underframe after welding meet the design requirements. However, this method not only requires a large number of toolings for reverse deformation, but also has a certain uncertainty in the rebound amount, i.e. within a certain range, which ultimately leads to a large manufacturing tolerance of the car body, difficulty in controlling the vehicle gauge, and a large residual stress in the structure, which is not conducive to the performance guarantee in the whole life cycle. SUMMARY

[0004] The technical problem to be solved by the present application is that the reverse deformation structure with preset deflection preformed by the existing car body has a large residual stress in the structure, a large rebound amount, and poor stability. The present application provides a rail vehicle body deflection presetting and body manufacturing method which can stably preset a large upward deflection value and avoid excessive stress in the structure.

[0005] To solve the above technical problems, the present application adopts the following technical solutions:

[0006] The application discloses a rail vehicle body deflection presetting method, which comprises the following steps: placing a lower surface of a chassis of the vehicle body upward after the chassis is assembled and welded, arranging a pressure load in a middle part of an upper surface of the chassis, making the chassis present a concave state in a longitudinal direction, and making a concave amount of the chassis equal to a sag deformation amount of the chassis when the vehicle is fully loaded with passengers, i.e. presetting an upper deflection of the vehicle body.

[0007] The rail vehicle body deflection presetting method can stably preset a large upper deflection value on the vehicle body, makes the limit control of the vehicle more stable, the operation process safer, and avoids the phenomenon of excessive internal stress caused by the preset upper deflection.

[0008] Preferably, the pressure load is equal to the sum of the mass of the vehicle equipment without bogies, the mass of the fully loaded passengers and the weight of the bare vehicle body except the chassis, so as to directly preset the upper deflection of the vehicle body required when the vehicle is in normal use.

[0009] Preferably, the pressure load is provided by a weight block or a tooling.

[0010] Based on the same inventive concept, the application further provides a rail vehicle body manufacturing method, the vehicle body comprising a roof, side walls, a chassis and door corner sealing plates, the side walls comprising roof side beams and a plurality of side wall units, each of the side wall units comprising a side wall plate and a door upright column, the roof side beams, the door upright columns on the side walls and chassis side beams on the chassis surrounding a plurality of door holes, the vehicle body manufacturing method comprising the following steps:

[0011] S1, presetting an upper deflection of the vehicle body by using the rail vehicle body deflection presetting method;

[0012] S2, clamping and fixing the chassis with the upper deflection of the vehicle body, and then integrally machining a lower surface of a bolster, a damper mounting seat and an anti-rolling torsion bar mounting seat, so that spring mounting surfaces, traction seat mounting surfaces, damper mounting surfaces and torsion bar mounting surfaces are in parallel and horizontal states;

[0013] S3, machining a coupler mounting surface and keeping the coupler mounting surface and the traction seat mounting surface perpendicular to each other.

[0014] Preferably, the chassis is clamped and fixed with the preset upper deflection before the chassis is assembled and welded with the side walls and the roof.

[0015] Preferably, S4 is further included, i.e. after the chassis is assembled and welded with the side walls and the roof, measuring a door hole diagonal line and a door hole width, and adjusting by modifying a door corner area of the roof side beams, the chassis side beams and the door upright columns.

[0016] Preferably, a door corner is machined on the roof side beam or the chassis side beam, and the width of the door hole adopts a negative tolerance.

[0017] Preferably, the door corner sealing plate comprises a circular arc segment and a thickened segment, the thickness of the thickened segment is greater than that of the circular arc segment, and the thickened segment is provided with a repairable part and a bevel at the end close to the door stanchion.

[0018] Preferably, the method for repairing the door corner area is that the repairable part of the door corner sealing plate is polished based on the door hole side profile line of the door stanchion to form a slowly transitioned step, and the curve of the step is tangent to the circular arc of the circular arc segment.

[0019] The rail vehicle body manufacturing method solves the following technical problems:

[0020] 1. After the weight of the vehicle body is reduced, a larger upwarp value is usually preset, which leads to production difficulty, large secondary adjustment workload, and low batch production efficiency;

[0021] 2. The method of relying on welding reverse deformation to preset the deflection leads to large internal stress of the structure;

[0022] 3. After the welding and the removal of the tooling, the reverse deformation rebound tolerance is large, the stability is poor, and the control of the diagonal line length tolerance of the vehicle door is difficult;

[0023] 4. The existing door corner circular arc segment needs to be repaired manually, the precision is low, the aesthetic property is poor, and the phenomenon of small door corner radius easily occurs, which aggravates the high stress concentration degree of the door corner and reduces the risk of service life of the vehicle body.

[0024] To solve the above technical problems, the rail vehicle body structure has the following characteristics:

[0025] 1. The vehicle body is composed of a roof, an integral side wall, an integrally processed underframe and the like, the door corner of the passenger compartment is machined and manufactured by a roof side beam and an underframe side beam profile, and the door corner is sealed by a sealing plate;

[0026] 2. The side wall is composed of a plurality of side wall units and a roof side beam, and the side wall unit is composed of a side wall plate and a door stanchion;

[0027] 3. The underframe is composed of a bogie structure, a vertical damper mounting seat, a roll and pitch resisting torsion bar mounting seat, an underframe side beam and a floor;

[0028] 4. The underframe bolster lower surface, the vertical damper mounting surface and the roll and pitch resisting torsion bar mounting surface are thickened to reserve a margin for the integral processing of the underframe;

[0029] 5. The passenger compartment door corner sealing plate adopts a profile structure, is locally thickened at the connection part with the door stanchion, and reserves a processing margin of the high stress of the non-circular arc of the door corner.

[0030] To effectively reduce the difficulty of presetting the upwarp of the vehicle body and improve the manufacturing efficiency and precision of the vehicle body, the rail vehicle body manufacturing method has the following characteristics:

[0031] 1. When machining the door corners of the roof side beams and underframe side beams, the width of each door opening should be within a negative tolerance to allow for subsequent machining.

[0032] 2. After the underframe is welded, it is machined as a whole. The machined parts include the lower surface of the bolster beam, the vertical damper mounting surface, the anti-roll torsion bar mounting surface, and the coupler mounting surface. During machining, the underframe is in the longitudinal direction of the car body with the preset deflection state (that is, the lower surface of the underframe faces upward and is clamped and fixed with the preset deflection of the car body).

[0033] 3. Before completing the welding of the base frame to the side walls, roof and other large components, the base frame is clamped and fixed while maintaining its upward deflection.

[0034] 4. After completing the welding of the chassis, side walls, roof and other major components, measure the diagonal of the door and the width of the door. Grind the weld seams in the corner areas of the roof side beam, chassis side beam and door pillar to make a smooth transition.

[0035] The key point of the rail vehicle body manufacturing method of this invention lies in applying a pre-set deformation amount to the inverted underframe on an integral machining station by applying a compressive load, causing the bolster beam surface to deflect inward at a certain angle, and then machining the mounting surfaces on and near the bolster beam of the underframe flat in this state. Finally, after releasing the clamps on the underframe (before welding the underframe to the side walls and roof), when the two bolster beams are on the same horizontal plane, the middle of the underframe has an upward deflection tendency (underframe upright mounting state).

[0036] Compared with the prior art, the present invention's method for presetting the deflection of a rail vehicle body and manufacturing the body has the following advantages and features:

[0037] 1. It solves the problem of the vehicle body being difficult to stably preset a large upper deflection value, making vehicle clearance control more stable and the operation process safer;

[0038] 2. Passenger compartment door opening tolerance control is easier and more stable, and door installation consistency is better, which helps to reduce the door failure rate;

[0039] 3. The production of the vehicle body using this method is simpler and less costly;

[0040] 4. Effectively reduces the phenomenon of excessive internal stress in the structure caused by pre-forming deflection solely through welding the car body;

[0041] 5. Due to, as Figure 2 The asymmetrical structure on both sides of the bolster beam, as shown, leads to asymmetrical weld distribution. Furthermore, the lack of longitudinal beams inside the bolster makes the floor prone to collapse during welding. In contrast, the bolster is supported by traction beams on the outside, resulting in relatively less deformation. By employing the manufacturing method of this invention, the lower surface of the bolster beam can be milled smoothly, significantly reducing the amount of adjustment work required in this area and greatly improving manufacturing efficiency and quality. Attached Figure Description

[0042] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0043] Figure 1 This is a schematic diagram of the rail vehicle configuration of the present invention.

[0044] Figure 2 for Figure 1 AA sectional view.

[0045] Figure 3 This is a schematic diagram of the structural composition of the rail vehicle body of the present invention.

[0046] Figure 4 This is a schematic diagram of the base frame structure.

[0047] Figure 5 This is a schematic diagram showing the vehicle's horizontal position.

[0048] Figure 6 This is a schematic diagram of the underframe in a horizontal position.

[0049] Figure 7 This is a schematic diagram of the underframe in reverse installation.

[0050] Figure 8 for Figure 7 A magnified view of a portion of the image.

[0051] Figure 9 This is a schematic diagram of the chassis in its upright mounting state.

[0052] Figure 10 for Figure 9 A magnified view of a portion of the image.

[0053] Figure 11 This is a schematic diagram of a support platform supporting the vehicle body.

[0054] Figure 12 A schematic diagram of the pre-set deflection state of the vehicle body.

[0055] Figure 13 This is a schematic diagram of the cross-section of the door corner sealing plate.

[0056] Figure 14 This is a schematic diagram of the ideal state of the door corner.

[0057] Figure 15 This is a schematic diagram showing partial adjustments to the door corner and door corner sealing plate.

[0058] Figures 1 to 15 The vehicle body main body 1, the door hole 1a, the door corner 1b, the roof 11, the side wall 12, the roof edge beam 121, the side wall unit 122, the side wall plate 1221, the door upright column 1222, the underframe 13, the underframe edge beam 131, the floor 132, the coupler seat 133, the coupler mounting surface 133a, the drawbar 134, the bolster 135, the air spring mounting surface 135a, the drawbar seat mounting surface 135b, the shock absorber mounting seat 136, the shock absorber mounting surface 136a, the roll control bar mounting seat 137, the roll control bar mounting surface 137a, the reinforcing stud 138, the gusset plate 139, the cab frame 14, the end wall 15, the door corner sealing plate 16, the arc segment 16a, the thickened segment 16b, the bevel 16c, and the repairable part 16d;

[0059] The bogie 2, the drawbar seat 21, the air spring 22, the roll control bar 23, and the vertical shock absorber 24.

[0060] The coupler 3, the weight block 4, the milling cutter 5, and the support table 6. DETAILED DESCRIPTION

[0061] The application will be further described in conjunction with specific preferred embodiments, but the protection scope of the application is not limited by this.

[0062] For the convenience of description, the relative position relationship of each component, such as up, down, left, right, and the like, is described according to the layout direction of the accompanying drawings, and does not limit the structure of the patent.

[0063] As shown in the drawings, Figure 1 - Figure 3 The rail vehicle of the application mainly comprises a vehicle body main body 1, a bogie 2, and a coupler 3. The vehicle body main body 1 comprises a roof 11, a side wall 12, an underframe 13, a cab frame 14, an end wall 15, and a door corner sealing plate 16. The side wall 12 is of an integral structure, comprising a roof edge beam 121 and a plurality of side wall units 122. Each side wall unit 122 is composed of a side wall plate 1221 and a door upright column 1222.

[0064] The roof edge beam 121, the door upright column 1222 on the side wall 12, and the underframe edge beam 131 on the underframe 13 enclose a plurality of door holes 1a, and the door holes 1a are provided with arc-shaped door corners 1b around. The upper and lower door corners 1b are respectively located on the roof edge beam 121 and the underframe edge beam 131. Since the two sides of the door corner sealing plate 16 are the arc segments of the door corner 1b where the stress is concentrated, they are generally not connected by welding, and thus only the upper and lower ends need to be welded and fixed.

[0065] The bogie 2 is located below the vehicle body main body 1 at both ends, and the connecting mechanism therebetween comprises a drawbar seat 21, an air spring 22, a roll control bar 23, and a vertical shock absorber 24. The mounting surface of the connecting mechanism is a horizontal surface, which is generally parallel to the rail surface.

[0066] The coupler 3 is located at the end of the car body 1 and is fixed on the underframe 13, the mounting surface of which is perpendicular to the rail surface and also perpendicular to the mounting surface of the bogie 2.

[0067] The connection mechanism of the bogie 2 and the car body 1 is distributed in the following manner: the traction seat 21 and the two air springs 22 are installed on the same axis of the bolster beam, the two air springs 22 are symmetrically distributed with the traction seat 21 as the center, the anti-rolling torsion bar 23 and the vertical damper 24 are respectively located on the two sides of the air spring 22, wherein the anti-rolling torsion bar 23 is located between the two bolster beams inside the bolster, and the air spring 22 is located outside the bolster.

[0068] Figure 4 It is a schematic diagram of the underframe structure. The underframe 13 is composed of underframe side beams 131, a floor 132, a coupler seat 133, a traction beam 134, a bolster beam 135, a damper mounting seat 136, an anti-rolling torsion bar mounting seat 137, a reinforcing vertical rib 138, and a pad 139. The underframe side beams 131 are located on both sides of the floor 132, and the coupler seat 133, the traction beam 134, and the bolster beam 135 are located between the two underframe side beams 131 and are arranged in sequence from the end to the center of the underframe 13, all of which are welded to the floor 132. The two sides of the bolster beam 135 are connected to the underframe side beams 131, and the damper mounting seat 136 and the anti-rolling torsion bar mounting seat 137 are respectively arranged at the connection positions, wherein the damper mounting seat 136 is located outside the bolster, and the anti-rolling torsion bar mounting seat 137 is located inside the bolster.

[0069] Since the vehicle of the present application adopts the anti-rolling torsion bar 23 in the upper position, there is no space to arrange the longitudinal beam with the same height as the bolster beam 135 inside the bolster, so the reinforcing vertical rib 138 and the pad 139 are used for reinforcement. Due to the large number of rib plates of the reinforcing vertical rib 138 and the large number of welds, the supporting effect is weaker than that of the I-shaped or U-shaped traction beam 134, and the asymmetry of the structure exacerbates the deformation trend of the floor 132 during the welding process, which is more prone to local collapse, and the traction seat mounting surface 135b of the bolster beam 135 is also prone to deformation. Therefore, the underframe 13 adopts the overall machining method, and the air spring mounting surface 135a, the traction seat mounting surface 135b, the damper mounting surface 136a, and the torsion bar mounting surface 137a for connecting with the bogie 2 are all machined after the assembly welding of the main parts of the underframe 13, which can eliminate the influence of welding deformation on the flatness of the mounting surface, so as to ensure the parallelism of the above-mentioned mounting surfaces. The traction seat mounting surface 135b is located at the center of the bolster beam 135, the two air spring mounting surfaces 135a are symmetrically distributed with the traction seat mounting surface 135b as the center, and the damper mounting surface 136a and the torsion bar mounting surface 137a are respectively located on the two sides of the bolster beam 135.

[0070] At the same time, the coupler mounting surface 133a can also be machined at this time, which is conducive to maintaining the perpendicularity of the coupler mounting surface 133a and the draft seat mounting surface 135b.

[0071] Figure 5 is a schematic diagram of the horizontal state of the vehicle body, Figure 6 is a schematic diagram of the horizontal state of the chassis. As Figure 5 , Figure 6 shown, the ideal state of the vehicle is that the vehicle body 1, the chassis 13, etc. are all in a horizontal state under the support of the draft seat 21 of the bogie 2 and the air spring 22, and the coupler mounting surface 133a is in a vertical state. However, in practice, due to the gravity of the vehicle-mounted equipment and passengers fixed on the vehicle body 1, the longitudinal center of the vehicle body will sink to a certain extent, and the height from the rail surface will also change to a certain extent. Therefore, during the manufacturing process of the vehicle, the height of the longitudinal center of the vehicle body is appropriately increased, that is, the vehicle body is pre-fabricated with an upward deflection.

[0072] Figure 7 is a schematic diagram of the reverse installation state of the chassis, Figure 8 is Figure 7 a partial enlarged view of the above. The chassis 13 is a key component for pre-fabricating the upward deflection of the vehicle body 1. After the assembly welding of the chassis 13 is completed, the chassis 13 is reversed, that is, the lower surface of the chassis 13 is placed upward. Before the overall machining of the vehicle body 1 (before the assembly welding of the chassis 13, the side wall 12, the roof 11, etc.), a certain mass of heavy block 4 or a pressure load is applied to the middle part of the chassis 13, so that the chassis 13 is in a concave state in the longitudinal direction. The mass of the heavy block 4 is generally the sum of the mass of the vehicle-mounted equipment, the mass of the passengers under full load, and the weight of the bare vehicle body excluding the chassis, so that the concave amount in this state is equivalent to the deformation amount of the chassis under the full load of passengers. Then, the milling cutter 5 is used to machine the bolster 135, the damper mounting seat 136, and the anti-roll torsion bar mounting seat 137 as a whole, so that the air spring mounting surface 135a, the draft seat mounting surface 135b, the damper mounting surface 136a, and the torsion bar mounting surface 137a are in a parallel state, and in this state of applied load, these surfaces are in a horizontal state.

[0073] Figure 9 is a schematic diagram of the normal installation state of the chassis, Figure 10 is Figure 9 a partial enlarged view of the above, Figure 11 is a schematic diagram of the support platform supporting the vehicle body, Figure 12 is a schematic diagram of the pre-set deflection state of the vehicle body.

[0074] After the underframe 13 completes the overall machining of the bolster beam 135, shock absorber mounting seat 136, and anti-roll torsion bar mounting seat 137, it is rotated 180° to enter the upright mounting state. The bolster beam 135 is supported by the support platform 6, and welding to other components such as the roof 11 and side wall 12 is completed in this state. The upper surface of the support platform 6 is in a horizontal state, that is, the air spring mounting surface 135a, the traction seat mounting surface 135b, the shock absorber mounting surface 136a, and the torsion bar mounting surface 137a are all in a horizontal state, while the middle of the underframe 13 is in an upward arched state. At this time, the coupler mounting surface 133a is basically in a vertical state.

[0075] Figure 13 This is a schematic diagram of the cross-section of the corner sealing plate. The outer arc of the corner sealing plate 16 with radius R is tangent to the straight line, and the inner side is locally thickened at the end of the straight line segment. From the cross-section, the corner sealing plate 16 includes an arc segment 16a, a thickened segment 16b, and a bevel 16c. A repairable part 16d is provided near the bevel 16c, utilizing the greater thickness of the thickened segment 16b to perform a certain amount of repair and polishing.

[0076] Because of manufacturing errors in the width of the door opening 1a, when the width of the door opening 1a is too narrow, it can be appropriately widened by grinding the door corner 1b and the door corner sealing plate 16. However, when the width of the door opening 1a is too large, it is difficult to reduce the size of the door corner 1b. Therefore, when machining the notch for the door opening 1a on the roof side beam 121 or the underframe side beam 131, the width of the notch must have a negative tolerance to ensure the adjustability of subsequent processes.

[0077] Figure 14 This is a schematic diagram of the ideal state of the door corner. For example... Figure 14 As shown, if the width and diagonal of the door opening 1a meet the usage requirements after the vehicle body 1 is welded, and the door corner 1b on the roof side beam 121 or the underframe side beam 131 is just flush with the door opening side outline of the door pillar 1222, then no repair is required.

[0078] Figure 15 This is a schematic diagram of partial adjustment of the door corner. After the first group of the vehicle body is welded, if the width and diagonal of the door opening 1a do not meet the usage requirements, or if the door corner 1b on the roof side beam 121 or the underframe side beam 131 protrudes beyond the height t1 of the door opening side contour line of the door pillar 1222, then the door corner 1b and the door corner sealing plate 16 need to be repaired. The repair method is as follows: using the door opening side contour line of the door pillar 1222 as a reference, the repairable part 16d of the door corner 1b and the door corner sealing plate 16 is ground at a certain angle to form a gradually transitioning step with a step height of t2. This step curve and the arc segment 16a with a radius of R are roughly tangent, maintaining a relatively good appearance.

[0079] Because the connection between the door corner sealing plate 16 and the door post 1222 is provided with a thickened section 16b, the weld penetration depth at this part is guaranteed to meet the usage requirements.

[0080] The rail vehicle body is manufactured by the following steps:

[0081] 1) Machining door corners on the roof side beam and the chassis side beam, and adopting negative tolerance for the door width at each door hole position to reserve subsequent machining allowance;

[0082] 2) After the chassis assembly welding of the vehicle body is completed, placing the lower surface of the chassis upward, arranging a pressure load at the middle part of the upper surface of the chassis, and making the chassis present a concave state in the longitudinal direction, and the concave amount of the chassis is equal to the droop deformation amount of the chassis when the vehicle is fully loaded with passengers, i.e. pre-preparing the body up deflection;

[0083] 3) After clamping and fixing the lower surface of the chassis upward and keeping the body up deflection, machining the lower surface of the bolster 135, the damper mounting seat 136 and the anti-rolling torsion bar mounting seat 137 as a whole, so that the air spring mounting surface 135a, the traction seat mounting surface 135b, the damper mounting surface 136a and the torsion bar mounting surface 137a are in parallel state and are all in horizontal state;

[0084] 4) Machining the coupler mounting surface 133a, and keeping the coupler mounting surface and the traction seat mounting surface perpendicular to each other;

[0085] 5) Completing the chassis assembly welding with the side wall, the roof and other large parts;

[0086] 6) Measuring the door diagonal and the door width, and adjusting by repairing and adjusting the door corner area of the roof side beam, the chassis side beam and the door pillar to keep the door pillar and the door corner smooth.

[0087] Before the chassis assembly welding with the side wall and the roof, the chassis is clamped and fixed with the preset up deflection.

[0088] The repairing and adjusting method of the door corner area is: taking the door hole side profile line of the door pillar as a reference, polishing the repairable part of the door corner sealing plate to form a slow transition step, and the curve of the step and the circular arc of the circular arc segment are tangent.

[0089] The above is only a specific embodiment of the present application, but the protection scope of the present application is not limited thereto, any skilled person in the art can make many possible changes and modifications to the technical solution of the present application by using the disclosed technical content without departing from the scope of the technical solution of the present application, or modifying equivalent embodiments. Therefore, any simple modification, equivalent change and modification made to the above embodiments according to the technical essence of the present application shall fall within the protection scope of the technical solution of the present application.

Claims

1. A method of manufacturing a rail vehicle body, the body comprising a roof (11), side walls (12), a floor (13) and door corner panels (16), the side walls comprising roof side rails (121) and a number of side wall units (122), each side wall unit comprising a side wall panel (1221) and a door stanchion (1222), the roof side rails, the door stanchions on the side walls and floor side rails on the floor enclosing a number of door openings (la), characterized in that The application relates to a method for manufacturing a vehicle body. 1) machining door corners on roof side beams and underframe side beams; 2) after the underframe assembly welding of the vehicle body is completed, placing the lower surface of the underframe upwards, arranging a pressure load on the middle part of the upper surface of the underframe, making the underframe present a concave state in the longitudinal direction, and the concave amount of the underframe is equal to the droop deformation amount of the underframe when the vehicle is fully loaded with passengers, i.e. the vehicle body upper deflection is prefabricated; 3) after the lower surface of the bolster beam (135), the shock absorber mounting seat (136) and the anti-rolling torsion bar mounting seat (137) are integrally machined while the lower surface of the underframe is kept upwards and the vehicle body upper deflection is clamped and fixed, the air spring mounting surface (135a), the traction seat mounting surface (135b), the shock absorber mounting surface (136a) and the torsion bar mounting surface (137a) are kept in parallel and horizontal states; 4) machining the coupler mounting surface (133a) and keeping the coupler mounting surface and the traction seat mounting surface perpendicular to each other; 5) completing the assembly welding of the underframe with the side walls and the roof; 6) measuring the door hole diagonal and the door hole width, and adjusting the door corner area of the roof side beam, the underframe side beam and the door pillar through trimming, so that the door pillar and the door corner are kept in a smooth state.

2. The rail vehicle body manufacturing method of claim 1, wherein, The pressure load is equal to the sum of the mass of the vehicle-mounted equipment without a bogie, the mass of the fully loaded passengers and the weight of the bare vehicle body except the underframe.

3. The rail vehicle body manufacturing method of claim 1, wherein, The pressure load is provided by a heavy block or a tooling.

4. The rail vehicle body manufacturing method of claim 1, wherein, The width of the door hole adopts a negative tolerance.

5. The rail vehicle body manufacturing method of claim 1, wherein, The method for trimming the door corner area is that the trimmable part of the door corner sealing plate is polished based on the door hole side profile line of the door pillar, and a slowly-transited step is formed.

6. The rail vehicle body manufacturing method of claim 5, wherein, The door corner sealing plate (16) comprises an arc segment (16a) and a thickened segment (16b), the thickness of the thickened segment is greater than that of the arc segment, and the thickened segment is provided with a trimmable part (16d) and a bevel (16c) near the door pillar end, the curve of the step and the arc of the arc segment are in a tangent state.

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