Adjusting device for train roof and end wall and side wall assembly welding

Abstract

The adjustment device for the assembly and welding of the train roof with the end wall and side wall belongs to the field of positioning auxiliary devices for the welding manufacture of the roof structure of rail vehicles. The device includes a double-beam gantry frame, two movable roof arc vertical pressing mechanisms, and four side wall eaves positioning mechanisms. The double-beam gantry frame includes a rectangular long-beam horizontal frame and two groups of parallel rectangular vertical frames. The rectangular long-beam horizontal frame includes two parallel horizontal long beams and multiple long-beam connecting longitudinal beams perpendicularly welded to both of them. The rectangular vertical frame includes two vertically arranged vertical struts and multiple horizontal short beams perpendicularly welded to both of them. The utility model effectively ensures that the welding contour dimensions of the roof, end wall, and side wall match simultaneously, thereby improving welding deformation and overcoming the problem of excessive gap width during assembly, and further improving the sealing performance of the large roof weldments, so as to greatly improve the acceptance passing rate of the subsequent rain test of the product.

Description

Technical Field

[0001] This utility model belongs to the field of positioning auxiliary devices for welding manufacturing of rail vehicle roof structure, specifically relating to an adjustment device for welding the train roof to the end wall and side wall assembly. Background Technology

[0002] In the manufacturing process of stainless steel railcars, the steel structure welding is generally carried out in the following order: underframe, end walls, side walls, and roof. After the front and rear walls and both side walls of the car are welded perpendicularly to the underframe, the roof needs to be welded to the end walls and side walls respectively.

[0003] The roof of a stainless steel railcar is a large, arched component approximately 20 meters long. Typically, the steel structure at the top of the roof is first tack-welded to the top of the end walls and side walls of the carriage for positioning. For example... Figure 1 As shown, the welding difficulty of the roof steel structure G1 lies in the fact that it needs to be welded separately to the tops of the left and right side walls G2. However, the roof steel structure G1 itself is also composed of multiple complex components welded together, such as roof beams, reinforcing roof plates, corrugated roof plates, reinforcing columns, and mounting bases. Due to shrinkage and deformation after welding and cooling, the width of the roof steel structure area often narrows, preventing it from simultaneously fitting with the tops of the side walls, which meet the standard spacing. Furthermore, according to the design requirements, after welding the roof steel structure and the end wall steel structures, their outer edges need to remain in the same vertical plane to achieve an aesthetically pleasing effect. However, the connection area between the roof steel structure and the side walls also has numerous connecting stiffeners that obstruct the process, making it impossible to control and adjust the dimensions using an internal support scheme for the roof steel structure.

[0004] To address the aforementioned issues, existing steel structure composite manufacturing processes typically involve placing a counterweight block in the middle of the arched top of the steel structure at the top of the vehicle. Additionally, a clamping device is used between the edge of the roof side panel and the lower side beam of the side wall inside the vehicle to pull down the roof and reduce the chord height of its arched curved beam. Furthermore, a pry bar is used between the roof side panel and the end wall to pry and adjust the edge of the steel structure frame at the top of the vehicle for dimensional control and adjustment. Once the gap between the roof reinforcement panel and the end curved beam at the top of the end wall narrows to meet the weld size requirements, an X-type welding clamp on a spot welding machine is used to pre-tighten both and then spot weld them.

[0005] However, the aforementioned existing steel structure welding assembly for the roof of the vehicle has many drawbacks and potential risks in terms of dimensional control. For example, the counterweight used to lower the chord height of the arched curved beam is prone to slipping and injuring personnel, equipment, or roof components; the fastener is prone to causing additional bumps, deep scratches, bending deformation, or even pulling gaps to the roof side panels and lower side beams during the pulling process; when using a pry bar to pry the edges of the roof structure, it is not only time-consuming, labor-intensive, and inefficient, but also carries the risk of damaging the side walls or end curved beam structural components, which may lead to local deformation of the corresponding structure, thereby affecting the spot welding quality and increasing the adjustment cycle and cost.

[0006] In addition, such as Figure 2 As shown, the thickness of the corrugated roof panel is d. It protrudes outward from the outer side of the top of the side wall G2, forming a rectangular groove structure called the eaves G3. The thickness of the eaves edge G3-1 is k=2d. The existing dimensional control scheme for the welding assembly of the steel structure of the roof top cannot effectively ensure that the welding contour dimensions of the roof, end wall, and side wall are matched simultaneously. Under such conditions, the forced welding of the thin-walled steel structure of the corrugated roof panel is prone to serious spot weld indentations and penetrations, or causes the eaves to collide and structurally change during the assembly process with the top of the side wall G2. This makes it difficult to control the welding gap between the eaves G3 and the side wall, reducing the welding quality, or causing the eaves edge G3-1 on the outer side of the eaves G3 to deform, affecting the appearance quality and structural strength of the vehicle's streamlined surface, and even failing to collect and divert rainwater, making it difficult to pass the acceptance test. Meanwhile, vehicles constructed according to the old plan are prone to poor sealing and failure to pass rain tests due to large welding deformation and excessive gap width between the end angle iron and the roof, end wall, and side wall. The body height inside the carriage is also prone to exceeding the acceptance dimensional tolerance, causing trouble for subsequent assembly processes such as windows and sliding doors. This leads to the use of an unexpectedly large number of transition adjustment pads to compensate for the dimensional differences, affecting the acceptance quality and efficiency of subsequent assembly work, and causing additional production costs and economic burden.

[0007] A central symmetry plane is a virtual cutting plane that can symmetrically divide an object with a symmetrical structure into two mirror-image parts. The midpoint of any line segment formed by connecting any two symmetrical points on the object that are mirror-symmetrical about the central symmetry plane lies on the central symmetry plane. Utility Model Content

[0008] In order to solve the many drawbacks and potential risks in the existing welding and alignment dimension control solutions for the steel structure at the top of the vehicle. The counterweight used to depress the chord height of the circular arched bent beam is prone to slipping, which may injure personnel, equipment or the roof assembly; during the downward pulling process of the tie-down device on the side roof panel and the lower side beam of the side wall, it is likely to cause additional knocking damage, deep scratches, bending deformation or even pulling gaps to both of them; when using a crowbar to pry the edge of the roof structure, multiple people need to cooperate with force simultaneously from multiple angles, which is not only time-consuming and laborious with low efficiency, but also there is a risk of damaging the side wall or the structural members of the end bent beam, resulting in local deformation of the corresponding structure, thus affecting the quality of spot welding and increasing the adjustment cycle and cost; moreover, the existing welding and alignment dimension control solutions cannot effectively ensure that all welding contour dimensions of the roof, end wall and side wall match simultaneously. Under such conditions, the thin-walled steel structure of the roof corrugated board is prone to serious dents and penetrations during spot welding, thus reducing the welding quality and affecting the appearance quality and structural strength of the vehicle's streamline surface; at the same time, for the vehicle constructed according to the old solution, due to the large welding deformation and the gap width exceeding the tolerance between the end angle iron and the roof, end wall and side wall, there are prone to quality problems such as poor sealing and failing the rain test acceptance. The vehicle height inside the carriage is also prone to exceeding the acceptance dimension, causing troubles to subsequent assembly processes such as windows and sliding plug doors, resulting in the additional use of a large number of excessive transition adjustment pads beyond expectations to compensate for the dimension difference, affecting the acceptance quality and efficiency of subsequent assembly work, causing additional production costs and economic burdens, and the operators cannot guarantee the welding operation quality and the safety of the operation. The present utility model provides an adjustment device for the assembly welding of the train roof, end wall and side wall.

[0009] The technical solutions adopted by the present utility model to solve the technical problems are as follows:

[0010] An adjustment device for the assembly welding of the train roof, end wall and side wall, which includes a double-beam gantry frame, two movable roof arc vertical pressing mechanisms and four side wall eaves positioning mechanisms. The double-beam gantry frame includes a rectangular long beam horizontal frame and two groups of parallel rectangular vertical frames. The tops of the two groups of rectangular vertical frames are welded vertically to the bottoms of both ends of the rectangular long beam horizontal frame; the rectangular long beam horizontal frame includes two parallel horizontal long beams and multiple long beam connecting vertical beams perpendicularly welded to both of them; the movable roof arc vertical pressing mechanism includes two corrugated board vertical pressing mechanisms suspended at the bottom of the long beam sliding sleeve mechanism. The long beam sliding sleeve mechanism is nested outside the rectangular long beam horizontal frame and is slidably connected to it; the corrugated board vertical pressing mechanism is located below the rectangular long beam horizontal frame and can move horizontally along the length direction of the horizontal long beam together with the long beam sliding sleeve mechanism;

[0011] The vertical frame in the shape of a Chinese character "ri" includes two vertical struts arranged vertically and multiple horizontal short crossbeams perpendicularly welded to both of them. The horizontal short crossbeam at the bottom of the vertical frame in the shape of a Chinese character "ri" is the small crossbeam for mounting the eave positioning mechanism; the four side wall eave positioning mechanisms are grouped in pairs, and a set of side wall eave positioning mechanisms is fixedly mounted in the same posture on the small crossbeam for mounting the eave positioning mechanism at the bottom of each vertical frame in the shape of a Chinese character "ri". The two sets of side wall eave positioning mechanisms are mirror-symmetric about the central symmetry plane of the long side of the double crossbeam portal frame.

[0012] The long crossbeam sliding sleeve mechanism includes a rectangular through-channel sliding sleeve, four traction sling connection seats, and two thick screw suspension screw holes. The width of the slide through-channel of the rectangular through-channel sliding sleeve is the same as the spacing width value between the two horizontal long crossbeams on the horizontal frame of the long crossbeam in the shape of a Chinese character "mu". The slide through-channel simultaneously sleeves the outside of the two horizontal long crossbeams and is slidably connected to them; the four traction sling connection seats are parallel to each other and are respectively fixedly connected to the four corners of the upper end face of the rectangular through-channel sliding sleeve; the axial direction of the rotating shaft bolt on the traction sling connection seat is perpendicular to the two horizontal long crossbeams; the top of the thick screw suspension screw hole is vertically fixedly connected to the bottom of the rectangular through-channel sliding sleeve, and the two thick screw suspension screw holes are mirror-symmetric about the central symmetry plane in the width direction of the through-channel of the rectangular through-channel sliding sleeve.

[0013] The corrugated plate vertical pressing mechanism includes a double-slot hole hanging seat, two corrugated plate vertical pressing block mechanisms, two corrugated plate vertical pressing block adjusting bolts, a thick screw, and a thick screw torsion pin; the double-slot hole hanging seat includes a double-slot hole base body and a thick screw connection screw hole, and the thick screw connection screw hole is vertically fixedly connected to the center of the top of the double-slot hole base body. Two through-channel holes parallel to its long side are symmetrically opened on the long side side wall of the double-slot hole base body; the corrugated plate vertical pressing block mechanism includes a pressing block base plate, a pressing block shaft seat, and a corrugation-conforming buffer pad. The pressing block shaft seat is fixedly connected to the center of the upper end face of the pressing block base plate, and the corrugation-conforming buffer pad is fixedly connected to the lower end face of the pressing block base plate; each pressing block shaft seat is rotatably connected to a corresponding slot hole through a corresponding corrugated plate vertical pressing block adjusting bolt; the upper end of each thick screw is threadedly connected to a corresponding thick screw suspension screw hole, and the lower end of the thick screw is threadedly connected to a corresponding thick screw connection screw hole; the screw torsion pin vertically penetrates the radial shaft hole in the middle section of the thick screw, and the two are coaxially and clearance-fitted.

[0014] The corrugation-conforming buffer pad includes at least two wave crest protruding strips and a wave trough groove located between them, and the shape dimensions and spacing spans of the three are correspondingly matched and manufactured with the corresponding wave trough and wave crest structures of the roof corrugated top plate to be pressed; the opening extension directions of the wave trough grooves of the corrugation-conforming buffer pad are parallel to the small crossbeam for mounting the eave positioning mechanism.

[0015] The side wall eaves positioning mechanism includes a ball head mechanism hanger, an eaves pulling integrated seat, an eaves support, a threaded nut and two locking pins. The upper part of the eaves support is fixedly connected to the middle section of the eaves pulling integrated seat through the two locking pins. The ball head mechanism hanger and the threaded nut are threadedly connected to the rear part of the eaves pulling integrated seat.

[0016] The eaves pull-in integrated base includes a plate hanger, a connecting screw, and an eaves pull block. The plate hanger is a rectangular block with a rectangular slot in its middle section. A transverse locking pin through hole is provided on the outer wall of the rectangular slot. The eaves pull block is a long strip parallel to the transverse locking pin through hole. The upper end of the eaves pull block is welded and fixed to the bottom of the front end of the plate hanger. The connecting screw includes a coaxial threaded section and a smooth section. The front end of the smooth section is vertically welded and fixed to the center of the outer wall of the rear section of the plate hanger.

[0017] The ball head mechanism hanger includes a hanger plate, a ball socket clamp, and a through-hole ball head. The ball socket clamp is located at the bottom of the hanger plate and the two are integrally formed. The upper section of the hanger plate is welded to the lower part of the small crossbeam of the rain eaves positioning mechanism. The through-hole ball head is embedded in the ball socket of the ball socket clamp through its outer diameter, and the two together form a friction pair. A transverse ball head hole is opened in the center of the through-hole ball head. The ball head hole is slidably connected to the threaded section of the screw rod. The nut is threadedly connected to the threaded section of the connecting screw rod and locks and axially positions the through-hole ball head at the position of the connecting screw rod.

[0018] The eaves support includes a support plate and a connecting plate. The bottom of the connecting plate is vertically welded to the midpoint of the long side of the support plate, and the upper surface of the support plate and the adjacent vertical side of the connecting plate together form an L-shaped support plate structure. The upper section of the connecting plate is provided with two small through holes for locking pins that correspond to the transverse through holes of the locking pins.

[0019] After the eaves support is fixed to the eaves pull integrated seat through the small through hole of the upper pin and two locking pins, the L-shaped support plate structure and the eaves pull block form an L-shaped slit with a vertical side width of k and a vertical width of d.

[0020] The beneficial effects of this utility model are as follows: The adjustment device for welding the train roof to the end wall and side wall assembly has a rectangular through-slot sliding sleeve on its long crossbeam sliding sleeve mechanism. This through-slot simultaneously fits onto the outside of two horizontal long crossbeams and slides with them, thus forming a movable roof arc vertical pressing mechanism that is a slider mechanism guided by a slide rail that can slide along the two horizontal long crossbeams. By rotating the coarse screw from its axis through the torsion pin, the vertical height of the corrugated plate vertical pressing mechanism relative to the long crossbeam sliding sleeve mechanism can be changed. This allows the corrugated plate vertical pressing block mechanism to apply vertical pressure to the corrugated roof plate, thereby achieving vertical pressing and holding of the steel structure at the top of the train roof and effectively replacing traditional counterweight blocks and crowbars. This structural design is not only simple and practical, easy to operate, but also eliminates the risk of traditional counterweight blocks easily slipping off the roof arc structure, thus improving the safety of production operations.

[0021] The side wall eaves positioning mechanism, which is fixed to the eaves positioning mechanism and hangs the small crossbeam below, has an eaves support connected to the eaves pull integrated seat in a detachable manner. The two can form an L-shaped slit, and the eaves vertical edge is located in the vertical slit formed by the connecting plate and the eaves pull block. At the same time, the bottom of the eaves rectangular groove structure is supported by the upper end of the support plate, thereby realizing the horizontal clamping and positioning of the inner and outer walls of the eaves vertical edge and the vertical lifting and positioning of the lower end of the eaves vertical edge by the L-shaped support plate structure.

[0022] The ball joint clamp and the through-hole ball joint in the ball joint mechanism hanger together form a ball joint friction pair, which is used to adapt to various angle changes when the side wall eaves positioning mechanism is connected to the eaves. The ball joint smooth hole is coaxially and slidably connected to the smooth section of the screw rod; the nut bolt is threadedly connected to the threaded section of the connecting screw rod and axially locks and positions the through-hole ball joint at the position of the connecting screw rod.

[0023] By combining two movable roof arc vertical clamping mechanisms and four side wall eaves positioning mechanisms with the suspension height of the double beam portal frame in a given manner and position, the adjustment device of this utility model can have the ability to precisely control the vertical lifting height of the eaves and the welding gap between the eaves and the top of the two side walls in the horizontal position. This effectively avoids many drawbacks and risks of the old roof steel structure welding assembly size control scheme, precisely controls the welding assembly gap, reduces the use of a large number of transition adjustment pads, significantly improves welding quality and efficiency, reduces rework rate and saves labor costs. This device can prevent additional impact damage, deep scratches, bending deformation, or even pulling gaps caused to the roof side panels and lower side wall beams during the pulling process of the fastener. It also effectively ensures that the welding contour dimensions of the roof, end walls, and side walls match simultaneously, thereby improving welding deformation and overcoming the problem of excessive assembly gap width. This improves the sealing performance of the wide roof welds, significantly increases the acceptance rate of subsequent rain tests, reduces production costs and economic burden, and generates economic benefits.

[0024] In addition, the adjustment device used for welding the train roof, end walls and side walls has the advantages of simple and practical structure, convenient operation, low cost and easy promotion and popularization. Attached Figure Description

[0025] Figure 1 This is a structural schematic diagram of the existing train's cross-section and the welded assembly of the steel structure at the top of the train;

[0026] Figure 2 yes Figure 1 A magnified view of part I in the middle section and a further magnified view of the eaves structure;

[0027] Figure 3 This is a perspective view of the adjustment device of this utility model used for butt welding of train roof, end wall and side wall assembly;

[0028] Figure 4 This is a three-dimensional structural diagram of the adjustment device for welding the roof, end wall and side wall of a train, from another upward view.

[0029] Figure 5 These are three views of the adjustment device for welding the roof, end wall, and side wall of a train according to this utility model.

[0030] Figure 6 This is a preliminary exploded assembly schematic diagram of the adjustment device for butt welding of train roof, end wall and side wall assemblies according to this utility model;

[0031] Figure 7 These are perspective views of the movable roof arc vertical pressing mechanism of this utility model from different angles.

[0032] Figure 8 This is a preliminary exploded assembly diagram of the movable roof arc vertical pressing mechanism of this utility model;

[0033] Figure 9 These are a perspective view and a front view of the long crossbeam sliding sleeve mechanism of this utility model;

[0034] Figure 10 These are perspective views of the corrugated plate vertical pressing mechanism of this utility model from different angles;

[0035] Figure 11 This is an exploded assembly diagram of the corrugated plate vertical clamping mechanism of this utility model from different perspectives;

[0036] Figure 12 This is a front view of the corrugated plate vertical pressing mechanism of this utility model;

[0037] Figure 13 This is a three-dimensional structural schematic diagram of the side wall eaves positioning mechanism of this utility model;

[0038] Figure 14 This is an exploded assembly diagram of the side wall eaves positioning mechanism of this utility model;

[0039] Figure 15 This is a perspective view and an exploded assembly diagram of the ball head mechanism hanger of this utility model;

[0040] Figure 16 This is a three-dimensional structural diagram of the integrated rain eaves support base of this utility model;

[0041] Figure 17 This is a schematic diagram of the vertical center plane cross-section of the integrated rain eaves support of this utility model;

[0042] Figure 18 This is a three-dimensional structural diagram of the rain eaves support of this utility model from different perspectives;

[0043] Figure 19 This is a side view of the side wall eaves positioning mechanism of this utility model;

[0044] Figure 20 This is a schematic diagram of the vertical center plane cross-section of the side wall eaves positioning mechanism of this utility model, and... Figure 20 A magnified view of a section II;

[0045] Figure 21 This is a schematic diagram illustrating the principle of the initial assembly of the rain eaves pull-in integrated base and the rain eaves structure of this utility model;

[0046] Figure 22 This is a schematic diagram illustrating the principle of the final assembly of the eaves pull-in integrated base and the eaves support with the eaves structure of this utility model.

[0047] Figure 23 is Figure 22 a partial enlarged view of Part III in the figure; Specific embodiments

[0048] The present utility model will be further described in detail below with reference to the accompanying drawings.

[0049] As Figures 3 to 20 shown, the adjustment device for the assembly welding of the train roof, end wall and side wall of the present utility model includes a double-beam gantry frame A, two movable roof arc vertical pressing mechanisms B and four side wall eaves positioning mechanisms C. The double-beam gantry frame A includes a rectangular long-beam horizontal frame A1 and two groups of parallel rectangular vertical frames A2. The tops of the two groups of rectangular vertical frames A2 are welded to the bottoms of both ends of the rectangular long-beam horizontal frame A1 in a vertical posture. The rectangular long-beam horizontal frame A1 includes two parallel horizontal long beams A1-1 and multiple long-beam connecting longitudinal beams perpendicularly welded to both of them. The movable roof arc vertical pressing mechanism B includes two corrugated plate vertical pressing mechanisms B2 suspended at the bottom of the long-beam sliding sleeve mechanism B1. The long-beam sliding sleeve mechanism B1 is nested outside the rectangular long-beam horizontal frame A1 and is slidably connected to it. The corrugated plate vertical pressing mechanism B2 is located below the rectangular long-beam horizontal frame A1 and can move horizontally along the length direction of the horizontal long beam A1-1 together with the long-beam sliding sleeve mechanism B1. The rectangular vertical frame A2 includes two vertically arranged vertical columns and multiple horizontal short beams perpendicularly welded to both of them. The horizontal short beam at the bottom of the rectangle of the rectangular vertical frame A2 is the eaves positioning mechanism mounting small beam A2-1. The four side wall eaves positioning mechanisms C are grouped in pairs, and a set of side wall eaves positioning mechanisms C is fixedly mounted on the eaves positioning mechanism mounting small beam A2-1 at the bottom of each rectangular vertical frame A2 in the same posture. The two sets of side wall eaves positioning mechanisms C are mirror-symmetrical about the central symmetry plane F of the long side of the double-beam gantry frame A.

[0050] The long crossbeam sliding sleeve mechanism B1 includes a rectangular through-slot sliding sleeve 1, four traction sling connecting seats 2, and two coarse screw suspension holes 3. The width of the through-slot of the rectangular through-slot sliding sleeve 1 is the same as the spacing width of the two horizontal long crossbeams A1-1 on the horizontal frame A1 of the U-shaped long crossbeam. The sliding groove 1-1 of the rectangular through-slot sliding sleeve 1 is simultaneously fitted onto the outside of the two horizontal long crossbeams A1-1 and slidably connected to them, so that the movable roof arc vertical pressing mechanism B constitutes a slider mechanism guided by a slide rail that can slide along the two horizontal long crossbeams A1-1. The four traction sling connecting seats 2 are parallel to each other and respectively fixed to the four corners of the upper end face of the rectangular through-slot sliding sleeve 1; the axial direction of the pivot bolt 2-1 on the traction sling connecting seat 2 is perpendicular to the two horizontal long crossbeams A1-1; the top of the coarse screw suspension hole 3 is vertically fixed to the bottom of the rectangular through-slot sliding sleeve 1, and the two coarse screw suspension holes 3 are mirror-symmetrical about the central symmetry plane T in the width direction of the through-slot of the rectangular through-slot sliding sleeve 1.

[0051] The corrugated plate vertical clamping mechanism B2 includes a double-slotted hanging base 4, two corrugated plate vertical clamping block mechanisms 5, two corrugated plate vertical clamping block adjusting bolts 6, a coarse screw 7, and a coarse screw torsion pin 8; the double-slotted hanging base 4 includes a double-slotted base body 4-1 and a coarse screw connecting screw hole 4-2, the coarse screw connecting screw hole 4-2 being vertically fixed to the center of the top of the double-slotted base body 4-1, and two through slots 4-1-1 parallel to its long side are symmetrically opened on the long side wall of the double-slotted base body 4-1; the corrugated plate vertical clamping block mechanism 5 includes a clamping block base plate 5-1, a clamping block bearing 5-2, and a corrugated plate vertical clamping block mechanism 5. The conformal buffer pad 5-3 and the pressure block bearing 5-2 are fixedly connected to the center of the upper end face of the pressure block base plate 5-1, and the corrugated conformal buffer pad 5-3 is fixedly connected to the lower end face of the pressure block base plate 5-1; each pressure block bearing 5-2 is rotatably connected to a corresponding slot hole 4-1-1 through a corresponding corrugated plate vertical pressure block adjusting bolt 6; the upper end of each coarse screw 7 is threadedly connected to a corresponding coarse screw suspension screw hole 3, and the lower end of the coarse screw 7 is threadedly connected to a corresponding coarse screw connecting screw hole 4-2; the screw torsion pin 8 vertically penetrates the radial shaft hole in the middle section of the coarse screw 7, and the two are coaxially clearance fitted.

[0052] The corrugated conformal buffer pad 5-3 includes at least two crest protrusions and a trough groove located between them, and the shape, size and spacing of the three are matched and matched with the corresponding trough and crest structure of the corrugated roof panel to be compressed; the trough groove of the corrugated conformal buffer pad 5-3 and the groove extension direction of the trough groove are parallel to the small crossbeam A2-1 of the rain eaves positioning mechanism.

[0053] The side wall eaves positioning mechanism C includes a ball head mechanism hanger 12, an eaves pulling integrated seat 9, an eaves support 10, a threaded nut 11, and two locking pins 13. The upper part of the eaves support 10 is fixedly connected to the middle section of the eaves pulling integrated seat 9 through the two locking pins 13. The ball head mechanism hanger 12 and the threaded nut 11 are threadedly connected to the rear part of the eaves pulling integrated seat 9.

[0054] The eaves pull integrated base 9 includes a plate hanger 9-1, a connecting screw 9-2, and an eaves pull block 9-3. The plate hanger 9-1 is a rectangular block with a rectangular slot 9-1-1 in its middle section. A transverse locking pin through hole 9-1-2 is provided on the outer wall of the rectangular slot 9-1-1. The eaves pull block 9-3 is a long strip parallel to the transverse locking pin through hole 9-1-2. The upper end face of the eaves pull block 9-3 is welded and fixed to the bottom of the front end of the plate hanger 9-1. The connecting screw 9-2 includes a coaxial connecting screw thread section 9-2-2 and a connecting screw smooth section 9-2-1. The front end of the connecting screw smooth section 9-2-1 is vertically welded and fixed to the center of the rear outer wall of the plate hanger 9-1.

[0055] The ball head mechanism hanger 12 includes a hanger plate 12-1, a ball socket clamp 12-2, and a through-hole ball head 12-3. The ball socket clamp 12-2 is located at the bottom of the hanger plate 12-1 and the two are integrally formed. The upper section of the hanger plate 12-1 is welded to the lower part of the small crossbeam A2-1 of the rain eaves positioning mechanism. The through-hole ball head 12-3 is embedded in the ball socket 12-2-1 of the ball socket clamp 12-2 through its outer diameter, and the two together form a friction pair. A transverse ball head hole 12-3-1 is opened in the center of the through-hole ball head 12-3. The ball head hole 12-3-1 is coaxially and slidably connected to the threaded section 9-2-1 of the screw. The nut bolt 11 is threadedly connected to the threaded section 9-2-2 of the connecting screw and locks and axially positions the through-hole ball head 12-3 at the position of the connecting screw 9-2.

[0056] The eaves support 10 includes a support plate 10-1 and a connecting plate 10-2. The bottom of the connecting plate 10-2 is vertically welded to the midpoint of the long side of the support plate 10-1, and the upper end face of the support plate 10-1 and the adjacent vertical side of the connecting plate 10-2 together form an L-shaped support plate structure 10-1-1. The upper section of the connecting plate 10-2 is provided with two small through holes 10-2-1 that correspond to and match the transverse through holes 9-1-2 of the locking pin.

[0057] After the rain eaves support 10 is fixed to the corresponding assembly locking pin transverse through hole 9-1-2 of the rain eaves pull integrated seat 9 through the small through hole 10-2-1 of the upper pin and the two locking pins 13, the L-shaped support plate structure 10-1-1 and the rain eaves pull block 9-3 form an L-shaped slit M with a vertical side width of k and a vertical width of d.

[0058] Two movable roof arc vertical clamping mechanisms B are arranged in mirror symmetry about the central symmetry plane F of the long side of the double crossbeam portal frame A; four side wall eaves positioning mechanisms C are arranged in pairs, respectively in mirror symmetry about the central symmetry plane F of the long side and the central symmetry plane G of the short side of the double crossbeam portal frame A.

[0059] In practical application, the assembly and welding adjustment device of this utility model is hoisted to the top of the train, so that it crosses laterally across the top steel structure G1 of the train. The position of the movable roof arc vertical pressing mechanism B is adjusted, and the corrugated top plate vertical pressing block mechanism 5 on the corrugated plate vertical pressing mechanism B2 is embedded into the corresponding corrugated plate groove on the top steel structure G1 of the train, so that the double crossbeam portal frame A achieves initial cooperation with the top steel structure G1 of the train through the two movable roof arc vertical pressing mechanisms B.

[0060] After that, as Figures 21 to 23 As shown, firstly, remove the two locking pins 13 on the side wall eaves positioning mechanism C to separate the eaves support 10 from the eaves tensioning integrated seat 9. Next, insert the lower part of the eaves tensioning block 9-3 into the rectangular groove structure of the eaves G3. Then, re-insert the connecting plate 10-2 into the rectangular slot 9-1-1 and reassemble and fix the eaves support 10 and the eaves tensioning integrated seat 9 using the two locking pins 13. At this time, the eaves vertical edge G3-1 is located in the vertical slit formed by the connecting plate 10-2 and the eaves tensioning block 9-3. At the same time, the bottom of the rectangular groove structure of the eaves G3 is supported by the upper end face of the support plate 10-1, thereby realizing the horizontal clamping and positioning of the inner and outer walls of the eaves vertical edge G3-1 by the L-shaped support plate structure 10-1-1 and the vertical lifting and positioning of the lower end face of the eaves vertical edge G3-1. Subsequently, by rotating the nut 11, the axial position of the connecting screw 9-2 relative to the ball joint clamp 12-2 is adjusted, thereby changing or positioning the horizontal position of the L-shaped support plate structure 10-1-1 relative to the eaves edge G3-1. Finally, by rotating the coarse screw and torturing the pin 8, the coarse screw 7 is rotated from its axis, thereby changing the vertical height of the corrugated plate vertical clamping mechanism B2 relative to the long crossbeam sliding mechanism B1. This effectively replaces the steel structure G1 at the top of the vehicle and the traditional counterweight block by applying vertical pressure to the corrugated top plate.

Claims

1. An adjustment device for butt welding of train roof, end wall, and side wall assemblies, characterized in that: The device includes a double-beam gantry frame (A), two movable roof arc vertical pressing mechanisms (B), and four side wall eaves positioning mechanisms (C). The double-beam gantry frame (A) includes a rectangular long-beam horizontal frame (A1) in the shape of a rectangle and two sets of vertical frames (A2) in the shape of a rectangle that are parallel to each other. The tops of the two sets of vertical frames (A2) in the shape of a rectangle are welded to the bottoms of both ends of the rectangular long-beam horizontal frame (A1) in a vertical posture. The rectangular long-beam horizontal frame (A1) includes two horizontal long beams (A1-1) that are parallel to each other and multiple long-beam connecting longitudinal beams that are perpendicularly welded to both of them. The movable roof arc vertical pressing mechanism (B) includes two corrugated plate vertical pressing mechanisms (B2) suspended at its bottom by a long-beam sliding sleeve mechanism (B1). The long-beam sliding sleeve mechanism (B1) is nested on the periphery of the rectangular long-beam horizontal frame (A1) and is slidably connected to it. The corrugated plate vertical pressing mechanism (B2) is located below the rectangular long-beam horizontal frame (A1) and can move horizontally along the length direction of the horizontal long beam (A1-1) together with the long-beam sliding sleeve mechanism (B1). The vertical frame (A2) in the shape of a rectangle includes two vertically arranged vertical struts and multiple horizontal short beams that are perpendicularly welded to both of them. The horizontal short beam at the bottom of the rectangle of the vertical frame (A2) in the shape of a rectangle is the small beam (A2-1) for mounting the eaves positioning mechanism. The four side wall eaves positioning mechanisms (C) are grouped in pairs of two. A set of side wall eaves positioning mechanisms (C) is fixedly connected and mounted on the small beam (A2-1) for mounting the eaves positioning mechanism at the bottom of each vertical frame (A2) in the shape of a rectangle in the same posture. The two sets of side wall eaves positioning mechanisms (C) are mirror-symmetrical about the central symmetry plane (F) of the long side of the double-beam gantry frame (A).

2. The adjustment device for butt welding of train roof, end wall, and side wall assemblies as described in claim 1, characterized in that: The long-beam sliding sleeve mechanism (B1) includes a rectangular through-channel sliding sleeve (1), four traction sling connection seats (2), and two thick screw suspension holes (3). The width of the slide through-channel (1-1) of the rectangular through-channel sliding sleeve (1) is the same as the spacing width value between the two horizontal long beams (A1-1) on the rectangular long-beam horizontal frame (A1). The slide through-channel (1-1) is simultaneously sleeved outside the two horizontal long beams (A1-1) and is slidably connected to them. The four traction sling connection seats (2) are parallel to each other and are respectively fixedly connected to the four corners of the upper end face of the rectangular through-channel sliding sleeve (1). The axial direction of the rotary shaft bolt (2-1) on the traction sling connection seat (2) is perpendicular to the two horizontal long beams (A1-1). The top of the thick screw suspension hole (3) is perpendicularly fixedly connected to the bottom of the rectangular through-channel sliding sleeve (1). The two thick screw suspension holes (3) are mirror-symmetrical about the central symmetry plane (T) in the through-channel width direction of the rectangular through-channel sliding sleeve (1).

3. The adjustment device for butt welding of train roof, end wall, and side wall assemblies as described in claim 2, characterized in that: The corrugated plate vertical clamping mechanism (B2) includes a double-slotted hanging seat (4), two corrugated plate vertical clamping block mechanisms (5), two corrugated plate vertical clamping block adjusting bolts (6), a coarse screw (7), and a coarse screw torsion pin (8); the double-slotted hanging seat (4) includes a double-slotted base body (4-1) and a coarse screw connecting screw hole (4-2), the coarse screw connecting screw hole (4-2) is vertically fixed to the center of the top of the double-slotted base body (4-1), and two through slots (4-1-1) parallel to its long side are symmetrically opened on the long side wall of the double-slotted base body (4-1); the corrugated plate vertical clamping block mechanism (5) includes a clamping block base plate (5-1), a clamping block bearing (5-2), and The corrugated conformal buffer pad (5-3) and the pressure block bearing seat (5-2) are fixedly connected to the center of the upper end face of the pressure block base plate (5-1), and the corrugated conformal buffer pad (5-3) is fixedly connected to the lower end face of the pressure block base plate (5-1); each pressure block bearing seat (5-2) is rotatably connected to a corresponding slot hole (4-1-1) through a corrugated plate vertical pressure block adjusting bolt (6); the upper end of each coarse screw (7) is threadedly connected to a corresponding coarse screw suspension screw hole (3), and the lower end of the coarse screw (7) is threadedly connected to a corresponding coarse screw connecting screw hole (4-2); the screw torsion pin (8) vertically penetrates the radial shaft hole in the middle section of the coarse screw (7), and the two are coaxially clearance-fitted.

4. The adjustment device for butt welding of train roof, end wall, and side wall assemblies as described in claim 3, characterized in that: The corrugated conformal buffer pad (5-3) includes at least two crest protrusions and a trough groove located between them, and the shape, size and spacing of the three are matched and matched with the corresponding trough and crest structure of the corrugated roof panel to be pressed; the trough groove of the corrugated conformal buffer pad (5-3) and the groove extension direction of the trough groove are parallel to the small crossbeam (A2-1) of the rain eaves positioning mechanism.

5. The adjustment device for butt welding of train roof, end wall, and side wall assemblies as described in claim 3, characterized in that: The side wall eaves positioning mechanism (C) includes a ball head mechanism hanger (12), an eaves pulling integrated seat (9), an eaves support (10), a threaded nut (11), and two locking pins (13). The upper part of the eaves support (10) is fixedly connected to the middle section of the eaves pulling integrated seat (9) through the two locking pins (13). The ball head mechanism hanger (12) and the threaded nut (11) are threadedly connected to the rear part of the eaves pulling integrated seat (9).

6. The adjustment device for butt welding of train roof, end wall, and side wall assemblies as described in claim 5, characterized in that: The eaves pull integrated base (9) includes a plate hanger (9-1), a connecting screw (9-2), and an eaves pull block (9-3). The plate hanger (9-1) is a rectangular block with a rectangular slot (9-1-1) in its middle section. A transverse locking pin through hole (9-1-2) is provided on the outer wall of the rectangular slot (9-1-1). The eaves pull block (9-3) is a long strip block parallel to the transverse locking pin through hole (9-1-2). The upper end face of the eaves pull block (9-3) is welded and fixed to the bottom of the front end of the plate hanger (9-1). The connecting screw (9-2) includes a coaxial connecting screw thread section (9-2-2) and a connecting screw smooth section (9-2-1). The front end of the connecting screw smooth section (9-2-1) is vertically welded and fixed to the center of the outer wall of the rear section of the plate hanger (9-1).

7. The adjustment device for butt welding of train roof, end wall, and side wall assemblies as described in claim 6, characterized in that: The ball joint mechanism hanger (12) includes a hanger plate (12-1), a ball socket clamp (12-2), and a through-hole ball head (12-3). The ball socket clamp (12-2) is located at the bottom of the hanger plate (12-1), and the two are integrally formed. The upper section of the hanger plate (12-1) is welded to the lower part of the small crossbeam (A2-1) of the eaves positioning mechanism. The through-hole ball head (12-3) is embedded in the ball socket of the ball socket clamp (12-2) through its outer diameter. 12-2-1) and the two together form a friction pair; the center of the through hole ball head (12-3) is provided with a transverse ball head hole (12-3-1); the ball head hole (12-3-1) and the screw rod section (9-2-1) are coaxially and slidably connected; the nut bolt (11) is threadedly connected to the threaded section (9-2-2) of the connecting screw and locks the through hole ball head (12-3) in the position of the connecting screw (9-2) and axially tightens and positions it.

8. The adjustment device for butt welding of train roof, end wall, and side wall assemblies as described in claim 5, characterized in that: The eaves support (10) includes a support plate (10-1) and a connecting plate (10-2). The bottom of the connecting plate (10-2) is vertically welded to the midpoint of the long side of the support plate (10-1). The upper end face of the support plate (10-1) and the adjacent vertical side of the connecting plate (10-2) together form an L-shaped support plate structure (10-1-1). The upper section of the connecting plate (10-2) is provided with two small through holes (10-2-1) that correspond to and match the transverse through hole (9-1-2) of the locking pin.

9. The adjustment device for butt welding of train roof, end wall, and side wall assemblies as described in claim 8, characterized in that: After the rain eaves support (10) is fixed to the corresponding assembly locking pin transverse through hole (9-1-2) of the rain eaves pull integrated seat (9) through the small through hole (10-2-1) and two locking pins (13) at its upper part, the L-shaped support plate structure (10-1-1) and the rain eaves pull block (9-3) form an L-shaped slit (M) with a vertical side width of k and a vertical width of d.

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