Lightweight roof structure for rail vehicle

Abstract

The utility model relates to the technical field of rail transit vehicle, aims at solving the problem that the support plate of the roof structure of the rail vehicle in the prior art is longitudinally arranged, it adopts the design of the full length uniform section, the bearing capacity of the whole support plate is consistent in the longitudinal direction, and it needs to be designed according to the maximum load, and the problem that it cannot be adapted to the load demand in the longitudinal direction is solved, provide a kind of rail transit vehicle lightweight roof structure, including two mutually parallel arrangement roof edge beam, the roof edge beam is arranged along longitudinal direction;Two the roof edge beam between fixedly connected with middle roof, the middle roof includes multiple roof units, each the roof unit is along transverse arrangement, all the roof unit is arranged along longitudinal direction, the both ends of each the roof unit are respectively fixed on the inner side of two the roof edge beam;The utility model can make the bearing capacity of middle roof in longitudinal direction and load demand be adapted, realize the lightweight of car body structure.

Description

Technical Field

[0001] This utility model relates to the field of rail transit vehicle technology, and more specifically, to a lightweight roof structure for rail transit vehicles. Background Technology

[0002] The aluminum alloy roof structure is an important component of the aluminum alloy car body. Traditional aluminum alloy car body roof structures for rail transit vehicles have advantages such as light weight and high specific strength.

[0003] Traditional aluminum alloy roof structures mainly consist of multiple curved roof panels made of aluminum alloy profiles and multiple support panels made of aluminum alloy profiles. Both the curved roof panels and the support panels are arranged longitudinally. Multiple curved roof panels are sequentially welded together to form a curved roof. Adjacent support panels are first overlapped and then welded together. The inner sides of the curved roof panels at both ends are provided with overlapping blocks. The two support panels at both ends are welded and fixed to the curved roof panels at both ends through the overlapping blocks. Multiple longitudinally arranged support panels are spliced ​​together to form a roof support panel. The roof support panel is a planar support structure, and roof mounting equipment is installed on the roof support panel.

[0004] Because the cross-section of the longitudinally arranged aluminum alloy support plates is consistent throughout the entire longitudinal length (the cross-sectional shape, size, and wall thickness remain unchanged along the length direction), the longitudinally arranged uniform cross-section aluminum alloy support plates cannot achieve a change in load-bearing capacity in the longitudinal direction. Since the cross-sectional parameters (cross-sectional shape, size, and wall thickness) of the aluminum alloy support plates are determined by the location of the maximum load, the cross-sectional parameters of each aluminum alloy support plate are designed to high specifications. This results in the use of high-specification designs in low-load areas, limiting the lightweighting effect and failing to meet the requirements of rail transit vehicles with high lightweighting requirements.

[0005] For example, Chinese utility model patent CN207670412U discloses a roof structure for an aluminum alloy vehicle body, which includes seven roof panels arranged longitudinally and five support plates. Adjacent roof panels are connected and welded together by hooks and slots. The seven roof panels are sequentially spliced ​​to form an arc-shaped roof. Overlapping blocks are provided on the inner sides of the first and seventh roof panels at both ends. Adjacent support plates are welded together after overlapping. The five support plates are sequentially spliced ​​to form a complete roof support panel. The first and fifth support plates at both ends are respectively overlapped with an overlapping block and then welded together. The support plates are arranged longitudinally and adopt a uniform cross-section design along their entire length. The entire support plate has a consistent load-bearing capacity in the longitudinal direction and must be designed according to the maximum load. The longitudinally arranged uniform cross-section support plates cannot achieve changes in load-bearing capacity in the longitudinal direction and cannot adapt to load requirements in the longitudinal direction. The overall weight is large, and the lightweighting effect is limited. Utility Model Content

[0006] The present invention aims to provide a lightweight roof structure for rail transit vehicles to solve the problem that the support plate of the existing rail vehicle roof structure is arranged longitudinally, adopts a uniform cross section design along the entire length, and the entire support plate has a consistent load-bearing capacity in the longitudinal direction. Moreover, it needs to be designed according to the maximum load, which makes it impossible to adapt to the load requirements in the longitudinal direction.

[0007] This utility model is achieved using the following technical solution:

[0008] This utility model provides a lightweight roof structure for rail transit vehicles, including two roof side beams arranged in parallel to each other, the roof side beams being arranged longitudinally;

[0009] A central roof plate is fixedly connected between the two roof side beams. The central roof plate includes multiple roof plate units, each of which is arranged laterally. All the roof plate units are arranged longitudinally, and both ends of each roof plate unit are fixed to the inner sides of the two roof side beams.

[0010] The central roof panel of this utility model includes multiple roof panel units, each of which is arranged laterally, and all of which are arranged longitudinally. Thus, the cross-sectional parameters (cross-sectional shape, size, wall thickness) of each roof panel unit can be set differently. Different cross-sectional parameters result in different load-bearing capacities, and the load-bearing capacity of the entire central roof panel structure in the longitudinal direction can be designed to be inconsistent. It is not necessary to design all roof panel units according to the maximum load, but rather to arrange roof panel units with different cross-sectional parameters according to different load requirements. This makes the load-bearing capacity of the central roof panel in the longitudinal direction match the load requirements, meeting the requirements of roof-mounted equipment for roof strength. In areas with lower load requirements, roof panel units with smaller cross-sectional parameters can be arranged to reduce the overall weight of the central roof panel. While ensuring the strength and rigidity of the vehicle body, the lightweighting of the vehicle body structure is achieved to a greater extent.

[0011] The lightweight roof structure of this utility model is applicable to the body structure of rail transit vehicles, especially for vehicles with high requirements for lightweighting.

[0012] As a preferred technical solution:

[0013] The multiple top plate units are arranged in parallel to each other.

[0014] As a preferred technical solution:

[0015] The two adjacent top plate units are fixedly connected.

[0016] As a preferred technical solution:

[0017] The top plate unit is made of aluminum alloy profile, and adjacent top plate units are fixed together by welding.

[0018] As a preferred technical solution:

[0019] The roof side beam is also made of aluminum alloy profile, and the roof plate unit is also fixed to the roof side beam by welding.

[0020] As a preferred technical solution:

[0021] The length direction of the roof plate unit is perpendicular to the length direction of the roof side beam.

[0022] As a preferred technical solution:

[0023] The top surface of the top plate unit is a plane.

[0024] In this utility model, the top surface of the roof plate unit is flat to facilitate the installation and support of roof-mounted equipment such as air conditioning units.

[0025] As a preferred technical solution:

[0026] All of the aforementioned top plate units lie in the same plane.

[0027] As a preferred technical solution:

[0028] The lightweight roof structure for rail transit vehicles is applicable to the body structure of rail transit vehicles.

[0029] As a preferred technical solution:

[0030] The roof panel unit has U-shaped notches at both ends, and the roof side beam has a slot at the corresponding position of the roof panel unit. The U-shaped notch of the roof panel unit is connected to the slot of the roof side beam and is fixedly connected to the roof side beam.

[0031] In summary, due to the adoption of the above technical solution, the beneficial effects of this utility model are:

[0032] 1. The central roof plate of this utility model includes multiple roof plate units, each of which is arranged laterally. All the roof plate units are arranged longitudinally. Thus, the cross-sectional parameters (cross-sectional shape, size, wall thickness) of each roof plate unit can be set differently. Different cross-sectional parameters result in different load-bearing capacities. The load-bearing capacity of the entire central roof plate structure in the longitudinal direction can be designed to be inconsistent. It is not necessary to design all roof plate units according to the maximum load. Instead, roof plate units with different cross-sectional parameters can be arranged according to different load requirements, so that the load-bearing capacity of the central roof plate in the longitudinal direction is adapted to the load requirements, which meets the requirements of the roof strength for the equipment installed on the roof. Roof plate units with smaller cross-sectional parameters can be arranged in areas with smaller load requirements, reducing the overall weight of the central roof plate. While ensuring the strength and rigidity of the vehicle body, the lightweighting of the vehicle body structure is achieved to a greater extent. This solves the problem that in the prior art, the support plate of the roof structure of rail vehicles is arranged longitudinally, adopts a uniform cross-section design along the entire length, and the entire support plate has a consistent load-bearing capacity in the longitudinal direction. Moreover, it needs to be designed according to the maximum load, which makes it impossible to adapt to the load requirements in the longitudinal direction.

[0033] 2. The load-bearing capacity of the central roof plate of the lightweight roof structure of rail transit vehicles of this utility model can be designed to be inconsistent in the longitudinal direction. It is not necessary to design all roof plate units according to the maximum load, so that it can be adapted to the load requirements in the longitudinal direction.

[0034] 3. In this utility model, the top surface of the roof plate unit is flat to facilitate the installation and support of roof-mounted equipment such as air conditioning units.

[0035] 4. The lightweight roof structure of rail transit vehicles of this utility model is applicable to the body structure of rail transit vehicles, especially for vehicles with high requirements for lightweighting. Attached Figure Description

[0036] Figure 1 This is an axonometric drawing of the lightweight roof structure of the rail transit vehicle described in this utility model.

[0037] Figure 2 This is a top view of the lightweight roof structure of the rail transit vehicle described in this utility model.

[0038] Figure 3 for Figure 2 A cross-sectional view along the AA direction.

[0039] Figure 4 for Figure 2 Cross-sectional view along the BB direction.

[0040] Icons: 1. Roof side beam one; 2. Middle roof plate; 2-1. Roof plate profile one; 2-2. Roof plate profile two; 2-3. Roof plate unit; 3. Roof side beam two. Detailed Implementation

[0041] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the technical solutions of the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this utility model, not all embodiments. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of this utility model.

[0042] Example 1

[0043] like Figures 1-4 As shown, this embodiment proposes a lightweight roof structure for rail transit vehicles, including two parallel roof side beams, namely roof side beam 1 and roof side beam 3. The roof side beams are arranged longitudinally, which refers to the length direction of the rail transit vehicle body.

[0044] A middle roof plate 2 is fixedly connected between the two roof side beams. The middle roof plate 2 includes multiple roof plate units 2-3. Each roof plate unit 2-3 is arranged in a transverse direction, that is, the length direction of the roof plate unit 2-3 is perpendicular to the length direction of the roof side beam. The two ends of each roof plate unit 2-3 are respectively fixed to the inner side of the two roof side beams.

[0045] All the top plate units 2-3 are arranged along the longitudinal direction, and two adjacent top plate units 2-3 are fixedly connected. All the top plate units 2-3 are spliced ​​together in sequence to form the middle top plate 2.

[0046] Preferably, the top surface of the roof plate unit 2-3 is a plane, and all the roof plate units 2-3 are located in the same plane. The planar structure of the roof facilitates the installation and support of various roof-mounted equipment.

[0047] Preferably, the top plate unit 2-3 is made of aluminum alloy profile, and two adjacent top plate units 2-3 are fixed together by welding.

[0048] The cross-sectional parameters (cross-sectional shape, size, wall thickness) of the multiple top plate units 2-3 can be designed to be different. Different aluminum alloy profiles with different cross-sectional parameters are selected according to different load requirements and installed in the corresponding positions so that the installed aluminum alloy profiles are adapted to the load requirements of the area.

[0049] Preferably, the roof side beam is also made of aluminum alloy profile, and the roof plate unit 2-3 is also fixed to the roof side beam by welding. Figure 2 and Figure 3 The symbol in the image is a welding symbol.

[0050] Since all the top plate units 2-3 are arranged along the longitudinal direction and each top plate unit 2-3 is arranged in the transverse direction, top plate units 2-3 with different cross-sectional parameters can be arranged in the longitudinal direction to change the load-bearing capacity of the middle top plate 2 in the longitudinal direction and adapt to the load requirements. It is not necessary to design all top plate units 2-3 according to the maximum load. Top plate units 2-3 with smaller cross-sectional parameters can be arranged in areas with smaller load requirements to reduce the overall weight of the middle top plate 2 and achieve lightweighting to a greater extent to meet the needs of rail transit vehicles with high lightweighting requirements.

[0051] In this embodiment, the top plate unit 2-3 includes two types: top plate profile 2-1 and top plate profile 2-2, as follows: Figure 4 As shown, the cross-sectional dimensions of the second top plate profile 2-2 are larger than those of the first top plate profile 2-1. Therefore, the load-bearing capacity of the second top plate profile 2-2 is greater than that of the first top plate profile 2-1. The first top plate profile 2-1 and the second top plate profile 2-2 can be arranged in different positions according to different load requirements. For example, the second top plate profile 2-2 can be arranged in areas with higher load requirements, and the first top plate profile 2-1 can be arranged in areas with lower load requirements, thus taking into account both the load-bearing capacity of the middle top plate 2 and the modularity and lightweight of the structure.

[0052] The lightweight roof structure of rail transit vehicles of this utility model consists of a central roof plate 2 formed by welding together multiple transversely arranged roof plate units 2-3. Different roof plate units 2-3 with different cross-sectional parameters can be arranged at different positions according to different load requirements. Multiple roof plate units 2-3 are arranged longitudinally, which can realize the change of the load-bearing capacity of the central roof plate 2 in the longitudinal direction. It is not necessary to design all roof plate units 2-3 according to the maximum load. The central roof plate 2 is adapted to the load requirements in the longitudinal direction, which meets the requirements of the roof-mounted equipment for the strength and welding performance of the roof. While ensuring the strength and rigidity of the car body, the lightweight of the car body structure is realized to a greater extent.

[0053] The lightweight roof structure of this utility model is applicable to the body structure of rail transit vehicles, especially for vehicles with high requirements for lightweighting.

[0054] Preferably, the roof panel unit 2-3 has U-shaped notches at both ends, and the roof side beam has corresponding insertion slots on the roof panel unit 2-3. The U-shaped notches of the roof panel unit 2-3 are aligned with the insertion slots of the roof side beam, and the two are fixed by welding. During alignment, the U-shaped notches of the roof panel unit 2-3 can be precisely inserted into the insertion slots of the roof side beam, and the roof panel unit 2-3 is positioned through these insertion slots to ensure the installation accuracy of the roof panel unit 2-3.

[0055] The above description is merely a preferred embodiment of this utility model and is not intended to limit the utility model. Various modifications and variations can be made to this utility model by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

Claims

1. A lightweight roof structure for rail transit vehicles, characterized in that: It includes two parallel roof side beams, which are arranged longitudinally. A central roof plate is fixedly connected between the two roof side beams. The central roof plate includes multiple roof plate units, each of which is arranged laterally. All the roof plate units are arranged longitudinally, and both ends of each roof plate unit are fixed to the inner sides of the two roof side beams.

2. The lightweight roof structure for rail transit vehicles according to claim 1, characterized in that: The multiple top plate units are arranged in parallel to each other.

3. The lightweight roof structure for rail transit vehicles according to claim 1, characterized in that: The two adjacent top plate units are fixedly connected.

4. The lightweight roof structure for rail transit vehicles according to claim 3, characterized in that: The top plate unit is made of aluminum alloy profile, and adjacent top plate units are fixed together by welding.

5. The lightweight roof structure for rail transit vehicles according to claim 4, characterized in that: The roof side beam is also made of aluminum alloy profile, and the roof plate unit is also fixed to the roof side beam by welding.

6. The lightweight roof structure for rail transit vehicles according to claim 1, characterized in that: The length direction of the roof plate unit is perpendicular to the length direction of the roof side beam.

7. The lightweight roof structure for rail transit vehicles according to claim 1, characterized in that: The top surface of the top plate unit is a plane.

8. The lightweight roof structure for rail transit vehicles according to claim 7, characterized in that: All of the aforementioned top plate units lie in the same plane.

9. The lightweight roof structure for rail transit vehicles according to claim 1, characterized in that: The lightweight roof structure for rail transit vehicles is applicable to the body structure of rail transit vehicles.

10. The lightweight roof structure for rail transit vehicles according to any one of claims 1-9, characterized in that: The roof panel unit has U-shaped notches at both ends, and the roof side beam has a slot at the corresponding position of the roof panel unit. The U-shaped notch of the roof panel unit is connected to the slot of the roof side beam and is fixedly connected to the roof side beam.

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