Large-section drum-shaped vehicle body structure with high-low chassis

Abstract

The invention belongs to the technical field of rail transit, and discloses a large-section high-low underframe drum-shaped vehicle body structure which comprises an underframe, side walls and a ceiling, the underframe comprises a low underframe and a high underframe which are connected, the high underframe is higher than the low underframe, and a first step face is arranged between the high underframe and the low underframe; the side walls are vertically arranged on the two sides of the underframe in the width direction, the bottom contours of the side walls are matched with the contour of the underframe, the side walls gradually incline towards the inner side of the vehicle body from the middle to the two ends in the height direction of the side walls, and vehicle doors are arranged in the areas, corresponding to the lower underframe, of the side walls. The ceiling is connected to the tops of the side walls and comprises a flat-top area and an arch-shaped area which are connected, the top face of the flat-top area is lower than that of the arch-shaped area, and an air conditioner is installed above the flat-top area. The solidified limitation of the size of an existing vehicle body is broken through, accurate adaptation to a low-station line and a wide-station line can be achieved, and the application scene of the rail transit vehicle is expanded; the aerodynamic performance of a vehicle body is improved, and the running resistance of the vehicle is effectively reduced.

Description

Technical Field

[0001] This invention relates to the field of rail transit technology, and in particular to a large-section, high-low underframe drum-shaped car body structure. Background Technology

[0002] As the core load-bearing structure, the stainless steel car body of rail transit subway vehicles directly determines the vehicle's operational adaptability and overall performance through its dimensional parameters and structural design. Currently, mainstream domestic products are divided into Type A and Type B stainless steel car bodies according to national standards (such as GB / T7928). The key dimensions of both types have been simplified and standardized to match domestic conventional subway lines and infrastructure.

[0003] The Type A stainless steel car body is approximately 23.6m long, 3m wide, and 2.6m high. It adopts a straight-sloping, equal-section structure, with a constant-section underframe design. After the sleeper beam interface is matched with the bogie, the height of the upper surface of the floor fabric from the rail surface reaches 1130mm, which cannot meet the requirements of low platforms with a height of 725mm. The side walls are straight-sloping with equal sections, with 5 doors and 4 windows on one side. The ceiling has an air conditioning installation interface, and the air conditioner protrudes from the roof, resulting in poor aerodynamic performance and high vehicle running resistance. The Type B stainless steel car body is 19.5m long, 2.8m wide, and approximately 2.6m high. It also adopts a straight-sloping, equal-section structure. After the underframe is matched with the bogie, the height of the floor from the rail surface is 1100mm, which still cannot meet the requirements of low platforms. The side walls have 1 driver's cab door, 4 passenger cab doors, and 3 windows on one side. The ceiling air conditioning installation method and driver's cab head design are the same as the Type A car, exhibiting the same aerodynamic defects.

[0004] While the aforementioned Type A / B stainless steel car bodies meet the matching requirements of conventional domestic lines, their fixed dimensional parameters and uniform cross-sectional structural design make them unsuitable for special line scenarios such as wide platforms and low platforms, and also difficult to meet the usage requirements of differentiated lines abroad. Furthermore, both types generally suffer from poor aerodynamic performance and high running drag, limiting the applicability and overall operational efficiency of rail transit vehicles.

[0005] Therefore, there is an urgent need to propose a large-section, high-low underframe drum-shaped car body structure to solve the above problems. Summary of the Invention

[0006] The purpose of this invention is to solve or at least alleviate some or all of the aforementioned problems. Therefore, the purpose of this invention is to provide a large-section, high-low underframe drum-shaped car body structure to break through the limitations of existing fixed car body dimensions, achieve precise adaptation to low-platform and wide-platform lines, improve the aerodynamic performance of the car body, and reduce vehicle running resistance.

[0007] To achieve the above objectives, the present invention adopts the following technical solution:

[0008] A large-section, high-low underframe, drum-shaped car body structure, comprising:

[0009] The base frame includes a connected low base frame and a high base frame, wherein the height of the high base frame is greater than the height of the low base frame, and a first stepped surface is provided between the high base frame and the low base frame;

[0010] Side walls are erected on both sides of the chassis in the width direction. The bottom contour of the side walls is adapted to the contour of the chassis, and the side walls gradually slope towards the inside of the vehicle body from the middle to both ends along their height direction. The side walls are provided with doors in the area corresponding to the low chassis.

[0011] The ceiling, connected to the top of the side wall, includes a flat roof area and an arched area connected together. The top surface of the flat roof area is lower than the top surface of the arched area. An air conditioner is installed above the flat roof area.

[0012] In some alternative embodiments, a first transition step is provided at the connection between the high base frame and the low base frame.

[0013] In some alternative embodiments, the first transition step is recessed within the high base frame.

[0014] In some alternative embodiments, the low chassis is sandwiched between the high chassis along the length of the vehicle body.

[0015] In some optional embodiments, the underframe further includes a front underframe, which is connected to the high underframe at the front end of the vehicle body in the direction of travel, and the height of the front underframe is higher than that of the high underframe. The two are connected by a second stepped surface. The large-section high and low underframe drum-shaped vehicle body structure also includes a driver's cab frame, the bottom of which is connected to the front underframe.

[0016] In some optional embodiments, the rear side of the driver's cab frame is connected to the side wall and the roof, the height of the driver's cab frame gradually decreases along the vehicle's running direction, and the length of the driver's cab frame is L, the height is H, and the width is W, where L > H > W.

[0017] In some optional embodiments, the large-section high and low underframe drum-shaped vehicle body structure further includes at least two front end baffles, the upper ends of which are respectively connected to both sides of the front underframe along the width direction, and the lower ends are located below the front underframe for installing a obstacle remover.

[0018] In some alternative embodiments, the front end baffle is gradually inclined towards the inside of the vehicle body from top to bottom.

[0019] In some optional embodiments, the large-section high and low underframe drum-shaped car body structure further includes end walls, which are erected at the front end and / or rear end of the underframe along the car body running direction, and the end walls have through openings.

[0020] In some optional embodiments, the maximum width of the vehicle body structure cross-section is 3.2m to 3.5m, and / or,

[0021] The base frame is also covered with a floor, and the top surface of the floor on the low base frame is 700mm~750mm above the rail surface.

[0022] The beneficial effects of this invention are:

[0023] This invention provides a large-section, high-low underframe drum-shaped vehicle body structure, including a chassis, side walls, and a roof. The chassis includes a connected low chassis and a high chassis, with the height of the high chassis being greater than that of the low chassis. A first stepped surface exists between the high chassis and the low chassis. The side walls are erected on both sides of the chassis in the width direction. The bottom contour of the side walls matches the contour of the chassis, and the side walls gradually slope towards the inside of the vehicle body from the middle to both ends along their height direction, so that the cross-section of the vehicle body in the width direction has a drum-shaped structure. The side walls are provided with doors in the area corresponding to the low chassis.

[0024] The low underframe area is compatible with the height specifications of low platforms. The doors are located in the low underframe area, ensuring that the floor height of the carriage and the platform matches the passenger boarding and alighting area, guaranteeing convenient and barrier-free passage for passengers. The high underframe provides ample space for the installation of vehicle equipment; for example, bogies and couplers are installed at the bottom of the high underframe, thus improving structural functionality and layout rationality. This adapts to the height specifications of low platforms without affecting the installation requirements of vehicle equipment. The smooth connection of the first step surface ensures the structural integrity and stress balance of the connection between the high and low underframes, balancing functional compatibility and structural reliability.

[0025] The side walls are erected on both sides of the underframe width, with their bottom contours precisely fitting the underframe contours to ensure the sealing and stability of the car body structural connections and improve the strength of the car body structure. Simultaneously, the side walls gradually slope inwards from the center towards both ends along the height direction, creating a drum-shaped cross-section that effectively widens the maximum width of the car body. This minimizes the gap between the car body and wide platforms while preventing the lower part of the car body from scraping against surrounding track facilities (such as signaling and power supply equipment), making it suitable for wide-platform lines. Through the coordinated optimization of the underframe height zoning and the drum-shaped side wall design, the system precisely adapts to the operational requirements of both low and wide platforms.

[0026] The roof connects to the top of the side walls and includes a connected flat roof area and an arched area. The top surface of the flat roof area is lower than that of the arched area, and the area above the flat roof area is used to install air conditioners. The lower height of the flat roof area provides space for air conditioner installation, resulting in a smooth, streamlined roof shape after the air conditioner is installed. This effectively reduces air resistance during train operation and improves the aerodynamic performance of the train.

[0027] The aforementioned large-section, high-low underframe drum-shaped car body structure breaks through the existing limitations of fixed car body size, enabling precise adaptation to low-platform and wide-platform lines, meeting the size matching requirements of differentiated overseas lines, expanding the applicable scenarios of rail transit vehicles; improving the aerodynamic performance of the car body, and effectively reducing vehicle running resistance. Attached Figure Description

[0028] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments of the present invention will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the content of the embodiments of the present invention and these drawings without creative effort.

[0029] Figure 1 This is a schematic diagram of the large-section high and low underframe drum-shaped car body structure described in an embodiment of the present invention;

[0030] Figure 2 This is a schematic diagram of the structure of the base frame described in an embodiment of the present invention;

[0031] Figure 3 This is a cross-sectional view of the vehicle body in the low chassis area according to an embodiment of the present invention;

[0032] Figure 4 This is a cross-sectional view of the vehicle body in the high chassis area according to an embodiment of the present invention;

[0033] Figure 5 This is a schematic diagram of the front end baffle as described in an embodiment of the present invention;

[0034] Figure 6 This is a schematic diagram of the end wall structure according to an embodiment of the present invention.

[0035] In the picture:

[0036] 1. Base frame; 11. Low base frame; 12. High base frame; 13. First stepped surface; 14. First transition step; 15. Front base frame; 16. Second stepped surface; 17. Second transition step;

[0037] 2. Side wall; 21. Upper inclined section; 22. Lower inclined section; 3. Door;

[0038] 4. Ceiling; 41. Flat roof area; 42. Arched area;

[0039] 5. Driver's cab frame;

[0040] 6. Front baffle; 61. Obstacle clearer interface; 62. Opening and closing mechanism interface;

[0041] 7. End wall; 71. Through opening. Detailed Implementation

[0042] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar components or components having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain the present invention, and should not be construed as limiting the present invention.

[0043] In this invention, the terms "comprising," "including," "having," or any other variations thereof are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0044] In this invention, the term "and / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent three cases: A alone, A and B simultaneously, and B alone. Additionally, in this invention, the character " / " generally indicates that the preceding and following related objects have an "and / or" relationship.

[0045] In the description of this invention, unless otherwise explicitly specified and limited, the terms "connected," "linked," "fixed," "combined," "coupled," and "installed" should be interpreted broadly. For example, they can refer to a fixed connection or a detachable connection; a direct connection or an indirect connection via an intermediate medium; or the internal communication of two components or the interaction between two components. As examples, a direct connection refers to two parts or components being connected together without the need for an intermediate medium, while an indirect connection refers to two parts or components each being connected to at least one intermediate medium, with the connection achieved through the intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances. Furthermore, "connected" and "coupled" are not limited to physical or mechanical connections or couplings, but can also include electrical connections or couplings.

[0046] In this invention, those skilled in the art will understand that relative terms (e.g., “about,” “approximately,” “basically,” etc.) used in conjunction with quantities or conditions are to include the value and have the meaning indicated by the context. For example, such relative terms include at least the degree of error associated with the measurement of a particular value, tolerances associated with the particular value due to manufacturing, assembly, use, etc. Such terms should also be considered as disclosing a range defined by the absolute values ​​of the two endpoints. Relative terms may refer to a certain percentage (e.g., 1%, 5%, 10% or more) of the indicated value. Numerical values ​​not using relative terms should also be disclosed as specific values ​​with tolerances. Furthermore, “basically” when expressing relative angular relationships (e.g., substantially parallel, substantially perpendicular) may refer to a certain degree (e.g., 1 degree, 5 degrees, 10 degrees or more) added to or subtracted from the indicated angle.

[0047] In this invention, those skilled in the art will understand that the function performed by a component can be performed by one component, multiple components, one part, or multiple parts. Similarly, the function performed by a part can also be performed by one part, one component, or a combination of multiple parts.

[0048] In this invention, the terms "upper," "lower," "left," "right," "front," and "rear," etc., refer to the orientations or positional relationships shown in the accompanying drawings. They are used solely for ease of description and simplification of operation, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention. Furthermore, in the context, it should be understood that when an element is mentioned as being "upper" or "lower" than another element, it can be directly connected to the other element "upper" or "lower," or indirectly connected through an intermediate element. It should also be understood that directional terms such as "upper side," "lower side," "left side," "right side," "front side," and "rear side" not only represent positive orientation but can also be understood as lateral orientation. For example, "above," "on top of," "upper side of," and "above" the first feature "above" or "on the second feature" includes the first feature being directly above, to the upper left, to the upper right, to the upper front, and to the upper rear of the second feature, or simply indicating that the first feature is at a higher horizontal level than the second feature. The terms "below," "under," "below," and "below" for "first feature" and "second feature" include situations where the first feature is directly below, to the lower left, to the lower right, in front of, or behind the second feature, or simply indicate that the first feature is at a lower horizontal level than the second feature. Furthermore, the terms "first" and "second" are used merely for descriptive distinction and have no specific meaning.

[0049] like Figures 1-4As shown, this embodiment provides a large-section, high-low chassis drum-shaped vehicle body structure, including a chassis 1, side walls 2, and a roof 4. The chassis 1 includes a connected low chassis 11 and a high chassis 12. The height of the high chassis 12 is higher than that of the low chassis 11. A first stepped surface 13 is provided between the high chassis 12 and the low chassis 11. The side walls 2 are erected on both sides of the chassis 1 in the width direction. The bottom contour of the side walls 2 is adapted to the contour of the chassis 1. The side walls 2 gradually slope towards the inside of the vehicle body from the middle to both ends along their height direction, so that the cross-section of the vehicle body in the width direction is drum-shaped. The side walls 2 are provided with doors 3 in the area corresponding to the low chassis 11.

[0050] The low underframe 11 area is adapted to the height specifications of low platforms. Door 3 is located in the low underframe 11 area, ensuring that the height of the carriage floor in the boarding and alighting area matches the platform height, guaranteeing convenient and barrier-free passage for passengers. The high underframe 12 provides ample space for the installation of vehicle equipment. For example, bogies and coupler devices are installed at the bottom of the high underframe 12, thereby improving structural functionality and layout rationality, adapting to the height specifications of low platforms without affecting the installation requirements of vehicle equipment. The smooth connection of the first step surface 13 ensures the structural integrity and stress balance of the connection between the high underframe 12 and the low underframe 11, balancing functional compatibility and structural reliability.

[0051] Side walls 2 are erected on both sides of the underframe 1 in the width direction, with their bottom contours precisely fitting the contours of the underframe 1 to ensure the sealing and stability of the car body structure connection and improve the strength of the car body structure. Simultaneously, side walls 2 gradually slope inwards towards the inside of the car body from the center towards both ends along the height direction, giving the car body a drum-shaped cross-section. This effectively widens the maximum width of the car body, reducing the gap between the car body and wide platforms while avoiding scraping between the lower part of the car body and surrounding track facilities (such as signaling and power supply devices), making it suitable for wide-platform lines. Through the coordinated optimization of the high / low partitioning of the underframe 1 and the drum-shaped design of the side walls 2, the operation requirements of both low and wide platforms are precisely adapted.

[0052] The roof 4 is connected to the top of the side wall 2 and includes a connected flat roof area 41 and an arched area 42. The top surface of the flat roof area 41 is lower than the top surface of the arched area 42. The area above the flat roof area 41 is used for installing air conditioners. The lower top surface of the flat roof area 41 provides space for air conditioner installation, resulting in a smooth, streamlined top of the car body after the air conditioner is installed. This effectively reduces air resistance during train operation and improves the aerodynamic performance of the car body.

[0053] In summary, the large-section, high-low underframe drum-shaped car body structure provided in this embodiment breaks through the existing limitations of fixed car body size, enabling precise adaptation to low-platform and wide-platform lines, meeting the size matching requirements of differentiated overseas lines, expanding the applicable scenarios of rail transit vehicles, improving the aerodynamic performance of the car body, and effectively reducing vehicle running resistance.

[0054] Specifically, the maximum width of the vehicle body structure cross section is 3.2m to 3.5m, which is compatible with the standard width of existing wide platforms.

[0055] Preferably, the maximum width of the vehicle body structure cross-section is 3.36m, which is precisely adapted to the existing wide platform. Optionally, the maximum width of the vehicle body structure cross-section can also be 3.2m, 3.3m, 3.4m or 3.5m, which is not limited here.

[0056] Furthermore, a floor is also laid on the base frame 1. The top surface of the floor on the low base frame 11 is 700mm~750mm above the rail surface, which is compatible with the standard height of existing low platforms.

[0057] Preferably, the top surface of the floor on the low underframe 11 is 725mm above the rail surface, which is precisely adapted to the height of the existing low platform. Optionally, the top surface of the floor on the low underframe 11 can also be 700mm, 710mm, 720mm, 730mm, 740mm or 750mm, which is not limited here.

[0058] In some optional embodiments, the arched area 42 is equipped with an exhaust gas emission device. The high-position design of the arched area 42 places the exhaust gas outlet at a high position on the top of the vehicle body, keeping it away from the doors, windows, and passenger activity areas during exhaust, preventing exhaust gas from flowing back into the vehicle body or affecting passengers waiting on the platform, significantly improving exhaust efficiency and environmental safety. Furthermore, the high-position exhaust reduces the obstruction of airflow by ground obstacles, and combined with the aerodynamic airflow during vehicle movement, further accelerates exhaust gas diffusion, reducing equipment corrosion or safety hazards caused by exhaust gas accumulation. In addition, the exhaust gas emission device is highly compatible with the structure of the arched area 42, and its installation does not disrupt the streamlined contour of the roof 4, nor does it add extra air resistance. It works synergistically with the air conditioning equipment in the flat roof area 41 and the drum-shaped structure of the side wall 2, ensuring the overall aerodynamic performance and structural integrity of the vehicle body, while balancing functional practicality, operational safety, and layout rationality.

[0059] To ensure sufficient space for equipment installation at the bottom of the car body, the top surface of the upper floor of the high underframe 12 is designed to be 1100mm above the rail surface, which is significantly different from the top surface of the upper floor of the low underframe 11. Therefore, a first transition step 14 is provided at the connection between the high underframe 12 and the low underframe 11, which effectively reduces the height difference between the high and low areas, thereby improving the convenience and safety of passengers passing between the high underframe 12 and the low underframe 11 areas in the car.

[0060] Furthermore, the first transition step 14 is recessed within the high underframe 12. On the one hand, the recessed step design does not require additional lateral or longitudinal space inside the carriage, maximizing the usable area of ​​the carriage and providing ample space for passenger seating and item placement, which is beneficial to improving the actual load-bearing capacity of the vehicle body; on the other hand, the recessed design avoids obstructing passenger movement, eliminates potential safety hazards, and makes the interior layout of the carriage more regular, taking into account both practicality and safety.

[0061] In some optional embodiments, the low underframe 11 is sandwiched between the high underframe 12 along the length of the vehicle body, forming a layout structure with high underframes 12 at both ends and low underframes 11 in the middle. On the one hand, the middle low underframe 11 area is correspondingly set with the doors 3 on the side wall 2, allowing passengers to gather and pass through the flat low underframe 11 area after getting on and off the vehicle without having to frequently cross the first transition step 14, which can reduce the obstruction of passage in the carriage. Moreover, passengers can transfer between the middle and both ends of the carriage simultaneously, which significantly improves the speed of passenger movement and transfer efficiency in the carriage, especially suitable for the rapid evacuation needs in scenarios with large passenger flow. On the other hand, the high underframe 12 structure at both ends of the vehicle body allows bogies to be installed at both ends of the vehicle body, further ensuring the stability and steering flexibility of the vehicle.

[0062] In some optional embodiments, the underframe 1 further includes a front underframe 15, which is connected to the high underframe 12 at the front end of the vehicle body in the direction of travel. The height of the front underframe 15 is higher than that of the high underframe 12. The two are connected by a second stepped surface 16. The large-section high-low underframe drum-shaped vehicle body structure also includes a driver's cab frame 5, the bottom of which is connected to the front underframe 15. The rear side of the driver's cab frame 5 is connected to the side wall 2 and the roof 4. The height of the driver's cab frame 5 gradually decreases along the direction of travel. The length of the driver's cab frame 5 is L, the height is H, and the width is W, where L > H > W. The large-section high-low underframe drum-shaped vehicle body structure also includes at least two front baffles 6. The upper ends of the at least two front baffles 6 are respectively connected to both sides of the front underframe 15 in the width direction, and their lower ends are located below the front underframe 15. They are provided with a derailer interface 61 and an opening and closing mechanism interface 62, which are used to install the derailer and the opening and closing mechanism, respectively.

[0063] The front underframe 15 is higher than the high underframe 12, further expanding the equipment installation and maintenance space at the front of the vehicle body, providing ample installation space for equipment such as obstacle clearers and opening / closing mechanisms at the front of the vehicle body. In addition, the higher front underframe 15, together with the extended front baffle 6 at the lower end, can raise the installation benchmark of the obstacle clearer, enabling the obstacle clearer to maintain a reasonable and safe distance from the track and surrounding facilities while performing the track clearing function, avoiding scraping against ground protrusions or track equipment during operation, and further enhancing the safety protection performance of the front of the vehicle body; at the same time, the smooth connection of the second stepped surface 16 ensures the structural integrity and stress balance of the connection between the front underframe 15 and the high underframe 12, taking into account both functional adaptability and structural reliability.

[0064] The bottom of the driver's cab frame 5 is reliably connected to the front underframe 15, and the rear side is seamlessly connected to the side wall 2 and the roof 4. The headgear is installed on the driver's cab frame 5, forming a complete front structure of the car body, ensuring the installation stability and overall sealing of the driver's cab. The streamlined design of the driver's cab frame 5, with its height gradually decreasing along the direction of car body operation, and the L>H>W size ratio, effectively optimizes the aerodynamic performance of the front of the car body, reduces air resistance and aerodynamic noise during train operation, solves the aerodynamic defects caused by the short and flat head shape of the existing car body driver's cab, and improves operating efficiency and driving comfort; at the same time, the reasonable size layout provides ample space for driving operation and the installation of internal equipment.

[0065] A second transition step 17 is provided at the connection between the front underframe 15 and the high underframe 12, which effectively reduces the height difference between the front underframe 15 and the high underframe 12, thereby improving the convenience and safety of staff passing between the carriage and the driver's cab.

[0066] like Figure 1 and Figure 5 As shown, the front baffle 6 is further inclined from top to bottom towards the inside of the vehicle body. On the one hand, this inclined structure works in conjunction with the streamlined design of the driver's cab frame 5 to create a continuous aerodynamic profile at the front of the vehicle body, effectively reducing air resistance during vehicle operation and reducing aerodynamic noise caused by airflow separation. It also prevents airflow vortices from forming on the baffle surface, improving driving efficiency and driving comfort. Simultaneously, the inclined surface can guide airflow or a small amount of splashing material outwards, avoiding impact on equipment at the bottom of the vehicle body. On the other hand, the inclined design brings the lower end of the front baffle 6 closer to the center of the track. While ensuring space for the obstacle remover installation, this makes the front layout of the vehicle body more compact, avoiding the risk of scraping due to the front baffle 6 being too close to the track. It also ensures smoother structural connection with the front underframe 15 and the driver's cab frame 5, further strengthening the structural integrity and operational safety of the front of the vehicle body, balancing functionality and practicality.

[0067] The rail transit vehicle includes a head car and multiple intermediate cars connected in sequence. The head car has a driver's cab at the front end of the underframe 1 along the direction of car travel and an end wall 7 at the rear end along the direction of car travel. The intermediate cars have end walls 7 at both the front and rear ends of the underframe 1. The end walls 7 have through openings 71 for installing through passages to allow passengers to pass between different cars.

[0068] like Figure 3 and Figure 4 As shown, in some optional embodiments, the sidewall 2 includes a connected upper inclined portion 21 and a lower inclined portion 22. The upper inclined portion 21 gradually slopes outward from top to bottom towards the outside of the vehicle body, with an angle of 3° to 5° with the vertical direction. This widens the effective width of the vehicle body without exceeding the track and platform clearance constraints, and guides the airflow smoothly across the vehicle body surface, reducing aerodynamic noise. In this embodiment, the angle between the upper inclined portion 21 and the vertical direction is 4°. Optionally, the angle between the upper inclined portion 21 and the vertical direction can also be 3° or 5°, which is not limited here.

[0069] The downward-sloping portion 22 gradually tilts towards the inside of the vehicle body from top to bottom, with an angle of 2.5° to 3° with the vertical direction. This ensures the structural compactness of the bottom of the side wall 2, avoids rubbing against surrounding equipment on the track, and creates a smooth transition in the spatial profile of the interior side wall of the car, improving passenger comfort. In this embodiment, the angle between the downward-sloping portion 22 and the vertical direction is 2.75°. Optionally, the angle between the downward-sloping portion 22 and the vertical direction can also be 2.5° or 3°, which is not limited here.

[0070] In some optional embodiments, the side wall 2 is a plate beam structure, and the plates beams are laser welded together. The welding process can be automated and continuous. Compared with the manual or semi-automatic spot welding of the existing vehicle body side wall 2, the welding efficiency is higher, the deformation after welding is small, and the appearance is beautiful and flat.

[0071] Obviously, the above embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not intended to limit the implementation of the present invention. Those skilled in the art can make other variations or modifications based on the above description. It is neither necessary nor possible to exhaustively describe all embodiments here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the scope of protection of the claims of the present invention.

Claims

1. A large-section high-low underframe drum car body structure, characterized by, The application relates to a large-section high-low chassis drum-shaped vehicle body structure. The chassis (1) comprises a low chassis (11) and a high chassis (12) connected with each other, the height of the high chassis (12) is higher than that of the low chassis (11), and a first step surface (13) is arranged between the high chassis (12) and the low chassis (11). Side walls (2) are vertically arranged on both sides of the chassis (1) in the width direction, the bottom profile of the side walls (2) is matched with the profile of the chassis (1), the side walls (2) are gradually inclined to the inner side of the vehicle body from the middle to both ends along the height direction, and vehicle doors (3) are arranged on the side walls (2) corresponding to the low chassis (11). A roof (4) is connected to the top of the side walls (2) and comprises a flat roof area (41) and an arched roof area (42) connected with each other, the top surface height of the flat roof area (41) is lower than that of the arched roof area (42), and the flat roof area (41) is used for mounting an air conditioner.

2. The large-section high-low chassis drum car body structure according to claim 1, characterized by, The high chassis (12) is connected with the low chassis (11) and is provided with a first transition step (14).

3. The large-section high-low chassis drum car body structure according to claim 2, characterized by, The first transition step (14) is concavely arranged in the high chassis (12).

4. The large-section high-low chassis drum car body structure according to claim 1, characterized by, The low chassis (11) is clamped in the middle of the high chassis (12) along the length direction of the vehicle body.

5. The full profile high-low chassis drum body structure according to claim 4, wherein, The chassis (1) further comprises a front-end chassis (15) connected to the high chassis (12) at the front end of the vehicle body in the running direction, the height of the front-end chassis (15) is higher than that of the high chassis (12), and the two are connected through a second step surface (16).

6. The full profile high-low chassis drum body structure according to claim 5, wherein, The rear side of the cab skeleton (5) is connected with the side walls (2) and the roof (4), the height of the cab skeleton (5) gradually decreases along the running direction of the vehicle body, the length of the cab skeleton (5) is L, the height is H, and the width is W, wherein L>H>W.

7. The full profile high-low chassis drum body structure according to claim 5, wherein, The large-section high-low chassis drum-shaped vehicle body structure further comprises at least two front-end baffles (6), the upper ends of the at least two front-end baffles (6) are respectively connected to the two sides of the front-end chassis (15) in the width direction, and the lower ends are located below the front-end chassis (15) and are used for mounting a barrier remover.

8. The full profile high-low chassis drum body structure of claim 7, wherein, The front-end baffles (6) are gradually inclined to the inner side of the vehicle body from top to bottom.

9. The full profile high-low chassis drum body structure of claim 1, wherein, The large-section high-low chassis drum-shaped vehicle body structure further comprises an end wall (7) vertically arranged at the front end and / or rear end of the chassis (1) in the running direction of the vehicle body, and the end wall (7) is provided with a through opening (71).

10. The full profile high-low chassis drum body structure of claim 1, wherein, The maximum width of the cross section of the vehicle body structure is 3.2m-3.5m, and / or The floor is further arranged on the chassis (1), and the top surface of the floor on the low chassis (11) is 700mm-750mm away from the rail surface.

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