An integrated centralized air duct for subway trains

Abstract

The present invention discloses a centralized integrated air duct for a subway train, belonging to the technical field of subway trains. It includes a vertical and horizontal beam installation skeleton, a static pressure air duct assembly, and an air duct diversion assembly. The vertical and horizontal beam installation skeleton is provided with a plurality of top connection seats on its upper part. The static pressure air duct assemblies are arranged on both sides of the vertical and horizontal beam installation skeleton. An air duct diversion assembly is arranged between the two static pressure air duct assemblies. The air duct diversion assembly is arranged in the middle of the vertical and horizontal beam installation skeleton. The vertical and horizontal beam installation skeleton, the static pressure air duct assembly, and the air duct diversion assembly are integrated into an integrated structure, changing the traditional installation sequence of the air duct, the skeleton, and the ceiling in turn. The integrated middle top is integrally assembled, greatly reducing the installation process. The static pressure air duct assembly is installed in a modular and divided area manner, and the docking method is faster and more convenient.

Description

Technical Field

[0001] The present invention belongs to the technical field of subway trains, and specifically relates to a centralized integrated air duct for subway trains. Background Art

[0002] The air duct system of subway trains plays a key role in improving passenger comfort and the air quality inside the carriages. By effectively guiding and distributing air, the air duct ensures a suitable temperature and smooth air circulation inside the carriages, thereby optimizing the passenger experience. In addition, the air duct design also affects the energy efficiency and operating noise of the train. Therefore, an efficient and reliable air duct system is crucial for modern subway trains. The standardized structure design of the subway better meets the standardized design of the subway interior, and at the same time, the interior decoration is lightweight.

[0003] However, the installation method of traditional air ducts has significant deficiencies. Usually, the air duct, the skeleton, and the ceiling need to be installed in sequence, resulting in cumbersome processes, long and complex installation times, increased labor costs, and making the maintenance and repair processes more difficult. Since traditional air ducts often need to be disassembled as a whole for maintenance, the advantages of the overall train structure cannot be effectively utilized, leading to low overall maintenance efficiency. Summary of the Invention

[0004] The purpose of the present invention is to provide a centralized integrated air duct for subway trains to solve the problems raised in the above-mentioned prior art.

[0005] Provide a centralized integrated air duct for subway trains, including:

[0006] A vertical and horizontal beam installation skeleton, with several top connection seats arranged on the upper part of the vertical and horizontal beam installation skeleton;

[0007] A static pressure air duct assembly, which is arranged on both sides of the vertical and horizontal beam installation skeleton;

[0008] An air duct diversion assembly, with an air duct diversion assembly arranged between the two static pressure air duct assemblies, and the air duct diversion assembly is arranged in the middle of the vertical and horizontal beam installation skeleton.

[0009] As a further embodiment of the present invention: The vertical and horizontal beam installation skeleton is connected to the vehicle body top cover plate through the top connection seats, and the lower part of the vertical and horizontal beam installation skeleton is connected to the middle top plate. The lower part of the vertical and horizontal beam installation skeleton is connected to the vehicle body middle top plate. By connecting the crossbeam installation skeleton to the vehicle body top cover plate through the top connection seats and connecting the lower part of the vertical and horizontal beam installation skeleton to the vehicle body middle top plate, this connection method ensures the stability and integrity of the crossbeam, can effectively bear the weight of the air duct and the air flow pressure, uses welding technology to reduce the processes of fastener connection, simplifies the installation process, reduces labor and time costs, and at the same time, reduces the overall weight of the vertical and horizontal beam installation skeleton, achieving lightweight design.

[0010] As a further embodiment of the present invention: The static pressure air duct assembly includes a plurality of air duct connection boxes, and the plurality of air duct connection boxes are snap-connected end to end. The modular design enables each air duct connection box to be independently produced and maintained, facilitating assembly and replacement. In the design of the air duct connection box, lightweight materials and structural optimization are adopted to reduce the overall weight of the air duct. The lightweight design reduces the burden on the vehicle body structure, helps improve the overall energy efficiency and operating performance of the train. At the same time, the lightweight air duct assembly also makes the transportation and installation processes more convenient. The quick and seamless docking method reduces the installation time and procedures, lowers the labor cost, and improves the overall efficiency of the production and assembly of the entire centralized integrated air duct.

[0011] As a further embodiment of the present invention: Concave clamping strips and convex clamping strips are respectively arranged on both sides of the upper part of each air duct connection box. The adjacent two air duct connection boxes are snap-connected end to end through the concave clamping strips and the convex clamping strips. The concave and convex design can effectively prevent air leakage, improve the static pressure performance of the overall air flow, and ensure the smooth flow of air in the air duct. The snap-connection method simplifies the installation process. The operator only needs to align the clamping strips for insertion without using additional tools or fasteners, significantly improving the assembly efficiency.

[0012] As a further embodiment of the present invention: Static pressure partitions are arranged inside the plurality of air duct connection boxes. The static pressure partitions help to separate the internal space of the air duct, evenly distribute the air flow, and reduce the static pressure difference caused by uneven air flow, thereby ensuring that the air flows at a stable speed throughout the air duct.

[0013] As a further embodiment of the present invention: Air outlet grilles are arranged on both sides of the lower part of the longitudinal and cross beam installation skeletons. The air outlet grilles are located on both sides of the lower part of the longitudinal and cross beam installation skeletons, which can evenly guide the air to be discharged from the inside of the air duct. This layout ensures the even distribution of the air flow inside the carriage, effectively improving the air quality and passenger comfort inside the vehicle. The design of the air outlet grilles can reduce the air flow resistance, ensure that no eddy or turbulent flow phenomenon occurs when the air flows through the air duct system, thereby improving the air flow efficiency and reducing the operating noise at the same time. The detachable design of the air outlet grilles makes the maintenance of the air duct system more convenient. When it is necessary to repair or clean the air duct, only the air outlet grilles need to be removed, and the internal air duct can be directly accessed without disassembling most of the structure, significantly improving the maintenance efficiency.

[0014] As a further embodiment of the present invention: The air duct diversion assembly includes a plurality of air duct partitions and a plurality of diversion plates. The plurality of air duct partitions are uniformly arranged above the longitudinal and cross beam installation skeletons along the length direction, and the plurality of diversion plates are uniformly arranged above the longitudinal and cross beam installation skeletons along the length direction. The arrangement of the air duct partitions and the diversion plates helps to evenly distribute the air flow, reduce dead corners, ensure smooth air flow in the air duct, improve the static pressure efficiency. The diversion plate is formed by welding two semi-circular plates, and the semi-circular arc is between 30° and 60°, which can effectively guide the air flow without generating excessive resistance. If the arc is too small, the air flow may not be smooth, and if it is too large, it may cause air flow separation. The layout of the partitions and the diversion plates enhances the stability of the overall structure, ensuring that it is not easily deformed under the air flow pressure and maintaining the performance of the air duct.

[0015] As a further embodiment of the present invention: Air duct sealing cotton plates are provided on the upper parts of the plurality of air duct partitions. The setting of the air duct sealing cotton plates can effectively prevent air leakage, enhance the airtightness of the air duct, thereby improving the overall static pressure performance, ensuring that air can flow more effectively in the air duct. The air duct sealing cotton plates have good sound absorption characteristics, which can effectively reduce the noise generated when the air flow passes through the air duct, improving the comfort of passengers. The design of the air duct sealing cotton plates makes them easy to disassemble and replace, facilitating later maintenance and ensuring the long-term effective operation of the air duct system.

[0016] As a further embodiment of the present invention: End sealing plates are provided on both end faces of the static pressure air duct assembly. The end sealing plates close the openings on both sides of the static pressure air duct assembly, preventing air leakage at the end of the air duct and ensuring that the air flows in the designed path in the air duct. This design effectively improves the efficiency of the air flow, reduces energy loss. The end sealing plates enhance the airtightness of the air duct assembly, ensuring that the air pressure in the air duct can be maintained stable and will not cause performance degradation due to poor sealing at the end of the air duct, ensuring the overall stability and effectiveness of the air duct system.

[0017] As a further embodiment of the present invention: A subway train includes a car body top cover plate and a centralized integrated air duct provided above the car body top cover plate, and the centralized integrated air duct is specifically the centralized integrated air duct described in any one of the above.

[0018] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0019] 1. Through the design of this application, by concentrating the static pressure air duct assembly in the middle top position, modular sub-region installation is achieved, enabling each module to be independently installed, maintained, and replaced, improving the flexibility of the system. Using the butt joint method of concave-convex flanges simplifies the connection process, reduces the installation time and complexity. The fast and convenient butt joint method enables multiple modules to be quickly assembled, improving the production efficiency.

[0020] 2. Integrate the longitudinal and transverse beam installation skeleton, static pressure air duct assembly, and air duct diversion assembly into an integrated structure, change the traditional installation sequence of the air duct, skeleton, and ceiling in turn, adopt integrated mid-top overall assembly, greatly reduce the installation process, install the static pressure air duct assembly in a modular and zoned manner, and use concave-convex flanges for docking of each module of the static pressure air duct assembly. The docking method is faster and more convenient. The centralized mid-top is installed in a modular and zoned manner through the handrail position, and the air duct concave-convex flanges are used for docking, which is faster and more convenient. The longitudinal and transverse beam small beam skeletons are connected by bolts, and the end connection strength is higher, which can simplify the installation process, improve the flexibility and maintenance convenience of the system, and thus improve the operation efficiency of the subway train. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] In order to more clearly illustrate the technical solutions in the embodiments of the present drawings or the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, the following drawings are only some embodiments of the present drawings. For those of ordinary skill in the art, without creative efforts, other drawings can be obtained based on the structures shown in these drawings.

[0022] Figure 1 Schematic diagram of the overall structure of the present invention;

[0023] Figure 2 Top view schematic diagram of the overall structure provided by the present invention;

[0024] Figure 3 Side view structure schematic diagram provided by the embodiment of the present invention;

[0025] Figure 4 Schematic diagram of the air duct diversion assembly structure provided by the embodiment of the present invention;

[0026] Figure 5 Cross-sectional structure schematic diagram of the static pressure air duct assembly provided by the embodiment of the present invention;

[0027] Figure 6 Schematic diagram of the test position provided by the embodiment of the present invention.

[0028] In the figure: 1. Longitudinal and transverse beam installation skeleton; 101. Top connection seat; 102. Air outlet grille; 2. Static pressure air duct assembly; 201. Air duct connection box; 2011. Concave strip; 2012. Convex strip; 2013. Static pressure partition; 3. Air duct diversion assembly; 301. Air duct partition; 302. Deflector; 303. Air duct sealing cotton board; 4. End sealing plate; 5. Car body top cover plate; 6. Car body middle top plate. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0029] In order to make the objectives, technical solutions and advantages of the present application more clearly understood, the present application will be described and explained 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 application and are not used to limit the present application. Based on the embodiments provided in the present application, all other embodiments obtained by those of ordinary skill in the art without making creative efforts belong to the scope of protection of the present application.

[0030] Obviously, the accompanying drawings in the following description are only some examples or embodiments of the present application. For those of ordinary skill in the art, without making creative efforts, the present application can also be applied to other similar scenarios based on these drawings. In addition, it can also be understood that although the efforts made in such a development process may be complex and lengthy, for those of ordinary skill in the art related to the content disclosed in the present application, some design, manufacturing or production changes based on the technical content disclosed in the present application are only conventional technical means and should not be understood as the content disclosed in the present application being insufficient.

[0031] However, there will be cases where unnecessary detailed descriptions are omitted. For example, there are cases where detailed descriptions of well-known matters are omitted and repeated descriptions of actually identical structures are omitted. This is to avoid the following description from becoming unnecessarily lengthy and to facilitate the understanding of those skilled in the art. In addition, the accompanying drawings and the following description are provided for those skilled in the art to fully understand the present application and are not intended to limit the subject matter recited in the claims.

[0032] Please refer to Figure 1-6 As shown, a centralized integrated air duct for a subway train in an embodiment of the present invention includes a crossbeam installation skeleton 1, a static pressure air duct assembly 2, and an air duct diversion assembly 3. A plurality of top connection seats 101 are provided on the upper part of the crossbeam installation skeleton 1;

[0033] The static pressure air duct assembly 2 is arranged on both sides of the crossbeam installation skeleton 1. The static pressure air duct assembly 2 is responsible for balancing the air flow inside the vehicle to ensure that the air flows at a uniform speed. The static pressure air duct assembly 2 divides the entire air duct into multiple modular components by removing the bottom plate and the top plate, becoming two static pressure air duct assemblies 2 on the sides. Each modular component adopts a head-to-tail mutual clamping structure and is tightly sealed with a sealing strip to ensure seamless connection between the components, thereby reducing air flow loss and improving air flow efficiency;

[0034] The air duct diversion assembly 3 is arranged between the two static pressure air duct assemblies 2. The air duct diversion assembly 3 is arranged in the middle of the crossbeam installation skeleton 1. The air duct diversion assembly 3 is responsible for guiding and distributing the air flow to ensure that the air flow is evenly distributed in each area inside the vehicle. Its shape and layout are optimized to reduce air flow turbulence and resistance.

[0035] The longitudinal and cross beam installation skeleton 1, as the support structure of the entire air duct, has an optimized structure. The welding structure has higher strength than bolt connection, and reduces the fastening connection process and weight. The air duct beam and the cross beam are locked. The cross-section of the profile without the slider groove makes the longitudinal and cross beam profiles lighter. The weight of a single module is reduced from 67 kg to 48 kg. The longitudinal and cross beam installation skeleton 1 provides the necessary strength and stability. As the support structure of the entire air duct, the butt joint installation of the longitudinal and cross beam installation skeleton 1 adopts a welding structure, and the module butt joint adopts an L-shaped bracket bolt lock butt joint. Through welding and bolt connection, each beam body forms a solid framework to support other components and ensure the durability of the overall structure. Through welding and bolt connection, each beam body forms a solid framework to support other components and ensure the durability of the overall structure. The static pressure air duct assembly 2 is responsible for balancing the air flow in the vehicle and ensuring that the air flows at a uniform speed. The concave-convex flange butt joint is adopted in the design to ensure seamless connection between each component, thereby reducing air flow loss and improving air flow efficiency;

[0036] The air duct diversion assembly 3 is located between two static pressure air duct assemblies 2 and is responsible for guiding and distributing the air flow to ensure uniform distribution of the air flow in each area of the vehicle. Its shape and layout are optimized to reduce air flow turbulence and resistance. The integrated middle roof design integrates the air duct and the vehicle body structure, making the air flow channel smoother. By using the top cover and the middle roof plate as the upper and lower cover plates, redundant components in the traditional structure are reduced, and the weight and installation difficulty are lowered. By concentrating the static pressure air duct assembly 2 at the position of the middle roof, modular sub-region installation is achieved, enabling each module to be independently installed, maintained, and replaced, improving the flexibility of the system. The concave-convex flange butt joint method simplifies the connection process, reduces the installation time and complexity. The fast and convenient butt joint method enables rapid assembly of multiple modules, improving production efficiency;

[0037] Integrate the longitudinal and cross beam installation skeleton 1, the static pressure air duct assembly 2, and the air duct diversion assembly 3 into an integrated structure, changing the traditional installation sequence of the air duct, the skeleton, and the ceiling in turn. Adopt integrated middle roof overall assembly, and the installation process is greatly reduced. The static pressure air duct assembly 2 is installed in a modular sub-region manner. Each module of the static pressure air duct assembly 2 adopts a concave-convex flange butt joint, which is faster and more convenient. The centralized middle roof is installed in a modular sub-region manner through the armrest position, and the concave-convex flange of the air duct is used for butt joint, which is faster and more convenient. The longitudinal and cross beam small cross beam skeleton is bolt-connected, and the end connection strength is higher.

[0038] Specifically, in a specific embodiment, please refer to Figure 1, the longitudinal and crossbeam installation skeleton 1 is connected to the car body top cover plate 5 through the top connection seat 101, and the lower part of the longitudinal and crossbeam installation skeleton 1 is connected to the car body middle top plate 6. Connecting the longitudinal and crossbeam installation skeleton 1 to the car body top cover plate 5 through the top connection seat 101 and connecting the lower part of the longitudinal and crossbeam installation skeleton 1 to the car body middle top plate 6 ensure the stability and integrity of the longitudinal and crossbeam installation skeleton 1, and can effectively bear the weight and air flow pressure of the static pressure air duct assembly 2. The use of welding technology reduces the processes of fastener connection, simplifies the installation process, and reduces labor and time costs. At the same time, the overall weight of the longitudinal and crossbeam installation skeleton 1 is reduced, realizing lightweight design. The integrated middle top scheme makes the inspection and maintenance of the air duct more convenient and fast, and fewer cleaning parts are required during air duct maintenance.

[0039] In one embodiment, please refer to Figure 1 , Figure 4 and Figure 5 , the static pressure air duct assembly 2 is composed of multiple air duct connection boxes 201, which are clamped to each other at the head and tail. The modular design enables each air duct connection box 201 to be independently produced and maintained, facilitating assembly and replacement. In the design of the air duct connection box 201, lightweight materials and structural optimization are adopted to reduce the overall weight of the air duct. The lightweight design reduces the burden on the car body structure, helps improve the overall energy efficiency and operating performance of the train. At the same time, the lightweight air duct assembly also makes the transportation and installation processes more convenient. The fast and seamless docking method reduces the installation time and processes, reduces labor costs, and improves the overall efficiency of the production and assembly of the entire centralized integrated air duct. The air duct adopts an integrated structure and performs end self-sealing. Since the integrated middle top component has no upper cover plate and lower bottom plate, the end needs to form a sealed space with the car body and the ceiling. Rivet the end sealing plate to ensure the sealed space of the entire air duct and prevent the cold and warm air from leaking from the end.

[0040] In a specific embodiment, integrated middle top overall assembly is adopted, with fewer installation processes, lightweight structure, high interchangeability, and low usage cost. Removing the bottom plate and top plate makes the air duct more lightweight as a whole. The flange concave-convex seamless docking structure is adopted to ensure the docking strength, achieve the limit of the front, back, left, and right positions of the air duct, and the plug-in sealing performance is higher than that of plane docking.

[0041] In one embodiment, please refer to Figure 1 , Figure 4 and Figure 5, on each side of the upper part of the air duct connection box body 201, a concave clamping strip 2011 and a convex clamping strip 2012 are respectively arranged. The adjacent two air duct connection box bodies 201 are mutually clamped at the head and tail through the concave clamping strip 2011 and the convex clamping strip 2012. The concave and convex designs can effectively prevent air leakage, improve the static pressure performance of the overall air flow, ensure the smooth flow of air in the air duct, and the clamping method simplifies the installation process. The operator only needs to align the clamping strips for plugging, without using additional tools or fasteners, significantly improving the assembly efficiency.

[0042] In one embodiment, please refer to Figure 1 , Figure 4 and Figure 5 , static pressure partition plates 2013 are arranged inside several air duct connection box bodies 201. The static pressure partition plates 2013 help to separate the internal space of the air duct, evenly distribute the air flow, reduce the static pressure difference caused by uneven air flow, so as to ensure that the air flows at a stable speed throughout the air duct. The static pressure partition plates 2013 can guide the air flow along a predetermined path, reduce the turbulence and disorder of the air flow, thereby improving the air flow efficiency and reducing the noise. The static pressure partition plates 2013 can increase the overall structural strength of the air duct connection box body 201, prevent deformation caused by air flow pressure, and maintain the stability and integrity of the air duct. The static pressure partition plates 2013 help to improve the static pressure performance of the air duct, enabling the air duct to better maintain the required air flow pressure during operation. The static pressure partition plates 2013 can prevent dust and sundries from accumulating in the air duct, facilitating maintenance and cleaning, and ensuring the long-term efficient operation of the air duct.

[0043] In one embodiment, please refer to Figure 1 , Figure 2 and Figure 3 , air outlet grilles 102 are arranged on both sides of the lower part of the vertical and horizontal beam installation skeleton 1. The air outlet grilles 102 are located on both sides of the lower part of the vertical and horizontal beam installation skeleton 1, and can evenly guide the air to be discharged from the inside of the air duct. This layout ensures the uniform distribution of the air flow inside the carriage, effectively improving the air quality inside the vehicle and the comfort of passengers. The design of the air outlet grilles 102 can reduce the air flow resistance, ensure that no eddy current or turbulence phenomenon occurs when the air flows through the air duct system, thereby improving the air flow efficiency and reducing the operation noise at the same time. The detachable design of the air outlet grilles 102 makes the maintenance of the air duct system more convenient. When it is necessary to repair or clean the air duct, only the air outlet grilles 102 need to be removed, and the internal air duct can be directly accessed without disassembling most of the structure, significantly improving the maintenance efficiency.

[0044] Specifically, please refer to Figure 1 , Figure 3 and Figure 4, the air duct diversion assembly 3 includes several air duct partitions 301 and several diversion plates 302. The several air duct partitions 301 are evenly arranged above the longitudinal and transverse beam installation skeleton 1 along the length direction, and the several diversion plates 302 are evenly arranged above the longitudinal and transverse beam installation skeleton 1 along the length direction. The arrangement of the air duct partitions 301 and the diversion plates 302 helps to evenly distribute the air flow, reduce dead corners, ensure smooth air flow in the air duct, improve the static pressure efficiency. The diversion plate 302 is formed by welding two semi-circular plates, which can effectively guide the air flow without generating too much resistance. If the arc is too small, it may lead to unsmooth air flow, while if it is too large, it may cause air flow separation. The layout of the air duct partitions 301 and the diversion plates 302 enhances the stability of the overall structure, ensuring that it is not easily deformed under the air flow pressure and maintaining the performance of the air duct.

[0045] Further, please refer to Figure 1 , Figure 3 and Figure 4 , air duct sealing cotton plates 303 are arranged on the upper parts of the several air duct partitions 301. The arrangement of the air duct sealing cotton plates 303 can effectively prevent air leakage, enhance the air tightness of the air duct, thereby improving the overall static pressure performance and ensuring that air can flow more effectively in the air duct. The air duct sealing cotton plates 303 have good sound absorption characteristics, which can effectively reduce the noise generated when the air flow passes through the air duct and improve the comfort of passengers. The design of the air duct sealing cotton plates 303 makes them easy to disassemble and replace, facilitating later maintenance and ensuring the long-term effective operation of the air duct system.

[0046] Further, please refer to Figure 1 , Figure 3 and Figure 4 , end sealing plates 4 are arranged on both end faces of the static pressure air duct assembly 2. The end sealing plates 4 close the openings on both sides of the static pressure air duct assembly 2, preventing air leakage at the end of the air duct and ensuring that the air flows in the air duct along the designed path. This design effectively improves the efficiency of the air flow, reduces energy loss. The end sealing plates 4 enhance the air tightness of the air duct assembly, ensuring that the air pressure in the air duct can be maintained stable and will not cause performance degradation due to poor sealing at the end of the air duct, ensuring the overall stability and effectiveness of the air duct system.

[0047] Further, in the middle roof integration project, by integrating the vehicle body middle roof 6, the static pressure air duct assembly 2, the longitudinal and transverse beam installation skeleton 1 and the air outlet grille into a single module, the integrated assembly of the vehicle body top is completed, with higher overall assembly efficiency and lighter interior products. Through the air duct test and the vibration and shock test of the integrated module, it can be concluded that the roof as the air duct top cover and the middle roof as the air duct bottom plate are feasible, and all tests such as the overall air volume, uniformity and noise are qualified, and the welding strength of the longitudinal and transverse beam installation skeleton 1 is higher and the fatigue resistance is better.

[0048] In Tables 1 - 4, side A is in front of the centralized integrated air duct (as shown in Figure 1 ); side B is behind the centralized integrated air duct (as shown in Figure 1 ); side C is at the bottom of the centralized integrated air duct (as shown in Figure 3 ).

[0049] The present invention will be described in more detail below in combination with the experimental data of specific embodiments.

[0050] In the present embodiment, the centralized integrated air duct for subway trains includes the following designs:

[0051] 1. The middle roof plate 6 of the car body is welded by aluminum plates and profile skeletons; 2 - mm aluminum plates are used to reduce the overall weight of the middle roof plate 6 of the car body, and the overall structural strength is enhanced by the way of skeleton welding. The butt joint gap position of the middle roof plate is blocked by a joint strip, and the connection position of the middle roof plate 6 of the car body is bolt - connected to the upper longitudinal and transverse beam installation skeleton 1 and clamped to the side air outlet grille 102 by welding the middle roof plate clamping strip.

[0052] 2. The longitudinal and transverse beam installation skeleton 1 has an optimized cross - section to reduce the card slots, and is connected by welding. While achieving lightweight, the structural strength is increased. At the same time, at the butt joint position of the longitudinal and transverse beams, L - shaped brackets are bolt - connected to increase the butt joint strength.

[0053] 3. For the static pressure air duct assembly 2, the upper and lower cover plates are removed, and the top cover plate 5 and the middle roof plate 6 of the car body are used as the upper cover plate and the lower bottom plate of the air duct. At the same time, the air duct butt joint adopts the way of concave - convex flange butt joint to ensure seamless clamping at the air duct butt joint position.

[0054] 4. For the air outlet grille 102, at the position where the armrest rod installation is avoided, it is installed by means of grille clamping strips.

[0055] The technical solutions of the above - mentioned embodiments are tested, and the test results and data are as follows. Referring to the partial performance test methods and results of the foregoing embodiments:

[0056] Uniformity test of the centralized integrated air duct;

[0057] Test part: Half - section air duct of the TC car; Measuring instrument: Flow hood; Test condition: The top cover plate of the air duct is not added;

[0058] Wind speed unit: m / s; Air volume unit: m 3 / h; s represents the air volume;

[0059] Table 1 shows the test results of the air volume uniformity of the integrated middle - top air duct;

[0060]

[0061]

[0062] Noise test at 200 mm from the bottom of the centralized integrated air duct

[0063] Noise test:

[0064] Test location: On the A side is in front of the centralized integrated air duct; on the B side is behind the centralized integrated air duct

[0065] Noise unit: dB

[0066] Noise test:

[0067] Test location: 200 mm from the bottom of the centralized integrated air duct (half-section air duct of the TC car)

[0068] Measuring instrument: Handheld noise meter; Test condition: The air duct has no top cover plate; P represents noise (dB)

[0069] Table 2 shows the noise test results at 200 mm from the bottom of the centralized integrated air duct (half-section air duct of the TC car)

[0070]

[0071]

[0072] Noise test at 500 mm from the bottom of the centralized integrated air duct

[0073] Test location: On the A side is in front of the centralized integrated air duct; on the B side is behind the centralized integrated air duct

[0074] Noise unit: dB

[0075] Noise test:

[0076] Test location: 500 mm from the bottom of the centralized integrated air duct (half-section air duct of the TC car)

[0077] Measuring instrument: Handheld noise meter; Test condition: The air duct has no top cover plate; P represents noise (dB)

[0078] Table 3 shows the noise test results at 500 mm from the bottom of the centralized integrated air duct (half-section air duct of the TC car)

[0079]

[0080]

[0081] Resistance test of the centralized integrated air duct:

[0082] Test location: 1. At the connection of the air duct and the air conditioner (area D in the figure); 2. At the air outlet of the air duct (area E in the figure)

[0083] Resistance unit: dB

[0084] Drag test:

[0085] Test location: 200 mm from the bottom of the centralized integrated air duct (half-section air duct of TC car);

[0086] Measuring instrument: YJB-2500 compensated micro-manometer; Test condition: The top cover plate of the air duct is not added; P represents noise (dB);

[0087] Test location 1 is Figure 6 Region D in the middle; Test location 2 is Figure 6 Region E in the middle;

[0088] Test location 3 is Figure 6 Region F in the middle; Test location 3 is Figure 6 Region G in the middle.

[0089] Table 4 shows the resistance test results of the integrated middle-top air duct;

[0090]

[0091] This integrated middle-top air duct test meets the requirements of air volume uniformity, air duct resistance, airtightness and noise of the integrated middle-top specified in the test outline. Overall qualified

[0092] 1. The research on integrated middle-top realizes the centralized direction: The installation skeleton 1 of the longitudinal and transverse beams, the static pressure air duct assembly 2, the middle roof plate 6 of the car body, and the air outlet grille 102 are integrated into an integrated structure, breaking the traditional installation sequence of the air duct, the skeleton and the ceiling in turn, and adopting the overall assembly of the integrated middle-top, greatly reducing the installation process.

[0093] 2. The research on integrated middle-top realizes the modular direction: The centralized middle-top is modularly installed in different regions through the armrest position, and the concave-convex flanges of the air duct are docked, and the docking method is faster and more convenient. The small cross-beam skeletons of the longitudinal and transverse beams are bolt-connected, and the end connection strength is higher.

[0094] 3. The research on integrated middle-top realizes the lightweight direction: By welding the installation skeleton 1 of the longitudinal and transverse beams and optimizing the section of the profile, and optimizing the upper and lower cover plates of the air duct to achieve weight reduction. The installation skeleton 1 of the longitudinal and transverse beams is welded, removing redundant bolt fasteners to lighten the weight, and the static pressure air duct assembly 2 adopts the structure of using the car body top cover plate 5 as the top plate and the car body top cover plate 5 as the bottom plate.

[0095] 4. The research on integrated middle-top realizes the development direction of low cost and high efficiency. By lightening the weight of the integrated structure, the weight is reduced by 33.3%, and the production cost is reduced by 40%. While realizing quick assembly, the production cost is greatly reduced.

[0096] 5. The integrated central roof research has met the requirements of the central roof integrated procurement technical specification, and the tests have passed all the provisions of the central roof integrated test outline. The overall external dimensions and performance tests are all qualified, indicating that this research plan is feasible.

[0097] Specific reference standards and reference documents for the tests of this invention;

[0098] 7.1. EN 15085 "Railway applications - Welding of railway rolling stock and railway rolling stock components"

[0099] 7.2. EN 45545-2-2020 "Railway applications - Fire protection of railway vehicles - Part 2: Fire performance requirements for materials and components"

[0100] 7.3. TB / T 3139-2021 "Limit of harmful substances in non-metallic materials and indoor air for locomotives and rolling stock"

[0101] 7.4. QTXQ2-003-2015 "Prohibited substances for rail transit products"

[0102] 7.5. GB / T 21563-2018 "Shock and vibration tests for railway rolling stock equipment"

[0103] 7.6. ISO 3381-2005 Acoustics "Measurement of interior noise in railway rolling stock"

[0104] 7.7. DIN 6701-1-2004 "Adhesion of railway vehicles and railway vehicle fittings"

[0105] 7.8. EN 755-1 "Extruded rods, tubes and profiles of aluminium and aluminium alloys - Inspection and delivery conditions"

[0106] 7.9. EN 755-2 "Extruded rods / bars, tubes and profiles of aluminium and aluminium alloys - Mechanical properties"

[0107] 7.10. EN 755-9 "Extruded rods, tubes and profiles of aluminium and aluminium alloys - Tolerances on dimensions and form of profiles"

[0108] 7.11. EN 573-3 "Aluminium and aluminium alloys - Chemical composition and form of wrought products"

[0109] 7.12. TB / T 3246.2 "Design criteria for locomotives, rolling stock and their parts - Bolted connections - Part 2"

[0110] 7.13. ISO 2768-mK "Geometric product specifications (GPS) - General tolerances - Tolerances for form for features without individual tolerance indications"

[0111] It should be noted that this application is not limited to the above-mentioned embodiments. The above-mentioned embodiments are only examples, and embodiments with the same structure and the same effect as the technical idea within the scope of the technical solution of this application are all included in the technical scope of this application. In addition, within the scope of not departing from the gist of this application, various modifications that can be conceived by those skilled in the art to the embodiments, and other ways constructed by combining some of the constituent elements in the embodiments are also included in the scope of this application.

Claims

1. An integrated centralized air duct for a subway train, characterized in that Comprising: A longitudinal and transverse beam installation framework (1), with a number of top connection seats (101) arranged on the upper part of the longitudinal and transverse beam installation framework (1); a static pressure air duct assembly (2), the static pressure air duct assembly (2) being arranged on both sides of the longitudinal and transverse beam installation framework (1); an air duct diversion assembly (3), an air duct diversion assembly (3) being arranged between the two static pressure air duct assemblies (2), the air duct diversion assembly (3) being arranged in the middle of the longitudinal and transverse beam installation framework (1); the longitudinal and transverse beam installation framework (1) is connected to the vehicle body top cover plate (5) through the top connection seats (101), and the lower part of the longitudinal and transverse beam installation framework (1) is connected to the vehicle body middle top plate (6); The static pressure air duct assembly (2) includes a number of air duct connection boxes (201), and the number of air duct connection boxes (201) are snap-connected to each other at the head and tail; The air duct diversion assembly (3) includes a number of air duct partitions (301) and a number of diversion plates (302), the number of air duct partitions (301) are uniformly arranged above the longitudinal and transverse beam installation framework (1) along the length direction, and the number of diversion plates (302) are uniformly arranged above the longitudinal and transverse beam installation framework (1) along the length direction.

2. The integrated centralized air duct for subway trains according to claim 1, characterized in that, On both sides of the upper part of each air duct connection box (201), a concave clamping strip (2011) and a convex clamping strip (2012) are respectively arranged, and the head and tail of adjacent two air duct connection boxes (201) are snap-connected to each other through the cooperation of the concave clamping strip (2011) and the convex clamping strip (2012).

3. The integrated centralized air duct for subway trains according to claim 2, characterized in that, A static pressure partition (2013) is arranged inside each of the number of air duct connection boxes (201).

4. The integrated centralized air duct for a subway train according to claim 1, wherein, Air outlet grilles (102) are arranged on both sides of the lower part of the longitudinal and transverse beam installation framework (1).

5. The integrated centralized air duct for subway trains according to claim 4, characterized in that, Air duct sealing cotton plates (303) are arranged on the upper parts of the number of air duct partitions (301).

6. The integrated centralized air duct for subway trains according to claim 1, characterized in that, End sealing plates (4) are arranged on both end faces of the static pressure air duct assembly (2).

7. A subway train, comprising a car body top cover plate (5) and a centralized integrated air duct arranged above the car body top cover plate (5), characterized in that, The centralized integrated air duct is specifically the centralized integrated air duct described in any one of claims 1 to 6.

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