Novel stainless steel subway roof structure and railway vehicle

Abstract

The invention provides a novel roof structure of a stainless steel metro vehicle and a railway vehicle, the roof structure is a closed cavity-shaped roof structure composed of an upper-layer roof plate structure, a lower-layer roof plate structure and a middle-layer corrugated plate, and end camber beams are arranged at the two ends of the roof structure. A local opening structure adopts a cross beam and longitudinal beam structure with a C-shaped section for reinforcing design, the overall structure is uniform, structural sudden change and stress concentration do not exist, and overall rigidity supporting and vehicle longitudinal load transmission are better facilitated; when bearing a vertical load, the integral closed cavity-shaped structure and the middle hollow corrugated structure can effectively transmit the load and prevent larger deformation through the characteristic of good vertical rigidity of the integral closed cavity-shaped structure and the middle hollow corrugated structure; and when bearing a longitudinal load, a load transmission path is smooth, and no structural sudden change exists.

Description

Technical Field

[0001] This invention relates to the field of rail vehicles, and more particularly to a novel stainless steel subway car roof structure. Background Technology

[0002] The steel structure of a subway car typically consists of side walls, a roof, a underframe, and end walls. Existing subway cars typically have a roof structure composed of corrugated roof panels, reinforcing roof panels, roof curved beams, roof side beams, and roof side panels. The roof curved beams rest on the roof side beams and roof side panels, forming the basic roof frame structure. Corrugated or reinforcing roof panels are then laid on top and connected via automated programmable spot welding to form the roof's load-bearing structure. To ensure the installation of roof equipment such as air conditioners and pantographs, and to meet the maintenance needs of personnel, the roof design must consider a certain level of rigidity. Therefore, the design and arrangement of the roof curved beams require a certain density, resulting in a complex roof structure and a large number of components. This significantly increases the amount of spot welding required, impacting production efficiency. Summary of the Invention

[0003] To improve production efficiency, this invention provides a stainless steel roof structure for subway vehicles. The structure is modular and integrated, easy to construct and operate, and addresses the technical problem that existing subway vehicle roof structures, typically consisting of corrugated roof panels, reinforcing roof panels, roof curved beams, roof side beams, and roof side panels, are complex, have many parts and components, involve a large workload, and negatively impact production efficiency.

[0004] To achieve the above objectives, the present invention provides a novel stainless steel subway car roof structure. The vehicle includes an upper roof panel structure, a middle corrugated plate structure, a lower roof panel structure, end beams, and reinforcing structures. The upper roof panel structure includes two side roof panels, a first reinforcing plate, a second reinforcing plate, and a third reinforcing plate. The lower roof panel structure includes a lower roof beam, a fourth reinforcing plate, and a fifth reinforcing plate. The middle corrugated plate structure is located between the upper and lower roof panel structures. The middle corrugated plate structure is spot-welded to the upper roof panel structure and laser-welded to the lower roof panel structure. The end beams are located at both ends of the upper, middle, and lower roof panel structures. The reinforcing structures are located between the upper and lower roof structures, spot-welded to the upper roof structure, and laser-welded to the lower roof structure.

[0005] Furthermore, the side top plate, left side reinforcing plate, middle reinforcing plate and right side reinforcing plate are integral, long, cold-formed profile structures. The side top plate, first reinforcing plate, second reinforcing plate and third reinforcing plate overlap each other, and laser welding is used to connect them at the overlap positions.

[0006] Furthermore, the thickness of the side top plate, left side reinforcing plate, middle reinforcing plate, and right side reinforcing plate is 0.8 mm.

[0007] Furthermore, the lower roof panel structure and the middle corrugated panel structure are connected by laser welding at the trough position.

[0008] Furthermore, the intermediate corrugated plate structure consists of 9 corrugated plates with a thickness of 0.6mm, a spacing of approximately 120mm between the two corrugations, and an overall height of 49mm.

[0009] Furthermore, the thickness of the lower roof beam, the fourth reinforcing plate, and the fifth reinforcing plate is 0.8 mm.

[0010] Furthermore, the upper roof panel structure is provided with process circular holes at the crest positions corresponding to the middle corrugated plate structure for spot welding connection between the upper roof panel structure and the middle corrugated plate structure.

[0011] Furthermore, both the upper and lower roof panel structures are equipped with weight-reducing holes. These holes are large rectangular holes arranged in two rows in the horizontal direction, with each row having a width of 600mm and a spacing between the holes ranging from 400mm to 500mm.

[0012] Furthermore, the reinforcing structure is located at the return air vent of the air conditioning system and consists of four C-shaped opening reinforcing beams, which are connected by arc welding.

[0013] The present invention also provides a rail vehicle, including the roof structure described above.

[0014] The roof structure of this invention comprises an upper roof panel structure, a lower roof panel structure, and a middle corrugated panel, forming a closed-cavity roof structure. End-beams are arranged at both ends, and the locally open structures are reinforced using C-shaped cross-section horizontal and vertical beams. The overall structure is uniform, without structural abrupt changes or stress concentration, which is more conducive to overall rigidity support and longitudinal load transfer. When subjected to vertical loads, the overall closed-cavity structure and the hollow corrugated structure in the middle can effectively transfer loads and prevent large deformations due to their good vertical stiffness. When subjected to longitudinal loads, the load transfer path is unobstructed, without structural abrupt changes.

[0015] The roof structure primarily utilizes long, cold-formed steel sections and corrugated roof panels as its basic structural frame. It eliminates the transverse curved beam structure found in traditional roof structures, adopting a more modular and integrated design. The longitudinally continuous structural arrangement effectively reduces the number of components in the entire roof structure, significantly improving assembly and process implementation during production. For welding, a combination of laser welding and spot welding is used, eliminating manual arc welding. This results in less welding heat, less welding deformation, and easier control over the overall structural forming. Furthermore, the stainless steel subway roof structure of this invention offers advantages such as practicality, no need for complex tooling positioning, ease of manufacturing and dimensional accuracy control, and cost advantages. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in this invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0017] Figure 1 A top view of the new stainless steel subway car roof structure; Figure 2 An overall bottom view of the new stainless steel subway car roof structure; Figure 3 This is an exploded view of the new stainless steel subway car roof structure. Figure 4 This is a schematic diagram of the cross-section of a new type of stainless steel subway car roof structure; Figure 5 A schematic diagram of the upper roof panel structure of a new type of stainless steel subway car roof structure. Figure 6 A schematic diagram of the overlapping structure of the new stainless steel subway car roof structure and the upper roof panel structure. Figure 7 A schematic diagram showing the connection between the middle corrugated plate structure and the upper and lower roof plate structures of the new stainless steel subway car roof structure. Figure 8 A schematic diagram of the cross-sectional structure of the new stainless steel subway car roof structure - the middle corrugated plate structure; Figure 9 A schematic diagram of the lower roof panel structure of a new type of stainless steel subway car roof structure. Figure 10 A schematic diagram of the process holes and weight reduction holes for the lower roof panel structure of a new type of stainless steel subway car roof structure. Figure 11 This is a schematic diagram of the cross-section of a new type of stainless steel subway car roof structure with reinforced structure. Detailed Implementation

[0018] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the scope of protection of the present invention.

[0019] In the description of the embodiments of the present invention, it should be noted that the terms "center," "longitudinal," "lateral," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicating the orientation or positional relationship, are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing the embodiments of the present invention and simplifying the description. This is not an indication or implication that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation on the embodiments of the present invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0020] In the description of the embodiments of the present invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "connected" and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium. Regarding the skills... For those skilled in the art, the specific meaning of the above terms in the embodiments of the present invention can be understood according to the specific circumstances.

[0021] In embodiments of the present invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "over," and "on top" of the second feature can mean that the first feature is directly above or diagonally above the second feature, or... This simply indicates that the first feature is at a higher level than the second feature. The phrase "below," "under," or "below" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower level than the second feature.

[0022] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0023] The stainless steel subway car roof structure invented this time adopts a sandwich structure, which is divided into upper, middle and lower three-layer structure. It is an integral, long structure in the longitudinal direction of the vehicle. It is a long cold-formed profile structure design and eliminates the existing transverse curved beam structure design of subway cars. In terms of structural strength, it is more conducive to the transmission of longitudinal load of the vehicle. The corrugated structure design in the middle layer provides effective rigidity for the vehicle. From the perspective of component composition, the new roof structure design is more modular and integrated, which makes it easier to assemble and implement the process in the production stage.

[0024] Reference Figures 1 to 4 The novel stainless steel subway vehicle roof structure provided in this embodiment of the invention includes an upper roof panel 1, a middle corrugated plate structure 2, a lower roof panel structure 3, an end curved beam 4, and a reinforcing structure 6.

[0025] The upper roof structure consists of five panels: side roof panel 1-1, first reinforcing plate 1-4, second reinforcing plate 1-3, and third reinforcing plate 1-2. See details. Figure 5 The design features a continuous, cold-formed steel section, with all sections measuring 0.8mm in thickness. Each section is designed with an overlapping structure, and laser welding is used to connect the overlapping parts. (See details...) Figure 6 This forms the upper roof structure 1. The laser welding seams are neat and without significant deformation, which can effectively ensure the size and shape of the roof structure and facilitate the implementation of the process.

[0026] The intermediate corrugated plate structure 2 is designed as a corrugated structure, composed of 9 corrugated plates. To control the overall vehicle weight, the corrugated plate thickness is designed to be 0.6mm, the spacing between the two corrugations is set at approximately 120mm, and the overall height of the corrugated plate is 49mm. See details... Figure 7 The vehicle features a longitudinally integrated structure with sufficient rigidity and support strength. The intermediate corrugated plate structure 2 is located between the upper roof panel structure 1 and the lower roof panel structure 3. It is spot-welded to the upper roof panel structure 1 and laser-welded to the lower roof panel structure 3. See details... Figure 8 .

[0027] The lower roof structure 3 includes the lower roof edge beam 3-1, the fourth reinforcing plate 3-3, and the fifth reinforcing plate 3-2, all with a thickness of 0.8mm. See details... Figure 9 To balance the width of the roof section and reduce the number of welds, the lower roof panel is designed with three longitudinal seams, each connected by laser welding. This effectively controls welding deformation and ensures the dimensional accuracy of the subsequent three-layer roof structure assembly. Laser welding is used to connect the lower roof panel to the middle corrugated panel structure at the troughs.

[0028] According to one embodiment of the present invention, process holes 4 are provided at the crest positions corresponding to the intermediate corrugated plate structure 2 for spot welding connection between the upper roof panel structure 1 and the intermediate corrugated plate structure 2. See details. Figure 10 In non-critical locations on the vehicle body, on both sides of the longitudinal center of the roof, weight-reduction holes 5 are designed according to the load path distribution. These weight-reduction holes 5 are large rectangular holes, arranged in two rows laterally. Each row of holes 5 is 600mm wide, and the spacing between them is designed within the range of 400mm-500mm. See details... Figure 10 This fully realizes the lightweight design of the roof structure.

[0029] According to one embodiment of the present invention, the reinforcing structure 6 is disposed at the return air outlet of the air conditioning system and consists of four C-shaped opening reinforcing beams, which are arc-welded together. See details. Figure 11 .

[0030] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A novel stainless steel subway car roof structure, characterized in that, include: The upper roof structure includes two side roof panels, a first reinforcing plate, a second reinforcing plate, and a third reinforcing plate; The lower roof structure includes the lower roof edge beam, the fourth reinforcing plate, and the fifth reinforcing plate; The middle corrugated plate structure is located between the upper roof panel structure and the lower roof panel structure. The middle corrugated plate structure is connected to the upper roof panel structure by spot welding and to the lower roof panel structure by laser welding. End curved beams are installed at both ends of the upper roof panel structure, the middle corrugated plate structure, and the lower roof panel structure. The reinforced structure is located between the upper and lower roof structures. It is spot-welded to the upper roof structure and laser-welded to the lower roof structure.

2. The novel stainless steel subway car roof structure according to claim 1, characterized in that, The side top plate, the first reinforcing plate, the second reinforcing plate and the third reinforcing plate are integral, long, cold-formed profile structures. The side top plate, the first reinforcing plate, the second reinforcing plate and the third reinforcing plate overlap each other, and the connection is achieved by laser welding at the overlap position.

3. The roof structure of a novel stainless steel subway vehicle according to claim 1, characterized in that, The thickness of the side top plate, the first reinforcing plate, the second reinforcing plate and the third reinforcing plate is 0.8 mm.

4. The roof structure of a novel stainless steel subway car according to claim 1, characterized in that, The lower roof panel structure and the middle corrugated panel structure are connected by laser welding at the trough position.

5. The roof structure of a novel stainless steel subway car according to claim 1, characterized in that, The intermediate corrugated plate structure consists of 9 corrugated plates with a thickness of 0.6mm, a spacing of about 120mm between the two corrugations, and an overall height of 49mm.

6. The roof structure of a novel stainless steel subway vehicle according to claim 1, characterized in that, The thickness of the lower roof beam, the fourth reinforcing plate, and the fifth reinforcing plate is 0.8 mm.

7. The roof structure of a novel stainless steel subway car according to claim 1, characterized in that, The upper roof panel structure has process holes at the crest positions corresponding to the middle corrugated plate structure for spot welding connection between the upper roof panel structure and the middle corrugated plate structure.

8. The roof structure of a novel stainless steel subway vehicle according to claim 1, characterized in that, Both the upper and lower roof panel structures are equipped with weight-reducing holes. The weight-reducing holes are large rectangular holes, arranged in two rows in the horizontal direction. Each row of weight-reducing holes is 600mm wide, and the spacing between the weight-reducing holes is designed to be within the range of 400mm-500mm.

9. The roof structure of a novel stainless steel subway vehicle according to claim 1, characterized in that, The aforementioned reinforcing structure is located at the return air vent of the air conditioning system and consists of four C-shaped opening reinforcing beams, which are connected by arc welding.

10. A rail vehicle, characterized in that, Includes the roof structure as described in any one of claims 1 to 9.

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