Carbody structure and rail vehicle

Abstract

The present invention provides a car body structure and a rail vehicle, comprising a chassis, two end walls, two side walls, and a roof; the two end walls are respectively connected to the two ends of the chassis to form a first end wall and a second end wall; the two side walls are respectively connected to the two sides of the chassis, and the two ends of the side walls are connected to side door frames, and the side door frames are fixedly connected to the chassis; the two ends of the roof are respectively connected to the two end walls, and the two sides are respectively connected to the two side walls; wherein the first end wall is connected to one end of the roof through a first transition compensation member, the second end wall is connected to the other end of the roof through a second transition compensation member, the end wall is connected to the side door frames at the same end of the two side walls through a third transition compensation member, and the side wall is connected to the side door frames at its end through a fourth transition compensation member. The car body structure and rail vehicle provided by the present invention can compensate for assembly shape and position tolerances through transition compensation members, thereby reducing the difficulty of car body assembly and improving assembly efficiency.

Description

Technical Field

[0001] The present invention belongs to the technical field of rail vehicles, and in particular relates to a vehicle body structure and a rail vehicle. Background Art

[0002] The body structure of a rail vehicle usually includes a chassis, two end walls and side door frames, two side walls, and a roof structure. Normally, the above components should be assembled separately according to the design tolerance requirements, and after the assembly is completed, the side door frames, two side walls, and two end walls should be assembled to the chassis in turn, and then the roof structure should be assembled.

[0003] There are fixed connections between the side door frame and the end wall, the side door frame and the side wall, and the end wall and the roof. Therefore, when assembling the whole vehicle, it is necessary to ensure that the form and position tolerances between the various connection parts meet the requirements. However, due to the large structural dimensions of each component and the complex connection structure, it is very easy to have form and position tolerances and rework during assembly, which affects the assembly efficiency. This also puts higher requirements on the processing and assembly accuracy of each body component itself, which in turn leads to an increase in production costs. Summary of the invention

[0004] The embodiments of the present invention provide a vehicle body structure and a rail vehicle, aiming to reduce the requirements on the processing and assembly accuracy of various vehicle body components, while reducing the difficulty of whole vehicle assembly of the vehicle body and improving assembly efficiency.

[0005] To achieve the above-mentioned purpose, the technical solution adopted by the present invention is: in the first aspect, a vehicle body structure is provided, including a base frame, two end walls, two side walls, and a roof; the two end walls are respectively connected to the two ends of the base frame to form a first end wall and a second end wall; the two side walls are respectively connected to the two sides of the base frame, and the two ends of the side walls are connected to side door frames, and the side door frames are fixedly connected to the base frame; the two ends of the roof are respectively connected to the two end walls, and the two sides are respectively connected to the two side walls; wherein, the first end wall is connected to one end of the roof through a first transition compensation member, the second end wall is connected to the other end of the roof through a second transition compensation member, the end wall is connected to the side door frames at the same end of the two side walls through a third transition compensation member, and the side wall is connected to the side door frames at its ends through a fourth transition compensation member.

[0006] In combination with the first aspect, in a possible implementation manner, the first transition compensation member includes:

[0007] A first curved beam, fixedly connected to an inner wall of one end of the roof, and at least partially extending out of one end of the roof to form a first compensation connection surface;

[0008] A first support beam is fixedly connected to a side wall of the frame of the first end wall facing the second end wall;

[0009] A plurality of first connecting beams are distributed at intervals along the width direction of the roof, one end of the first connecting beam is fixedly connected to the first curved beam, and the other end is fixedly connected to the first supporting beam;

[0010] A first compensation connection plate, one end of which is overlapped on the first support beam and fixed to an end wall by a continuous fusion weld, and the other end of which is overlapped on the first compensation connection surface and fixed to the top plate of the roof by a continuous fusion weld, and the lower plate surface of the first compensation connection plate is fixed to each first connection beam by a fusion plug welding;

[0011] The overlapping area between the first compensating connecting plate and the first compensating connecting surface is used to compensate for the shape and position tolerance between an end wall and the roof.

[0012] In some embodiments, the top plate of the vehicle roof is overlapped at two ends on the two end walls and fixed by continuous fusion welding;

[0013] The second transition compensation member includes:

[0014] A second support beam is fixedly connected to a frame side wall of the second end wall facing the first end wall and has a second compensation connection surface extending toward the second end wall;

[0015] The second curved beam is fixedly connected to the inner wall of the second end of the roof and overlapped and fixed on the second compensation connection surface. The second curved beam and the second compensation connection surface are fixed by melting plug welding;

[0016] A limit plate, fixedly connected to the second compensation connection surface, located between the second curved beam and the second end wall, and horizontally abutted against the overlapped end of the second curved beam;

[0017] Among them, the second curved beam has a vertical limiting surface, and a compensation gap is provided between the vertical limiting surface and the end surface of the second compensation connecting surface facing the first end wall, and the compensation gap is used to compensate for the shape and position tolerance between the second end wall and the roof.

[0018] Exemplarily, the third transition compensation member includes:

[0019] Two supporting angle beams are arranged opposite to each other and are fixedly connected to the opposite side walls of the end wall and the side door frame respectively;

[0020] A plurality of third connecting beams are spaced apart in the upper and lower parts, and two ends of the third connecting beams are respectively fixedly connected to the two supporting angle beams;

[0021] The third compensation connection plate has one end overlapped and fixed on one of the supporting angle beams and fixed to the end wall by a continuous fusion welding seam, and the other end overlapped and fixed on another supporting angle beam and fixed to the side door frame by a continuous fusion welding seam, and the lower plate surface of the third compensation connection plate is fixed to each third connection beam by fusion plug welding;

[0022] The overlapping area between the third compensating connecting plate and at least one supporting angle beam is used to compensate for the shape and position tolerance between the end wall and the side door frame.

[0023] For example, the fourth transition compensation member includes:

[0024] a fourth support beam, fixedly connected to the side wall of the side door frame facing the side wall, and having a fourth compensation connection surface flush with the side wall of the side door frame facing the outside of the vehicle body;

[0025] A plurality of fourth connecting beams are spaced apart from each other, one end of the fourth connecting beam is fixedly connected to the frame of the side wall, the other end of the fourth connecting beam extends out of the end of the side plate of the side wall toward the side door frame and is fixedly connected to the fourth supporting beam, and the fourth connecting beam is fixedly welded to the inner wall of the side plate of the side wall by a continuous weld of a fusion welding;

[0026] A fourth compensation connecting plate, one end of which is overlapped on the fourth compensation connecting surface and fixed to the end of the side plate of the side wall by a fusion welding continuous weld, and the other end of which is overlapped on the side wall of the side door frame facing the outer side of the vehicle body and fixed by a fusion welding continuous weld;

[0027] The overlapping area between the fourth compensating connecting plate and the fourth compensating connecting surface is used to compensate for the shape and position tolerance between the side wall and the side door frame.

[0028] In combination with the first aspect, in a possible implementation manner, the chassis includes:

[0029] two longitudinal beams;

[0030] Multiple cross beams are spaced apart along the length of the vehicle body, and both ends of the cross beams are fixedly connected to the two longitudinal beams respectively;

[0031] The corrugated sheet is laid on each horizontal beam, and the edges on both sides are overlapped and fixed on the two longitudinal beams. The corrugated sheet is distributed with floor support beams;

[0032] Among them, the bottom end of the side panel of the side wall is overlapped and fixed with the outer wall surface of the longitudinal beam, the bottom end of the side wall frame is abutted and fixedly connected with the top wall of the longitudinal beam, a water guide plate is fixedly connected to the top wall of the longitudinal beam, the water guide plate is sealed to the inner wall of the side panel of the side wall, and a water retaining support beam is also provided on the top wall of the longitudinal beam. The water retaining support beam is used to support the vehicle floor together with the floor support beam. A water guide groove is formed between the water retaining support beam and the side panel of the side wall, and the water guide groove is used to receive condensed water dripping on the roof and the side wall.

[0033] In some embodiments, the corrugated plate has two intermediate water retaining plates spaced apart along the length direction of the vehicle body, the bottom of the intermediate water retaining plate is a sawtooth shape suitable for being embedded in each corrugated groove of the corrugated plate, and the two ends are respectively fixedly connected to the two longitudinal beams, the area between the two intermediate water retaining plates is a passenger drop-off area, and there is a toilet area between one intermediate water retaining plate and the first end wall and between the other intermediate water retaining plate and the second end wall, and the intermediate water retaining plate is used to prevent the silt water in the toilet area from flowing into the passenger drop-off area;

[0034] A drainage groove is provided on the chassis between the side door pedal and the longitudinal beam. The drainage groove is located in the area directly below the side door in both the open and closed states and is used to receive water dripping from the side door.

[0035] Among them, at least one drainage hole penetrating downward through the base frame is arranged on the corrugated plate in the passenger drop-off area, at the bottom of the water guide groove and at the bottom of the drainage groove, and each drainage hole is provided with a drainage cover.

[0036] Exemplarily, the drain cover includes:

[0037] The bottom plate has a through hole in the center and spikes spaced at intervals along the circumferential edge;

[0038] A plurality of fin plates are distributed at intervals along the circumference of the bottom plate, the lower end of the fin plate is fixedly connected to the edge of the bottom plate, and the other end extends upward and is bent into an L shape, and the bent ends of each fin plate are overlapped and fixed on the peripheral wall surface of the drainage hole;

[0039] The lower end of each fin plate extends to the bottom of the base frame through the drainage hole, and a gap suitable for ventilation is formed between adjacent fin plates.

[0040] In some embodiments, one end wall is a gradually shrinking curved structure in the length direction of the vehicle body, one end wall has a first concave space below the end door, and one end wall has a second concave space on both sides of the end door; wherein the first concave space is used to arrange the connector, and the second concave space is provided with a wedge-shaped buffer surface;

[0041] The width of the second end wall is smaller than the outer wall distance of the two side walls, and two wedge-shaped buffer structures are provided on the second end walls, and the wedge surfaces of the two wedge-shaped buffer structures are respectively aligned with the wedge-shaped buffer surfaces in the two second concave spaces in the length direction of the vehicle body.

[0042] The beneficial effect of the vehicle body structure provided by the present invention is that: compared with the prior art, the vehicle body structure of the present invention can compensate for the form and position tolerance between the first end wall and the top of the vehicle through the first transition compensation member, compensate for the form and position tolerance between the second end wall and the top of the vehicle through the second transition compensation member, compensate for the form and position tolerance between the two end walls and the corresponding side door frames through the third transition compensation member, and compensate for the form and position tolerance between the side walls and the corresponding side door frames through the fourth transition compensation member, thereby reducing the precision requirements for the end walls, side walls, roof and chassis during the single-body processing and assembly before the assembly of the whole vehicle, reducing costs, and at the same time, it can also reduce the difficulty of assembling the whole vehicle through the corresponding compensation for the form and position tolerances at each position, reduce the time and cost of rework and repair, and thus improve the assembly efficiency of the whole vehicle.

[0043] In a second aspect, an embodiment of the present invention further provides a rail vehicle, comprising the above-mentioned car body structure. The rail vehicle provided by the embodiment of the present invention adopts the above-mentioned car body structure, and can compensate for the shape and position tolerances between the parts to be connected through various transition compensation parts during assembly, thereby reducing the requirements for the single-unit processing and assembly accuracy of each component, which is conducive to reducing the difficulty of whole vehicle assembly of the vehicle body and the cost of single-unit processing and assembly of each component, and improving the assembly efficiency of the whole vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0044] Figure 1 A schematic diagram of an exploded structure of a vehicle body structure provided by an embodiment of the present invention;

[0045] Figure 2 This is a schematic diagram of the connection structure between an end wall and a roof in an embodiment of the present invention;

[0046] Figure 3 Schematic diagram of the connection structure between the two end walls and the roof in an embodiment of the present invention;

[0047] Figure 4 Schematic diagram of the connection structure between the end wall and the side door frame in an embodiment of the present invention;

[0048] Figure 5 It is a schematic diagram of the connection structure between the side wall and the side door frame in an embodiment of the present invention;

[0049] Figure 6 A schematic diagram of the cross-sectional structure of a base frame used in an embodiment of the present invention;

[0050] Figure 7 Schematic diagram of the drainage structure at the connection position between the side wall and the base frame in an embodiment of the present invention;

[0051] Figure 8 This is a schematic diagram of the structure of the drainage groove below the side door in an embodiment of the present invention;

[0052] Fig. 9A schematic diagram of the three-dimensional structure of a drainage cover used in an embodiment of the present invention;

[0053] Fig.10 A schematic diagram of a top view of a vehicle body structure provided by an embodiment of the present invention;

[0054] Fig.11 A schematic diagram of the three-dimensional structure of an end wall used in an embodiment of the present invention;

[0055] Fig.12 It is a schematic diagram of the three-dimensional structure of the two-end wall adopted in the embodiment of the present invention.

[0056] In the figure: 10, chassis; 11, longitudinal beam; 12, cross beam; 13, corrugated plate; 14, floor support beam; 15, water retaining support beam; 171, water guide groove; 16, middle water retaining plate; 17, water guide plate; 18, drainage groove; 19, drainage cover; 191, bottom plate; 1911, through hole; 1912, spike; 192, fin plate; 20, first end wall; 201, first concave space; 202, second concave space; 203, wedge-shaped buffer surface; 30, second end wall; 301, wedge-shaped buffer structure; 40, side wall; 41, side door frame; 42, side door pedal; 50, roof; 51, top plate; 60, first Transition compensation member; 61, first bent beam; 611, first compensation connection surface; 62, first support beam; 63, first connection beam; 64, first compensation connection plate; 70, second transition compensation member; 71, second support beam; 711, second compensation connection surface; 72, second bent beam; 721, vertical limit surface; 722, compensation gap; 73, limit plate; 80, third transition compensation member; 81, support angle beam; 82, third connection beam; 83, third compensation connection plate; 90, fourth transition compensation member; 91, fourth support beam; 911, fourth compensation connection surface; 92, fourth connection beam; 93, fourth compensation connection plate. DETAILED DESCRIPTION

[0057] In order to make the technical problems, technical solutions and beneficial effects to be solved by the present invention more clearly understood, the present invention is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not intended to limit the present invention.

[0058] It should be noted that when an element is referred to as being "disposed on" another element, it may be directly on the other element or indirectly on the other element. It should be understood that the terms "length", "width", "upper", "lower", "front", "back", "top", "bottom", "inside", "outside" and the like indicate positions or positional relationships based on the positions or positional relationships shown in the drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as limiting the present invention.

[0059] The terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include one or more of the features.

[0060] Please also read Figures 1 to 6 The vehicle body structure provided by the present invention is now described. The vehicle body structure includes a base frame 10, two end walls, two side walls 40, and a roof 50; the two end walls are respectively connected to the two ends of the base frame 10 to form a first end wall 20 and a second end wall 30; the two side walls 40 are respectively connected to the two sides of the base frame 10, and the two ends of the side walls 40 are connected to the side door frames 41, and the side door frames 41 are fixedly connected to the base frame 10; the two ends of the roof 50 are respectively connected to the two end walls, and the two sides are respectively connected to the two side walls 40; wherein, the first end wall 20 is connected to one end of the roof 50 through a first transition compensation member 60, the second end wall 30 is connected to the other end of the roof 50 through a second transition compensation member 70, the end wall and the side door frames 41 at the same end of the two side walls 40 are respectively connected through a third transition compensation member 80, and the side wall 40 is connected to the side door frames 41 at its end through a fourth transition compensation member 90.

[0061] It should be understood that this embodiment follows the method of describing the rail vehicle body in the prior art, with the push-out direction of the brake cylinder bellows rod as the first end and the other end as the second end.

[0062] It should be noted that the body structure in this embodiment is mainly made of ferritic stainless steel (1.4003, i.e. X2CrNi12, European standard ferritic stainless steel) with high cost performance (low price: austenitic stainless steel is about RMB 34,000 / ton; ferritic stainless steel is about RMB 17,000 / ton), the force transmission components of the chassis 10 such as the longitudinal beams 11 and the cross beams 12 are made of S355J0WP weathering steel, and the non-force transmission areas of the chassis 10 such as the passenger compartment floor 191 are made of ferritic corrugated thin plates. Compared with the conventional body structure, which directly uses high-priced austenitic materials to replace low-priced ordinary carbon steel and weathering steel to improve corrosion resistance, it can not only reduce material costs, but also achieve efficient MAG welding, thereby reducing the investment in high-end production equipment and the consumption cost of welding auxiliary materials from the production and manufacturing links.

[0063] Compared with the prior art, the body structure provided in this embodiment can compensate for the form and position tolerance between the first end wall 20 and the end of the roof 50 through the first transition compensation member 60, compensate for the form and position tolerance between the second end wall 30 and the end of the roof 50 through the second transition compensation member 70, compensate for the form and position tolerance between the two end walls and the corresponding side door frames 41 through the third transition compensation member 80, and compensate for the form and position tolerance between the side wall 40 and the corresponding side door frame 41 through the fourth transition compensation member 90, thereby reducing the precision requirements for the single-unit processing and assembly of the end wall, side wall 40, roof 50 and chassis 10 before the assembly of the whole vehicle, reducing costs, and at the same time, it can also reduce the difficulty of assembling the whole vehicle by correspondingly compensating for the form and position tolerances at each position, reducing the time and cost of rework and repair, and thus improving the assembly efficiency of the whole vehicle.

[0064] In this embodiment, as a specific structural mode of the first transition compensation member 60, see Figure 2 The first transition compensation member 60 includes a first bending beam 61 , a first supporting beam 62 , a plurality of first connecting beams 63 , and a first compensation connecting plate 64 .

[0065] Specifically, the first curved beam 61 is fixedly connected to the inner wall of one end of the roof 50, and at least partially extends out of one end of the roof 50 to form a first compensation connection surface 611; the first support beam 62 is fixedly connected to the frame side wall of the first end wall 20 facing the second end wall 30; multiple first connection beams 63 are distributed in a contoured manner along the width direction of the roof 50, one end of the first connection beam 63 is fixedly connected to the first curved beam 61, and the other end is fixedly connected to the first support beam 62; one end of the first compensation connection plate 64 is overlapped on the first support beam 62, and is fixed to the first end wall 20 by a fusion welding continuous weld, and the other end is overlapped on the first compensation connection surface 611, and is fixed to the top plate 51 of the roof 50 by a fusion welding continuous weld, and the lower plate surface of the first compensation connection plate 64 is fixed to each first connection beam 63 by fusion plug welding.

[0066] Based on the above structure of the first transition compensation member 60 , it should be understood that the overlapping area between the first compensation connecting plate 64 and the first compensation connecting surface 611 is used to compensate for the shape and position tolerance between an end wall 20 and the roof 50 .

[0067] The cross-section of the first curved beam 61 and the first supporting beam 62 preferably adopts an L-shaped structure. When connecting the first end wall 20 and the roof 50, the shape and position tolerance of the two is mainly reflected in the longitudinal spacing dimension. One end of the first compensation connecting plate 64 can be welded after contacting the first end wall 20, and the other end of the first compensation connecting plate 64 is overlapped on the first compensation connecting surface 611. In fact, this end of the first compensation connecting plate 64 and the top plate 51 of the roof 50 are overlapped on the same side wall of the first curved beam 61. At this time, if the shape and position tolerance between the first end wall 20 and the roof 50 is large, the first compensation connecting plate 64 and the top plate 51 are overlapped. The gap between the ends is larger, and vice versa. Regardless of the size of the gap, as long as the first compensation connecting plate 64 and the first compensation connecting surface 611 can maintain an overlapping relationship, the first compensation connecting plate 64 and the top plate 51 can be connected as one through a fusion welding continuous weld. At the same time, the first compensation connecting plate 64 and the first end wall 20 are also welded and fixed by a fusion welding continuous weld, which can avoid connection gaps and water leakage. The function of the first connecting beam 63 is to provide sufficient supporting force to the first compensation connecting plate 64, and at the same time improve the longitudinal structural strength of the connection area between the roof 50 and the first end wall 20.

[0068] In this example, see Figure 3 The top plate 51 of the roof 50 is overlapped on the second end wall 30 and fixed by continuous welding of fusion welding. On this basis, as a specific structural mode of the second transition compensation member 70, it includes a second support beam 71, a second curved beam 72, and a limit plate 73.

[0069] Specifically, the second support beam 71 is fixedly connected to the frame side wall of the second end wall 30 toward the first end wall 20, and has a second compensation connection surface 711 extending toward the second end wall 30; the second bent beam 72 is fixedly connected to the second end inner wall of the roof 50, and is overlapped and fixed on the second compensation connection surface 711, and the second bent beam 72 and the second compensation connection surface 711 are fixed by molten plug welding; the limiting plate 73 is fixedly connected to the second compensation connection surface 711, located between the second bent beam 72 and the second end wall 30, and horizontally abuts against the overlapped end of the second bent beam 72.

[0070] Among them, the second curved beam 72 has a vertical limiting surface 721, and a compensation gap 722 is provided between the vertical limiting surface 721 and the end surface of the second compensation connecting surface 711 facing the first end wall 20. The compensation gap 722 is used to compensate for the shape and position tolerance between the second end wall 30 and the roof 50.

[0071] Preferably, the second support beam 71 adopts an L-shaped beam structure with a cross section, so as to facilitate simultaneous welding and fixing with the top wall of the top plate 51 of the roof 50 and the side walls of the second end wall 30 respectively. The second bent beam 72 adopts a B-shaped beam structure with a cross section, and the middle part of the beam structure is a vertical limit surface 721 perpendicular to the top plate 51. When connecting the second end wall 30 and the roof 50, the shape and position tolerances of the two are mainly reflected in the longitudinal spacing dimension, and the second bent beam 72 is overlapped on the second compensation connection surface 711. The gap between the vertical limit surface 721 and the end of the second limit connection surface provides a margin for the longitudinal movement of the roof 50 to adjust its longitudinal position, thereby ensuring that the edge of the top plate 51 can overlap the outer wall surface of the second end wall 30. On this basis, the edge of the top plate 51 is welded and fixed to the outer wall of the second end wall 30 by a continuous weld of fusion welding, thereby ensuring the connection reliability and avoiding water leakage at the connection position.

[0072] It should be understood that when assembling the roof 50, the compensation gap 722 should first be used to ensure that the top plate 51 can overlap the second end wall 30. Therefore, the second end of the roof 50 and the second end wall 30 should be welded and fixed first, and then the shape and position tolerance between the first end of the roof 50 and the first end wall 20 should be determined, and the first end of the roof 50 and the first end wall 20 should be welded and fixed by using the tolerance compensation effect of the first transition connector; wherein, the first transition connector can be a prefabricated part. If the shape and position tolerance between the first end of the roof 50 and the first end wall 20 exceeds the compensation range of the first transition connector, the first transition connector can be re-equipped. Compared with the overall disassembly and reinstallation of each component and rework and repair, it is not only less costly, but also less difficult and more efficient.

[0073] In this embodiment, as a specific structural mode of the third transition compensation member 80, see Figure 4 The third transition compensating member 80 includes two supporting angle beams 81 , a plurality of third connecting beams 82 , and a third compensating connecting plate 83 .

[0074] Specifically, two supporting angle beams 81 are arranged opposite to each other and are fixedly connected to the opposite side walls of the end wall and the side door frame 41 respectively; a plurality of third connecting beams 82 are spaced apart up and down, and the two ends of the third connecting beams 82 are fixedly connected to the two supporting angle beams 81 respectively; one end of the third compensation connecting plate 83 is overlapped and fixed to one of the supporting angle beams 81, and is welded to the end wall by a continuous fusion welding seam, and the other end is overlapped and fixed to the other supporting angle beam 81, and is welded to the side door frame 41 by a continuous fusion welding seam, and the lower plate surface of the third compensation connecting plate 83 is fixed to each third connecting beam 82 by fusion plug welding.

[0075] Based on the above structure of the first transition compensation member 60 , it should be understood that the overlapping area of ​​the third compensation connecting plate 83 and the at least one supporting angle beam 81 is used to compensate for the shape and position tolerance between the end wall and the side door frame 41 .

[0076] The two supporting angle beams 81 are actually two L-shaped angle beams arranged opposite to each other. On the basis of realizing fixed connection with the side wall of the end wall and the side wall of the side door frame 41, a common overlapping support surface can be formed. By setting a plurality of third connecting beams 82 connected to the two supporting angle beams 81, the longitudinal structural strength is improved. On this basis, the two ends of the third transition connecting plate are overlapped on the two supporting angle beams 81 respectively. Since both ends of the third transition connecting plate are continuous welds of fusion welding, it is only necessary to ensure that the two ends of the third transition connecting plate have a certain overlap area with the two supporting angle beams 81 respectively to ensure that the longitudinal structural strength is improved. The reliability and sealing of the connection position. In view of the connection structure, since the shape and position tolerance between the end wall and the side door frame 41 is mainly reflected in the longitudinal spacing dimension between the two, it is only necessary to adjust the lap length between the third compensating connecting plate 83 and the two supporting angle beams 81 to adaptively compensate for the shape and position tolerance between the end wall and the side door frame 41. This can not only reduce the processing and assembly accuracy requirements for the structure of the end wall and the side door frame 41 itself, while reducing the assembly difficulty between the end wall and the side door frame 41, but also avoid the rework and repair problems caused by excessive shape and position tolerances, thereby reducing costs.

[0077] In this embodiment, as a specific structural mode of the fourth transition compensation member 90, see Figure 5 The fourth transition compensation member 90 includes a fourth support beam 91 , a plurality of fourth connecting beams 92 , and a fourth compensation connecting plate 93 .

[0078] Specifically, the fourth support beam 91 is fixedly connected to the side wall of the side door frame 41 facing the side wall 40, and has a fourth compensation connection surface 911 flush with the side wall of the side door frame 41 facing the outside of the vehicle body; multiple fourth connection beams 92 are spaced apart up and down, one end of the fourth connection beam 92 is fixedly connected to the skeleton of the side wall 40, and the other end extends out of the side panel end of the side wall 40 toward the side door frame 41 and is fixedly connected to the fourth support beam 91, and the fourth connection beam 92 is fixed to the inner wall of the side panel of the side wall 40 by a fusion welding continuous weld.

[0079] One end of the fourth compensation connecting plate 93 overlaps the fourth compensation connecting surface 911 and is fixed to the side plate end of the side wall 40 by a continuous fusion weld, and the other end overlaps the side wall of the side door frame 41 facing the outside of the vehicle body and is fixed by a continuous fusion weld; wherein, the overlapping area between the fourth compensation connecting plate 93 and the fourth compensation connecting surface 911 is used to compensate for the shape and position tolerance between the side wall 40 and the side door frame 41.

[0080] The fourth support beam 91 preferably adopts a bent beam structure with an L-shaped cross section, so that one of its bent side walls can be fixedly connected to the side door frame 41, and the other bent side wall is formed as a fourth compensation connecting surface 911; when the side wall 40 and the side door frame 41 are assembled, the fourth connecting beam 92 is used to ensure the longitudinal structural strength between the two, and the fourth compensation connecting plate 93 is simultaneously attached to the outer wall surface of the side door frame 41 and the fourth compensation connecting surface 911, so as to cover the connection gap between the fourth support beam 91 and the side door frame 41. On this basis, the side plate of the side wall 40 overlapped on the fourth compensation connecting surface 911 and the fourth compensation connecting plate 93 are welded and fixed to the fourth compensation connecting surface 911 as a whole through a continuous weld of fusion welding, thereby ensuring that the connection between the side wall 40 and the side door frame 41 can be Reliability and sealing; since the shape and position tolerance between the side wall 40 and the side door frame 41 is mainly reflected in the length direction of the vehicle body, i.e., the longitudinal direction, as long as the fourth compensation connecting plate 93 and the fourth compensation connecting surface 911 can form an overlapping fit, the connection quality can be guaranteed. Therefore, the overlapping area between the fourth compensation connecting plate 93 and the fourth compensation connecting surface 911 forms a shape and position tolerance compensation amount between the side wall 40 and the side door frame 41. The compensation amount can be used to reduce the difficulty of assembling the side wall 40 and the side door frame 41. Even if the actual shape and position tolerance between the two exceeds the compensation range of the existing fourth compensation connecting plate 93 during the assembly process, the fourth compensation connecting plate 93 can be reprocessed according to actual needs. Compared with disassembling and reinstalling the side wall 40 and rework and repair, this is not only less costly, but also less difficult and more efficient.

[0081] For some possible implementations, see Figures 6 to 9 The chassis 10 includes two longitudinal beams 11, a plurality of transverse beams 12, and a corrugated plate 13; the plurality of transverse beams 12 are spaced apart along the length direction of the vehicle body, and the two ends of the transverse beams 12 are respectively fixedly connected to the two longitudinal beams 11; the corrugated plate 13 is laid on each transverse beam 12, and the edges on both sides are overlapped and fixed on the two longitudinal beams 11, and floor support beams 14 are distributed on the corrugated plate 13.

[0082] It should be stated that Figure 6 As shown, in this embodiment, the middle part of the cross beam 12 is placed low to meet the longitudinal penetration requirement of the corrugated plate 13. The cross beam 12 and the corrugated plate 13 meet the vertical load requirement of the whole vehicle in the height direction. The longitudinal penetration setting of the corrugated plate 13 combined with the C-shaped full-length structural longitudinal beam 11 ensures the continuity of longitudinal force transmission.

[0083] For details, see Figure 7The bottom end of the side plate of the side wall 40 is overlapped and fixed with the outer wall surface of the longitudinal beam 11, the bottom end of the frame of the side wall 40 is abutted and fixedly connected with the top wall of the longitudinal beam 11, a water guide plate 17 is fixedly connected to the top wall of the longitudinal beam 11, the water guide plate 17 is sealedly connected to the inner wall of the side plate of the side wall 40, and a water retaining support beam 15 is also provided on the top wall of the longitudinal beam 11. The water retaining support beam 15 is used to support the vehicle body floor together with the floor support beam 14. A water guide groove 171 is formed between the water retaining support beam 15 and the side plate of the side wall 40, and the water guide groove 171 is used to receive condensed water dripping from the roof 50 and the side wall 40 or water entering the vehicle body due to damage.

[0084] It should be understood that by providing the water guide plate 17, it is possible to prevent condensed water left on the side wall 40 or water damaged by the vehicle body from contacting the weld between the side plate and the longitudinal beam 11, thereby preventing weld corrosion. At the same time, the water retaining support beam 15 provided on the longitudinal beam 11 has the functions of both retaining water and supporting the vehicle body floor, which can prevent condensed water from flowing to the corrugated plate 13, so that the water can be collected in the water guide groove 171 for discharge.

[0085] Specifically, in this embodiment, the corrugated plate 13 has two intermediate water baffles 16 spaced apart along the length direction of the vehicle body. The bottom of the intermediate water baffle 16 is a sawtooth shape suitable for being embedded in each corrugated groove of the corrugated plate 13, and the two ends are fixedly connected to the two longitudinal beams 11 respectively. The area between the two intermediate water baffles 16 is a passenger drop-off area. There is a toilet area between one intermediate water baffle 16 and the first end wall 20, and between the other intermediate water baffle 16 and the second end wall 30. The intermediate water baffle 16 is used to block the silt water in the toilet area from flowing to the passenger drop-off area; a drainage groove 18 is provided on the chassis 10 between the side door pedal 42 and the longitudinal beam 11. The drainage groove 18 is located in the area directly below the side door in both the open and closed states, and is used to receive water dripping from the side door; wherein, at least one drainage hole is provided on the corrugated plate 13 in the passenger drop-off area, at the bottom of the water guide groove 171, and at the bottom of the drainage groove 18, and each drainage hole is provided with a drainage cover 19.

[0086] It should be understood that usually the first and second ends of the vehicle body have areas for arranging toilets, and silt water is prone to appear on the ground in these areas. In order to prevent silt water from flowing into the passenger drop-off area, an intermediate water retaining plate 16 is provided on the corrugated plate 13. The intermediate water retaining plate 16 is used to seal the various corrugated grooves of the corrugated plate 13, thereby preventing the corrugated plate 13 in the passenger drop-off area from being corroded due to long-term contact with water.

[0087] like Figure 8As shown, when the side door is wetted in rainy and snowy weather, rainwater will drip downwards. Here, a drainage ditch 18 is provided under the side door, so that rainwater dripping from the side door when it is closed, open, and during the switching process can fall into the drainage ditch 18, thereby avoiding flowing onto the vehicle body floor; of course, water will inevitably be generated in the drop-off area, such as water spilled by passengers, sanitary cleaning water, etc., so the drop-off area also has drainage requirements. Based on this, drainage holes with drainage covers 19 installed are provided in the drop-off area, on the bottom of the water guide ditch 171, and on the bottom of the drainage ditch 18 to discharge water outwards from the bottom of the vehicle body, thereby avoiding corrosion of various parts of the vehicle body due to water accumulation.

[0088] Optionally, the structure of the drainage cover 19 in this embodiment is as follows: Fig. 9 As shown, the drainage cover 19 includes a bottom plate 191 and a plurality of fin plates 192; a through hole 1911 is provided at the center of the bottom plate 191, and spikes 1912 are spaced apart along the circumference of the bottom plate 191; a plurality of fin plates 192 are spaced apart along the circumference of the bottom plate 191, the lower end of the fin plate 192 is fixedly connected to the edge of the bottom plate 191, and the other end extends upward and is bent into an L shape, and the bent ends of each fin plate 192 are overlapped and fixed on the peripheral wall surface of the drainage hole; wherein the lower end of each fin plate 192 passes through the drainage hole and extends to the bottom of the base frame 10, and a gap suitable for ventilation is formed between adjacent fin plates 192.

[0089] The drain cover 19 is inserted in the drain hole, and the bottom end, i.e., the bottom plate 191, extends below the chassis 10. When the vehicle is moving, wind blows through the gaps between the fins 192, thereby forming a negative pressure below the drain hole, which can promote the rapid discharge of water inside the vehicle body. Due to the tension of the water, a tension film is easily formed on the bottom plate 191 and in the ventilation gaps between the fins 192, which affects the water falling from the bottom plate 191. Therefore, spikes 1912 are provided on the edge of the bottom plate 191, and the water tension film can be punctured by the spikes 1912, thereby ensuring that the water flows smoothly from the drain cover 19, thereby improving the drainage efficiency. In addition, when mud blockage occurs in the drain cover 19, the unblocking tool can be directly inserted into the gap between the fins 192 to clear the blockage, thereby improving the convenience of maintenance.

[0090] For some examples, see Figures 10 to 12 The first end wall 20 is a curved structure that gradually shrinks in the length direction of the vehicle body. The first end wall 20 has a first concave space 201 below the end door, and the second end wall 20 is provided with a second concave space 202 on both sides of the end door; wherein, the first concave space 201 is used to arrange the connector, and the second concave space 202 is provided with a wedge-shaped buffer surface 203; the width of the second end wall 30 is smaller than the outer wall distance of the two side walls 40, and two wedge-shaped buffer structures 301 are provided on the second end wall 30, and the wedge surfaces of the two wedge-shaped buffer structures 301 are respectively aligned with the wedge-shaped buffer surfaces 203 in the two second concave spaces 202 in the length direction of the vehicle body.

[0091] By providing the first concave space 201 to accommodate the connector, the connection distance between the vehicle bodies can be shortened. At the same time, the first end wall 20 adopts an inward curved surface structure and the second end wall 30 adopts an inward structure narrower than the width of the vehicle body (the distance between the two side walls 40), which helps to increase the bending amount between the two connected vehicle bodies, thereby improving the small curve passing performance of the vehicle; when the vehicle is braking, the longitudinal traction force between the vehicle bodies is converted into a longitudinal extrusion force. At this time, the wedge surfaces of the two wedge-shaped buffer structural members 301 collide with the wedge-shaped buffer surface 203 of the second concave space 202, thereby achieving buffering of the longitudinal extrusion force, avoiding rigid collision between vehicle bodies, and improving the ride comfort during vehicle driving.

[0092] Based on the same inventive concept, Figures 1 to 12 It is understood that an embodiment of the present application also provides a rail vehicle, including the above-mentioned vehicle body structure.

[0093] The rail vehicle provided in the embodiment of the present invention adopts the above-mentioned car body structure, and can compensate for the shape and position tolerances between the components to be connected through various transition compensation parts during assembly, thereby reducing the requirements for the individual processing and assembly accuracy of each component, which is beneficial to reducing the difficulty of whole vehicle assembly of the car body and the cost of individual processing and assembly of each component, and improving the assembly efficiency of the whole vehicle.

[0094] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. A vehicle body structure, characterized in that: include: chassis; Two end walls are respectively connected to the two ends of the base frame to form a first end wall and a second end wall; Two side walls are respectively connected to two sides of the base frame, and both ends of the side walls are connected to side door frames, and the side door frames are fixedly connected to the base frame; The roof has two ends connected to the two end walls respectively, and two sides connected to the two side walls respectively; Wherein, the first end wall is connected to one end of the roof through a first transition compensating member, the second end wall is connected to the other end of the roof through a second transition compensating member, the end wall is connected to the side door frames at the same end of the two side walls through a third transition compensating member, and the side wall is connected to the side door frames at its end through a fourth transition compensating member; the first transition compensating member includes: A first curved beam, fixedly connected to an inner wall of one end of the roof, and at least partially extending out of one end of the roof to form a first compensation connection surface; A first support beam, fixedly connected to a side wall of the frame of the first end wall facing the second end wall; A plurality of first connecting beams are distributed in a contoured manner along the width direction of the roof, one end of the first connecting beam is fixedly connected to the first curved beam, and the other end is fixedly connected to the first supporting beam; A first compensation connection plate, one end of which is overlapped on the first support beam and fixed to the first end wall by a continuous fusion welding seam, and the other end of which is overlapped on the first compensation connection surface and fixed to the top plate of the roof by a continuous fusion welding seam, and the lower plate surface of the first compensation connection plate is fixed to each of the first connection beams by fusion plug welding; Wherein, the overlapping area between the first compensating connecting plate and the first compensating connecting surface is used to compensate for the shape and position tolerance between the first end wall and the roof.

2. The vehicle body structure according to claim 1, characterized in that: The two ends of the top plate of the vehicle roof are overlapped on the two end walls and fixed by continuous welding of fusion welding; The second transition compensation member comprises: A second support beam is fixedly connected to a frame side wall of the second end wall facing the first end wall and has a second compensation connection surface extending toward the second end wall; A second curved beam is fixedly connected to the inner wall of the second end of the roof and overlapped and fixed on the second compensation connection surface, and the second curved beam is fixed to the second compensation connection surface by melt plug welding; A limit plate, fixedly connected to the second compensation connection surface, located between the second curved beam and the second end wall, and horizontally abutting against the overlapped end of the second curved beam; Wherein, the second curved beam has a vertical limiting surface, and a compensation gap is provided between the vertical limiting surface and the end surface of the second compensation connecting surface facing the first end wall, and the compensation gap is used to compensate for the shape and position tolerance between the second end wall and the roof.

3. The vehicle body structure according to claim 1, characterized in that: The third transition compensation member comprises: Two supporting angle beams are arranged opposite to each other and are respectively fixedly connected to the end wall and the opposite side walls of the side door frame; A plurality of third connecting beams are spaced apart from each other, and two ends of the third connecting beams are respectively fixedly connected to the two supporting angle beams; A third compensation connecting plate, one end of which is overlapped and fixed on one of the supporting angle beams and is fixed to the end wall by a continuous fusion welding seam, and the other end of which is overlapped and fixed on another supporting angle beam and is fixed to the side door frame by a continuous fusion welding seam, and the lower plate surface of the third compensation connecting plate is fixed to each of the third connecting beams by fusion plug welding; Wherein, the overlapping area between the third compensating connecting plate and at least one of the supporting angle beams is used to compensate for the shape and position tolerance between the end wall and the side door frame.

4. The vehicle body structure according to claim 1, characterized in that: The fourth transition compensation member comprises: a fourth support beam, fixedly connected to the side wall of the side door frame facing the side wall, and having a fourth compensation connection surface flush with the side wall of the side door frame facing the outside of the vehicle body; A plurality of fourth connecting beams, spaced apart from each other in the upper and lower parts, one end of each fourth connecting beam being fixedly connected to the frame of the side wall, the other end of each fourth connecting beam extending out of the end of the side plate of the side wall toward the side door frame and fixedly connected to the fourth supporting beam, the fourth connecting beam being fixedly welded to the inner wall of the side plate of the side wall by continuous fusion welding; A fourth compensation connecting plate, one end of which is overlapped on the fourth compensation connecting surface and fixed to the end of the side plate of the side wall by a fusion welding continuous weld, and the other end of which is overlapped on the side wall of the side door frame facing the outside of the vehicle body and fixed by a fusion welding continuous weld; Wherein, the overlapping area between the fourth compensating connecting plate and the fourth compensating connecting surface is used to compensate for the shape and position tolerance between the side wall and the side door frame.

5. The vehicle body structure according to claim 1, characterized in that: The base frame comprises: two longitudinal beams; A plurality of cross beams are spaced apart along the length direction of the vehicle body, and both ends of the cross beams are fixedly connected to the two longitudinal beams respectively; Corrugated plates are laid on each of the horizontal beams, and the edges on both sides are overlapped and fixed on the two longitudinal beams respectively, and floor support beams are distributed on the corrugated plates; Among them, the bottom end of the side panel of the side wall is overlapped and fixed with the outer wall surface of the longitudinal beam, the bottom end of the frame of the side wall is abutted and fixedly connected with the top wall of the longitudinal beam, a water guide plate is fixedly connected to the top wall of the longitudinal beam, and the water guide plate is sealed to the inner wall of the side panel of the side wall. A water retaining support beam is also provided on the top wall of the longitudinal beam, and the water retaining support beam is used to support the vehicle floor together with the floor support beam, and a water guide groove is formed between the water retaining support beam and the side panel of the side wall, and the water guide groove is used to receive condensed water dripping on the roof and the side wall.

6. The vehicle body structure according to claim 5, characterized in that: The corrugated plate is provided with two intermediate water retaining plates spaced apart along the length direction of the vehicle body, the bottom of the intermediate water retaining plate is a sawtooth shape suitable for being embedded in each corrugated groove of the corrugated plate, and the two ends are respectively fixedly connected to the two longitudinal beams, and the area between the two intermediate water retaining plates is a passenger drop-off area, and there is a toilet area between one of the intermediate water retaining plates and the first end wall, and between the other intermediate water retaining plate and the second end wall, and the intermediate water retaining plates are used to prevent the silt water in the toilet area from flowing into the passenger drop-off area; A drainage groove is provided on the chassis between the side door pedal and the longitudinal beam, and the drainage groove is located in the area directly below the side door in both the open and closed states, and is used to receive water dripping from the side door; Among them, at least one drainage hole penetrating downward through the base frame is provided on the corrugated plate in the passenger drop-off area, at the bottom of the water guide groove, and at the bottom of the drainage groove, and each drainage hole is provided with a drainage cover.

7. The vehicle body structure according to claim 6, characterized in that: The drainage cover comprises: The bottom plate has a through hole in the center and spikes spaced at intervals along the circumferential edge; A plurality of fin plates are distributed at intervals along the circumference of the bottom plate, the lower end of the fin plate is fixedly connected to the edge of the bottom plate, and the other end extends upward and is bent into an L shape, and the bent ends of each fin plate are overlapped and fixed on the peripheral wall surface of the drainage hole; The lower end of each fin plate extends through the drainage hole to the bottom of the base frame, and a gap suitable for ventilation is formed between adjacent fin plates.

8. The vehicle body structure according to any one of claims 1 to 7, characterized in that: The first end wall is a gradually shrinking curved surface structure in the length direction of the vehicle body, the first end wall has a first concave space below the end door, and the first end wall is provided with a second concave space on both sides of the end door; wherein the first concave space is used to arrange the connector, and the second concave space is provided with a wedge-shaped buffer surface; The width of the second end wall is smaller than the distance between the outer wall surfaces of the two side walls, and two wedge-shaped buffer structures are provided on the second end wall, and the wedge surfaces of the two wedge-shaped buffer structures are respectively aligned with the wedge-shaped buffer surfaces in the two second concave spaces in the length direction of the vehicle body.

9. A rail vehicle, characterized in that: Comprising a vehicle body structure as described in any one of claims 1-8.

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