Patent Description:
The present disclosure relates to the technical field of a rail train, in particular to a cab roof structure, a cab and a rail train.

Traditional rail vehicles usually have aluminum alloy bodies, and the design of the entire vehicle has higher requirements for weight reduction. Since the roof structure of traditional aluminum alloy cab is usually a hybrid structure of plate-girders and aluminum plates, more plate-girders are needed so as to enhance structural strength and support strength. However, more plate-girders will increase the weight of the cab. On the other hand, more plate-girders will result in large welding amounts, higher requirements for manufacturability, and more complicated construction.

<CIT> discloses a rail vehicle, a driver's cabin and a composite aluminum plate assembly. The composite aluminum plate assembly comprises at least two aluminum honeycomb profile units; each aluminum honeycomb profile unit comprises a support component, an interlayer aluminum honeycomb, a first aluminum plate and a second aluminum plate, the interlayer aluminum honeycomb being filled between the first aluminum plate and the second aluminum plate; an extension section is provided on an abutting side of at least one of two sides of aluminum plates of the aluminum honeycomb profile unit, the extension section extending to the exterior of the interlayer aluminum honeycomb at the same side; the strength of the support component is greater than that of the interlayer aluminum honeycomb, and extension sections of two adjacent aluminum honeycomb profile units are assembled to each other and connected and fixed by means of the support component.

<CIT> discloses a driver's cab of a car body of a rail vehicle, to make it has greater stability and lower production costs than conventional designs.

It is an object of the present disclosure to provide a cab roof structure, a cab and a rail train, so as to solve the technical problems of heavy weight, large welding amounts and complicated process of the cab roof in the prior art.

In order to solve the technical problems above, according to a first aspect of the present disclosure, it is provided a cab roof structure, including: at least one roof connecting beam disposed on a roof carline; and at least two aluminum honeycomb panels, one roof connecting beam is disposed between every two aluminum honeycomb panels, and each aluminum honeycomb panel is fixedly connected to a left or right side of the roof connecting beam.

According to the invention, the aluminum honeycomb panel disposed on a left side of the roof connecting beam is referred to as a first aluminum honeycomb panel, and the aluminum honeycomb panel disposed on a right side of the roof connecting beam is referred to as a second aluminum honeycomb panel; a first protrusion is provided on an upper surface of the roof connecting beam, and a first shoulder configured to bear the first aluminum honeycomb panel and a second shoulder configured to bear the second aluminum honeycomb panel are respectively provided on left and right sides of the first protrusion.

In an embodiment, an upper end surface of the first shoulder is flush with an upper end surface of the second shoulder.

According to the invention, a second protrusion is provided on an upper end surface of the first protrusion, and a third shoulder configured to connect an upper panel of the first aluminum honeycomb panel and a fourth shoulder configured to connect an upper panel of the second aluminum honeycomb panel are respectively provided on left and right sides of the second protrusion.

In an embodiment, an upper end surface of the third shoulder is flush with an upper end surface of the fourth shoulder.

In an embodiment, a first welding position configured to weld one end of the upper panel of the first aluminum honeycomb panel onto the third shoulder is provided on the third shoulder.

In an embodiment, the third shoulder includes a first horizontal portion and a first inclined portion connected to the first horizontal portion, wherein a first included angle is formed between the first horizontal portion and the first inclined portion.

In an embodiment, the first horizontal portion is disposed above the first shoulder, and a horizontal plane on which the first horizontal portion is located is disposed in parallel with the upper end surface of the first shoulder.

In an embodiment, a second welding position configured to weld one end of the upper panel of the second aluminum honeycomb panel onto the fourth shoulder is provided on the fourth shoulder.

In an embodiment, the fourth shoulder includes a second horizontal portion and a second inclined portion connected to the second horizontal portion, wherein a second included angle is formed between the second horizontal portion and the second inclined portion.

In an embodiment, a first fillet welding position is provided at a portion of the first shoulder in contact with a lower panel of the first aluminum honeycomb panel; a second fillet welding position is provided at a portion of the second shoulder in contact with a lower panel of the second aluminum honeycomb panel.

In an embodiment, the cab roof structure further includes reinforcing beams respectively disposed between two adjacent roof connecting beams, and the reinforcing beams are multiple and disposed at intervals along an extending directions of the roof connecting beams.

In an embodiment, the cab roof structure further includes a roof rear end panel disposed at a rear end of the roof carline, wherein a first end of the roof connecting beam is connected to the roof carline, and a second end of the roof connecting beam is connected to the roof rear end panel.

In an embodiment, a support member extending in a direction away from the roof rear end panel is provided on a surface of the roof rear end panel towards a head.

In an embodiment, a horizontal mounting position is provided on an upper end surface of the roof rear end panel, and an aluminum liner panel is disposed on the horizontal mounting position.

In an embodiment, upper panels of each of the aluminum honeycomb panels proximate to the roof rear end panel are welded to an upper end surface of the aluminum liner panel.

According to a second aspect of the present disclosure, it is further provided a cab including the cab roof structure mentioned above.

According to a third aspect of the present disclosure, it is further provided a rail train including the cab mentioned above.

Compared with the prior art, the cab roof structure according to the present disclosure has the following advantages:.

Due to the high structural strength and excellent rigidity of the aluminum honeycomb panels, applying the aluminum honeycomb panels to the cab roof can help reduce the number of plates and beams to some extent, such that the weight of the cab roof is reduced, and the cab roof has the advantages of light weight and good manufacturability.

In addition, due to the addition of aluminum honeycomb panels, the structural strength of the cab roof is effectively enhanced, thus the number of plates and beams can be appropriately decreased. With the decrease in the number of plates and beams, the welding amounts are greatly reduced, thereby effectively simplifying the manufacturing difficulty, reducing the complexity of the manufacturing process, and improving the production efficiency of the cab roof.

Specific embodiments of the present disclosure will be described in further detail below in conjunction with the drawings and embodiments. The following examples are intended to illustrate the present disclosure, rather than limiting the scope of the present disclosure.

In the description of the present disclosure, it should be noted that, unless otherwise clearly specified or defined, the terms "install", "connected with" and "connected to" should be understood in a broad sense, for example, it can be a fixed connection or a detachable connection, or an integral connection; it can be mechanically connected or electrically connected; it can be directly connected or indirectly connected through an intermediary and can be communication between interiors of two elements. For those of ordinary skill in the art, the specific meaning of the above terms in the present disclosure can be understood according to the specific situations.

As shown in <FIG>, it is schematically illustrated that a cab roof structure includes a roof carline <NUM>, roof connecting beams <NUM> and at least two aluminum honeycomb panels <NUM>.

In an embodiment of the present disclosure, there is at least one roof carline <NUM>, and the roof connecting beam <NUM> is disposed on the roof carline <NUM>.

One roof connecting beam <NUM> is disposed between every two aluminum honeycomb panels <NUM>, and each aluminum honeycomb panel <NUM> is fixedly connected to a left or right side of the roof connecting beam <NUM>.

It should be noted that the aluminum honeycomb panel <NUM> has a traditional structure that generally includes an upper panel, a lower panel, and a honeycomb core sandwiched between the upper panel and the lower panel.

Specifically, due to the high structural strength and rigidity of the aluminum honeycomb panels <NUM>, applying the aluminum honeycomb panels <NUM> to the cab roof can help reduce the number of plates and beams to some extent, such that the weight of the cab roof is reduced, and thus the cab roof has the advantages of light weight and good manufacturability.

In addition, due to the addition of the aluminum honeycomb panels <NUM>, the structural strength of the cab roof is effectively enhanced, thus the number of plates and beams can be appropriately decreased. With the decrease in the number of plates and beams, the welding amounts are greatly reduced, thereby effectively simplifying the manufacturing difficulty, reducing the complexity of the manufacturing process, and improving the production efficiency of the cab roof.

As shown in <FIG>, in a preferred embodiment of the present disclosure, the roof connecting beam <NUM> has a hollow interior. Therefore, since the interior of the roof connecting beam <NUM> is hollow, the weight of the cab roof can be effectively reduced while ensuring its structural strength, support strength as well as load-bearing strength, so that the cab roof can meet the needs of lightweight.

In the present embodiment, the cross-sectional shape of the roof connecting beam <NUM> is similar to a convex shape.

It should also be noted that the roof connecting beam <NUM> is preferably made of hollow profiles.

As shown in <FIG>, in a preferred embodiment of the present disclosure, the aluminum honeycomb panel <NUM> disposed on the left side of the roof connecting beam <NUM> is referred to as a first aluminum honeycomb panel <NUM>, and the aluminum honeycomb panel <NUM> disposed on the right side of the roof connecting beam <NUM> is referred to as a second aluminum honeycomb panel <NUM>; a first protrusion <NUM> is provided on an upper surface of the roof connecting beam <NUM>, and a first shoulder <NUM> configured to bear the first aluminum honeycomb panel <NUM> and a second shoulder <NUM> configured to bear the second aluminum honeycomb panel <NUM> are respectively provided on left and right sides of the first protrusion <NUM>. It should be noted that, due to the first shoulder <NUM>, it is possible to provide a better support for the first aluminum honeycomb panel <NUM> as a whole, so that it can be effectively fixedly connected with the corresponding side of the roof connecting beam <NUM>.

Similarly, due to the second shoulder <NUM>, it is possible to provide a better support for the second aluminum honeycomb panel <NUM> as a whole, so that it can be effectively fixedly connected with the corresponding side of the roof connecting beam <NUM>.

It should be noted that, the roof connecting beam <NUM>, together with the first aluminum honeycomb panel <NUM> and the second aluminum honeycomb panel <NUM> respectively disposed on left and right sides of the roof connecting beam <NUM>, constitute a basic splicing module of the cab roof. The specific number of basic splicing modules can be determined according to the area of the cab roof of various models of vehicles, that is, the number of the basic splicing modules can be one, two, three, or more than three.

In an embodiment of the present application, the roof carline <NUM> has a universal interface structure, which can be installed and disassembled as a separate module, and is therefore highly versatile.

In another preferred embodiment of the present disclosure, an upper end surface of the first shoulder <NUM> is flush with an upper end surface of the second shoulder <NUM>. Specifically, when the first aluminum honeycomb panel <NUM> is lapped on the upper end surface of the first shoulder <NUM>, and the second aluminum honeycomb panel <NUM> is lapped on the upper end surface of the second shoulder <NUM>, it is ensured that the upper end surface of the upper panel of the first aluminum honeycomb panel <NUM> is flush with the upper end surface of the upper panel of the second aluminum honeycomb panel <NUM> by allowing the upper end surface of the first shoulder <NUM> to be flush with the upper end surface of the second shoulder <NUM>. Therefore, it can also be ensured that the top surface of the cab roof structure can be connected smoothly, and height dislocation which affects the welding effect is avoided, thereby effectively ensuring the overall aesthetics of the cab roof structure.

As shown in <FIG>, in another preferred embodiment of the present disclosure, a second protrusion <NUM> is provided on an upper end surface of the first protrusion <NUM>, and a third shoulder <NUM> configured to connect an upper panel of the first aluminum honeycomb panel <NUM> and a fourth shoulder <NUM> configured to connect an upper panel of the second aluminum honeycomb panel <NUM> are respectively provided on left and right sides of the second protrusion <NUM>. It should be noted that the third shoulder <NUM> is configured to be lapped on the upper panel of the first aluminum honeycomb panel <NUM>, and the fourth shoulder <NUM> is configured to be lapped on the second aluminum honeycomb panel <NUM>. The upper end surface of the upper panel of the first aluminum honeycomb panel <NUM>, the upper end surface of the second protrusion <NUM>, and the upper end surface of the upper panel of the second aluminum honeycomb panel <NUM> are flush.

In another preferred embodiment, an upper end surface of the third shoulder <NUM> is flush with an upper end surface of the fourth shoulder <NUM>. Therefore, the smoothness of connection of the cab roof and the overall aesthetics can be ensured.

In addition, since the first protrusion <NUM> and the second protrusion <NUM> are sequentially provided on the roof connecting beam <NUM> from bottom to top, the roof connecting beam <NUM> can be allowed to have double shoulders.

A roof connecting beam <NUM> with double shoulders is connected between every two aluminum honeycomb panels <NUM> (the first aluminum honeycomb panel <NUM> and the second aluminum honeycomb panel <NUM>), groove welding is conducted at the upper panel of the aluminum honeycomb panel <NUM>, and fillet welding is conducted at the lower panel of the aluminum honeycomb panel <NUM>, and thus the strength of connection between adjacent aluminum honeycomb panels <NUM> can be effectively increased, thereby effectively improving the bearing capacity of the cab roof.

In addition, it should be noted that the problem of welding defects and deformation occurred after the first aluminum honeycomb panel <NUM> and the second aluminum honeycomb panel <NUM> are spliced is effectively solved by constructing the roof connecting beam <NUM> as a profile structure with double shoulders, thereby ensuring the reliability and aesthetics of the welding between the first aluminum honeycomb panel <NUM> and the second aluminum honeycomb panel <NUM>.

As shown in <FIG>, in a preferred embodiment of the present disclosure, a first welding position configured to weld one end of the upper panel of the first aluminum honeycomb panel <NUM> onto the third shoulder <NUM> is provided on the third shoulder <NUM>. Specifically, due to the first welding position, one end of the upper panel of the first aluminum honeycomb panel <NUM> can be lapped on the upper end surface of the third shoulder <NUM> and welded to the third shoulder <NUM> as a whole. Therefore, the first aluminum honeycomb panel <NUM> and the roof connecting beam <NUM> can be effectively connected. It is preferable that "welding method" is groove welding.

As shown in <FIG>, in a preferred embodiment of the present disclosure, the third shoulder <NUM> includes a first horizontal portion <NUM> and a first inclined portion <NUM> connected to the first horizontal portion <NUM>, wherein a first included angle A is formed between the first horizontal portion <NUM> and the first inclined portion <NUM>. In an embodiment, the range of the first included angle A may be <NUM> degrees to <NUM> degrees. After one end of the upper panel of the first aluminum honeycomb panel <NUM> is lapped on the first horizontal portion <NUM>, a first groove <NUM> is formed between a side end surface of the upper panel toward the first inclined portion <NUM> and the first inclined portion <NUM>. The included angle a at the first groove <NUM> is <NUM> degrees to <NUM> degrees.

In a preferred embodiment of the present disclosure, the first horizontal portion <NUM> is disposed above the first shoulder <NUM>, and a horizontal plane on which the first horizontal portion <NUM> is located is disposed in parallel with the upper end surface of the first shoulder <NUM>. Preferably, the horizontal plane on which the first horizontal portion <NUM> is located and the upper end surface of the first shoulder <NUM> are longitudinally staggered and disposed in parallel.

As shown in <FIG>, in order to further optimize the roof connecting beam <NUM> in the foregoing technical solution, on the basis of the technical solution above, a second welding position configured to weld one end of the upper panel of the second aluminum honeycomb panel <NUM> onto the fourth shoulder <NUM> is provided on the fourth shoulder <NUM>. It should be noted that, due to the second welding position, one end of the upper panel of the second aluminum honeycomb panel <NUM> can be lapped on the upper end surface of the fourth shoulder <NUM> and welded to the fourth shoulder <NUM> as a whole. Therefore, the second aluminum honeycomb panel <NUM> and the roof connecting beam <NUM> can be effectively connected. It is preferable that the "welding method" is groove welding.

As shown in <FIG>, in another preferred embodiment of the present disclosure, the fourth shoulder <NUM> includes a second horizontal portion <NUM> and a second inclined portion <NUM> connected to the second horizontal portion <NUM>, wherein a second included angle B is formed between the second horizontal portion <NUM> and the second inclined portion <NUM>. In an embodiment, it should be noted that the range of the second included angle B may be <NUM> degrees to <NUM> degrees. After one end of the upper panel of the second aluminum honeycomb panel <NUM> is lapped on the second horizontal portion <NUM>, a second groove <NUM> is provided between a side end surface of the upper panel towards the second inclined portion <NUM> and the second inclined portion <NUM>. The included angle b at the second groove <NUM> is <NUM> degrees to <NUM> degrees.

In another preferred embodiment of the present application, a first fillet welding position <NUM> is provided at a portion of the first shoulder <NUM> in contact with a lower panel of the first aluminum honeycomb panel <NUM>.

A second fillet welding position <NUM> is provided at a portion of the second shoulder <NUM> in contact with a lower panel of the second aluminum honeycomb panel <NUM>. The lower panel of the first aluminum honeycomb panel <NUM> is lapped on the first fillet welding position <NUM> of the first shoulder <NUM> and is welded to the first shoulder <NUM> as a whole by fillet welding. Meanwhile, the lower panel of the second aluminum honeycomb panel <NUM> is lapped on the second fillet welding position <NUM> of the second shoulder <NUM> and is welded to the second shoulder <NUM> as a whole by fillet welding.

It should be noted that, the connection strength between the first shoulder <NUM> and the first aluminum honeycomb panel <NUM> can be effectively enhanced by fillet welding, meanwhile, the connection strength between the second shoulder <NUM> and the second aluminum honeycomb panel <NUM> can be effectively enhanced, so that the first aluminum honeycomb panel <NUM> and the second aluminum honeycomb panel <NUM> can be firmly connected to the roof connecting beam <NUM>.

As shown in <FIG>, in a preferred embodiment of the present disclosure, the roof connecting beams <NUM> are multiple, and each of the roof connecting beams <NUM> is arranged at intervals. It should be noted that if more than two aluminum honeycomb panels <NUM> need to be added, the number of roof connecting beams <NUM> needs to be increased accordingly to fixedly connect adjacent aluminum honeycomb panels <NUM>. That is, in the present disclosure, once one roof connecting beam <NUM> is adopted, one aluminum honeycomb plate <NUM> needs to be installed correspondingly on its left and right sides, respectively.

The so-called "left side" and "right side" are both described based on the current perspective shown in <FIG>.

As shown in <FIG>, in a preferred embodiment of the present disclosure, the cab roof structure further includes reinforcing beams <NUM> respectively disposed between two adjacent roof connecting beams <NUM>, and the reinforcing beams <NUM> are multiple and disposed at intervals along an extending directions of the roof connecting beams <NUM>. It should be noted that when the roof connecting beam <NUM> is regarded as a longitudinal beam, the reinforcing beam <NUM> can be understood as a transverse beam arranged between two adjacent longitudinal beams. The transverse beam is provided for further enhancing the structural strength and load-bearing capacity of the roof carline <NUM> as well as the roof connecting beam <NUM>, and further, to increase the structural strength and load-bearing capacity of the cab roof.

It should be noted that the reinforcing beam <NUM> can also be a hollow profile to reduce the weight of the cab roof.

As shown in <FIG> and <FIG>, in a preferred embodiment of the present disclosure, the cab roof structure further includes a roof rear end panel <NUM> disposed at a rear end of the roof carline <NUM>, wherein a first end of the roof connecting beam <NUM> is connected to the roof carline <NUM>, and a second end of the roof connecting beam <NUM> is connected to the roof rear end panel <NUM>. Specifically, the roof connecting beam <NUM> can be respectively connected to the roof carline <NUM> and the roof rear end panel <NUM> by welding as a whole.

In an embodiment, the roof rear end panel <NUM> may be an aluminum honeycomb panel, so that the overall weight of the cab roof structure can be effectively reduced while ensuring the structural strength.

As shown in <FIG>, in a preferred embodiment, a support member <NUM> extending in a direction away from the roof rear end panel <NUM> is provided on a surface of the roof rear end panel <NUM> towards a head. It should be noted that, due to the support member <NUM>, the force distribution is effectively improved to increase the load-bearing capacity, and thus the support member <NUM> can play a better supporting role for the aluminum honeycomb panel <NUM>.

In a specific embodiment, the support member <NUM> includes a support plate, a support rib or a support column. It should be noted that the support plate, support rib or support column can be fixedly installed on one side of the roof rear end panel <NUM> by welding.

As shown in <FIG>, in a preferred embodiment of the present disclosure, it is schematically illustrated in the figure that a horizontal mounting position is provided on an upper end surface of the roof rear end panel <NUM>, and an aluminum liner panel <NUM> is disposed on the horizontal mounting position. It should be noted that, due to the aluminum liner panel <NUM>, the thickness of the upper panel of the aluminum honeycomb panel <NUM> can be increased, and the structural and connection strength can be enhanced.

Further, due to the addition of the aluminum liner panel <NUM>, the difference in thickness between the upper panel of the aluminum honeycomb panel <NUM> and the top wall of the vehicle body can be compensated, so as to smoothly connect the roof rear end panel <NUM>, the top wall of the vehicle body and the upper end surface of the upper panel of the aluminum honeycomb panel <NUM>.

In another preferred embodiment of this disclosure, upper panels of each of the aluminum honeycomb panels <NUM> proximate to the roof rear end panel <NUM> are welded to an upper end surface of the aluminum liner panel <NUM>. Specifically, since the support member <NUM> and the lower surface of the aluminum honeycomb panel <NUM> are in contact with each other, the contact area between each other is increased, and thus, the aluminum honeycomb panel <NUM> can be provided with a better upward supporting force, so that the connection strength between the upper panel of the aluminum honeycomb panel <NUM> and the upper end surface of the aluminum liner panel <NUM> can be effectively enhanced, therefore, it is avoided that breakage occurs between the aluminum honeycomb panel <NUM> and the upper end surface of the aluminum liner panel <NUM> due to its own gravity of the aluminum honeycomb panel <NUM> when there is no force support.

It should be noted that the connecting parts of the roof rear end panel <NUM> and the aluminum honeycomb panel <NUM> are connected as a whole by plug welding, so that the roof rear end panel <NUM> and the aluminum honeycomb panel <NUM> can be smoothly connected and thus the cab roof has better manufacturability.

In summary, due to the high structural strength and excellent rigidity of the aluminum honeycomb panels <NUM>, applying the aluminum honeycomb panels <NUM> to the cab roof can help reduce the number of plates and beams to some extent, such that the weight of the cab roof is reduced, and thus the cab roof has the advantages of light weight and good manufacturability.

In addition, due to the addition of aluminum honeycomb panels <NUM>, the structural strength of the cab roof is effectively enhanced, thus the number of plates and beams can be appropriately decreased. With the decrease in the number of plates and beams, the welding amounts are greatly reduced, thereby effectively simplifying the manufacturing difficulty, reducing the complexity of the manufacturing process, and improving the production efficiency of the cab roof.

Claim 1:
A cab roof structure comprising a roof carline (<NUM>), and further comprising:
at least one roof connecting beam (<NUM>) disposed on the roof carline (<NUM>); and
at least two aluminum honeycomb panels (<NUM>), one roof connecting beam (<NUM>) is disposed between every two aluminum honeycomb panels (<NUM>), and each aluminum honeycomb panel (<NUM>) is fixedly connected to a left or right side of the roof connecting beam (<NUM>);
whereby the aluminum honeycomb panel (<NUM>) disposed on a left side of the roof connecting beam (<NUM>) is referred to as a first aluminum honeycomb panel (<NUM>), and the aluminum honeycomb panel (<NUM>) disposed on a right side of the roof connecting beam (<NUM>) is referred to as a second aluminum honeycomb panel (<NUM>);
and
a first protrusion (<NUM>) is provided on an upper surface of the roof connecting beam (<NUM>) a first shoulder (<NUM>) configured to bear the first aluminum honeycomb panel (<NUM>) and a second shoulder (<NUM>) configured to bear the second aluminum honeycomb panel (<NUM>) are respectively provided on left and right sides of the first protrusion (<NUM>);
characterised in that
a second protrusion (<NUM>) is provided on an upper end surface of the first protrusion (<NUM>), and a third shoulder (<NUM>) configured to connect an upper panel of the first aluminum honeycomb panel (<NUM>) and a fourth shoulder (<NUM>) configured to connect an upper panel of the second aluminum honeycomb panel (<NUM>) are respectively provided on left and right sides of the second protrusion (<NUM>).