Rail vehicle and car body and car body side wall structure thereof

Abstract

This invention discloses a rail vehicle and its body and side wall structure. The upper and lower wall panels of the side wall structure are made of longitudinally extending profiles, with window columns spaced longitudinally between them. Simultaneously, upper support columns are longitudinally spaced on the inner side of the upper wall panel, with the lower end of each upper support column located above the window columns. Similarly, lower support columns are longitudinally spaced on the inner side of the lower wall panel, with the upper end of each lower support column located below the window columns. Based on topology optimization technology, this solution arranges the profile beams and columns in a rational manner. The use of longitudinally continuous double-layer profiles at the upper and lower parts of the side wall efficiently transfers longitudinal loads. Furthermore, the vertical support structure formed by the window columns and the upper and lower support columns effectively transfers vertical loads, improving the overall vertical stiffness of the vehicle body. In addition, the middle wall panels of both the upper and lower wall panels are single-layer profiles, achieving an organic integration of high strength and lightweight design.

Description

Technical Field

[0001] This invention relates to the field of rail vehicle technology, specifically to a rail vehicle and its car body and side wall structure. Background Technology

[0002] With the increasing speed of rail vehicles, lightweighting has become one of the key indicators of research and development. Rail vehicle aluminum alloy bodies typically adopt a double-layer profile structure, but the current level of lightweighting of double-layer profile structures has basically reached a bottleneck, making it impossible to further control the weight of the car body.

[0003] In view of this, it is urgent to optimize the side wall structure of rail vehicles in order to improve the vehicle's lightweight level. Summary of the Invention

[0004] To address the aforementioned technical problems, this invention provides a rail vehicle and its body and sidewall structure, which can effectively improve the lightweighting level of the vehicle body through structural optimization.

[0005] The vehicle side wall structure provided by this invention includes an upper wall panel and a lower wall panel. Both the upper and lower wall panels are configured as follows: they are made of longitudinally extending profiles, with the upper and lower edges being double-layered profiles, and the wall panel body between the upper and lower edges being a single-layered profile. Window columns are longitudinally spaced between the upper and lower wall panels, and two adjacent window columns, together with the lower edge of the upper wall panel and the upper edge of the lower wall panel, form a window mounting opening. Upper support columns are longitudinally spaced on the inner side of the upper wall panel, each upper support column being configured such that its lower end is located above the window column and is at least fixedly connected to the wall panel body of the upper wall panel. Lower support columns are longitudinally spaced on the inner side of the lower wall panel, each lower support column being configured such that its upper end is located below the window column and is at least fixedly connected to the wall panel body of the lower wall panel.

[0006] Optionally, the upper wall panel includes an upper side beam, an upper wall panel body, and a window upper wall panel connected sequentially from top to bottom; the lower wall panel includes a window lower wall panel, a lower wall panel body, and a lower side beam connected sequentially from top to bottom; the upper side beam, the lower side beam, the window upper wall panel, and the window lower wall panel are double-layer profiles; the upper wall panel body is configured such that its upper and lower edges, which respectively connect with the upper side beam and the window upper wall panel, are double-layer profiles, and the wall panel body between its upper and lower edges is a single-layer profile; the lower wall panel body is a single-layer profile.

[0007] Optionally, the thickness of the lower edge of the upper beam is less than the thickness of the upper beam body, and a first step surface is formed between the inner surface of the upper beam body and the inner surface of its lower edge; the thickness of the upper edge of the window upper wall panel is less than the thickness of the window upper wall panel body, and a second step surface is formed between the inner surface of the window upper wall panel body and the inner surface of its upper edge; the upper and lower ends of the upper support column are respectively connected and fixed to the first step surface and the second step surface.

[0008] Optionally, the thickness of the lower edge of the window sill is less than the thickness of the window sill body, and a third step surface is formed between the inner surface of the window sill body and the inner surface of its lower edge; the upper end of the lower support column is fixed to the window sill through an upper connecting beam, and the upper connecting beam is correspondingly arranged on the third step surface below the window column; the lower end of the lower support column is fixed to the lower side beam through a lower connecting beam, and the lower connecting beam is staggered longitudinally relative to the upper connecting beam.

[0009] Optionally, the inner surface of the upper wall panel includes longitudinally extending reinforcing ribs, and the outer surface of the upper support column is fixedly connected to the lower edge of the upper beam, the upper edge of the upper wall panel, the reinforcing ribs and the lower edge, and the upper edge of the window upper wall panel, respectively; the inner surface of the lower wall panel includes longitudinally extending reinforcing ribs, and the outer surface of the lower support column is fixedly connected to the reinforcing ribs of the lower wall panel.

[0010] Optionally, the reinforcing ribs of the upper wall panel and the reinforcing ribs of the lower wall panel have "T" shaped cross sections, and there are multiple ribs spaced apart vertically.

[0011] Optionally, the window pier is made of vertically extending profiles.

[0012] Optionally, two upper support columns are respectively arranged above the window column, and the lower ends of the two upper support columns are arranged vertically opposite to the two sides of the window column; two lower support columns are respectively arranged below the window column, and the upper ends of the two lower support columns are arranged vertically opposite to the two sides of the window column.

[0013] Optionally, each of the upper support columns is arranged vertically and parallel to each other, and each of the lower support columns is arranged obliquely relative to the extension direction of the window column, and the inclination directions of two adjacent lower support columns are opposite; the upper and lower ends of the obliquely arranged lower support columns are fixedly connected to the adjacent upper connecting beam and the lower connecting beam, respectively.

[0014] Optionally, the upper side beam, the upper wall panel body, and the window upper wall panel of the upper wall panel are either a separate structure that is spliced ​​and fixed, or an integrally formed structure; the window lower wall panel, the lower wall panel body, the lower side beam, the upper connecting beam, and the lower connecting beam of the lower wall panel are either a separate structure that is spliced ​​and fixed, or an integrally formed structure.

[0015] Optionally, each of the upper support columns is arranged at an angle relative to the extension direction of the window column, or each of the lower support columns is arranged parallel to the vertical direction.

[0016] The present invention also provides a vehicle body, including a roof, a chassis, and two side walls fixedly connected to both sides of the roof and the chassis, wherein the side walls adopt the vehicle body side wall structure as described above.

[0017] The present invention also provides a rail vehicle, including the vehicle body as described above.

[0018] For existing rail vehicles, this invention innovatively proposes a car body sidewall structure using topology optimization technology, and configures a design approach that balances load-bearing capacity and lightweight design based on structural relationships. Specifically, the upper and lower wall panels are made of longitudinally extending profiles, with window columns spaced longitudinally between them. Simultaneously, upper support columns are longitudinally spaced on the inner side of the upper wall panel, with the lower end of each upper support column located above the window columns and fixedly connected to at least the wall panel body of the upper wall panel. Similarly, lower support columns are longitudinally spaced on the inner side of the lower wall panel, with the upper end of each lower support column located below the window columns and fixedly connected to at least the wall panel body of the lower wall panel. Compared with existing technologies, this solution has the following beneficial technical effects:

[0019] Firstly, this design employs a rational arrangement of profile beams and columns to achieve an organic integration of high strength and lightweight design. On one hand, the upper and lower sections of the side walls feature longitudinally continuous double-layer profiles, which efficiently transfer longitudinal loads and meet the requirements of tension and compression at the bottom coupler and compression at the top. Simultaneously, upper and lower support columns are arranged on both sides of the window columns. Based on the window columns and the support columns located inside the upper and lower wall panels, a vertically continuous support structure is formed, effectively transferring vertical loads and improving the overall vertical stiffness of the vehicle body. Furthermore, the middle wall panels of both the upper and lower wall panels in this design are single-layer profiles. Compared to traditional double-layer profile structures, this achieves a weight reduction of approximately 10% under the same strength requirements, aligning with the trend towards lightweight design.

[0020] Secondly, the upper wall panel (above the window) and lower wall panel (below the window) of this solution can be pre-assembled as separate modules and then assembled with the window columns, or the components can be assembled on the overall tooling, which provides high process flexibility.

[0021] Third, in the optional embodiment of the present invention, the upper wall panel includes an upper side beam, an upper wall panel body, and a window upper wall panel connected in sequence, and the lower wall panel includes a window lower wall panel, a lower wall panel body, and a lower side beam connected in sequence; the window upper wall panel and the window lower wall panel are double-layer profiles. Here, taking into account the configuration results of various load conditions, the structural strength after the material in the window area is removed within the design boundary conditions is effectively guaranteed.

[0022] Fourth, in another optional embodiment of the present invention, the window column is made of vertically extending profiles and is combined with the upper and lower profiles of the window to form a window. Compared with the traditional structure of welding vertical profiles to form a window, this embodiment uses vertical profiles to form the window column, which can more effectively transfer vertical loads and reduce the processing waste of profiles in the window area, thereby reducing manufacturing costs.

[0023] Fifth, for the vehicle body design with a rounded transition at the top and side, the vertically arranged window column structure provided in this design facilitates the bending and shaping of the column, has good manufacturability, and reduces manufacturing costs. Attached Figure Description

[0024] Figure 1 This is a schematic diagram of the vehicle body sidewall structure described in the specific implementation embodiment;

[0025] Figure 2 for Figure 1 A cross-sectional schematic diagram of the vehicle body sidewall structure shown in the figure;

[0026] Figure 3 for Figure 2 The diagram shows the connection relationship of the upper wall panels;

[0027] Figure 4 for Figure 2 The diagram shows the connection relationship of the upper support columns;

[0028] Figure 5 for Figure 2 The diagram shows the connection relationship between the lower wall panel and the lower support column.

[0029] Figure 6 for Figure 2 A schematic diagram showing the connection relationship of the columns between the windows;

[0030] Figure 7 for Figure 1 AA cross-section view;

[0031] Figure 8 This is a partial schematic diagram of the window mounting opening described in a specific embodiment;

[0032] Figure 9 for Figure 8 View B.

[0033] In the picture:

[0034] Upper wall panel 10, upper beam 11, lower edge 111, body 112, first step surface 113, upper wall panel body 12, upper edge 121, lower edge 122, wall panel body 123, reinforcing rib 124, window upper wall panel 13, upper edge 131, body 132, second step surface 133, installation stop 134, connecting part 135, upper support column 14; lower wall panel 20, window lower wall panel 21, lower edge 211, body 212, third step surface 213, installation stop 214, connecting part 215, lower wall panel body 22, reinforcing rib 221, lower beam 23, lower support column 24, upper connecting beam 25, lower connecting beam 26; window column 30, installation stop 31, reinforcing rib 32; window mounting opening 40; roof 50; base frame 60. Detailed Implementation

[0035] To enable those skilled in the art to better understand the technical solutions of the present invention, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0036] Please see Figure 1 This figure is a schematic diagram of the overall structure of the vehicle body sidewall structure described in this embodiment. To clearly illustrate the basic unit structure of the vehicle body sidewall and simplify the drawing, the figure only shows the corresponding configuration and structure based on a single window mounting opening. It should be understood that the vehicle body sidewall structure shown in the figure can be arranged sequentially along the longitudinal direction of the vehicle body to form the vehicle body sidewall.

[0037] The vehicle body sidewall structure includes an upper wall panel 10 and a lower wall panel 20, both made of longitudinally extending profiles to achieve good longitudinal load-bearing capacity. Window support columns 30 are longitudinally spaced between the upper wall panel 10 and the lower wall panel 20. Two adjacent window support columns 30, together with the lower edge of the upper wall panel 10 and the upper edge of the lower wall panel 20, form a window mounting opening 40. Please refer to [further details omitted]. Figure 1 and 2 ,in, Figure 2 for Figure 1 The diagram shows a cross-sectional view of the vehicle body sidewall structure.

[0038] In this design, the upper and lower edges of the upper wall panel 10 are both double-layer profiles, and the wall panel body 123 between the upper and lower edges is a single-layer profile; similarly, the upper and lower edges of the lower wall panel 20 are both double-layer profiles, and the wall panel body 223 between the upper and lower edges is a single-layer profile. Here, a double-layer profile means that it includes two layers of panels in the thickness direction; a single-layer profile means that it includes one layer of panels in the thickness direction.

[0039] The upper wall panel 10 has longitudinally spaced upper support columns 14 on its inner side. Each upper support column 14 is configured such that its lower end is located above the window column 30 and is fixedly connected to at least the wall panel body 123 of the upper wall panel 10. The lower wall panel 20 has longitudinally spaced lower support columns 24 on its inner side. Each lower support column 24 is configured such that its upper end is located below the window column 30 and is fixedly connected to at least the wall panel body 223 of the lower wall panel 20. Thus, the upper and lower support columns are arranged on both sides of the window column, forming a vertically continuous support structure based on the window column and the support columns located on the inner side of the upper and lower wall panels. This effectively transfers vertical loads and improves the overall vertical stiffness of the vehicle body. Furthermore, the middle wall panels of both the upper and lower wall panels can be configured as single-layer profiles, meeting the trend requirements of lightweight design.

[0040] Specifically, please refer to the following: Figure 1 , Figure 2 and Figure 3 ,in, Figure 3 for Figure 2 The diagram shows the connection relationship of the upper wall panels.

[0041] In this design, the upper wall panel 10 includes an upper side beam 11, an upper wall panel body 12, and a window upper wall panel 13 connected sequentially from top to bottom. The upper side beam 11 and the window upper wall panel 13 are double-layer profiles. The upper side beam 11 is used for splicing and fixing the roof 50.

[0042] The upper wall panel 12 is configured such that its upper edge 121 and lower edge 122, which are respectively connected to the upper beam 11 and the window upper wall panel 13, are double-layer profiles, and the wall panel 123 between its upper edge 121 and lower edge 122 is a single-layer profile.

[0043] Here, the part where the upper wall panel 12 connects to the upper beam 11 and the window upper wall panel 13 is a double-layer profile. Specifically, the thickness of the lower edge 111 of the upper beam 11 is less than the thickness of the body 112 of the upper beam 11, and the thickness of the upper edge 131 of the window upper wall panel 13 is less than the thickness of the body 132 of the window upper wall panel 13. The lower edge 111 of the upper beam 11 and the upper edge 131 of the window upper wall panel 13 are respectively butted and fixed to the upper edge 121 and the lower edge 122 of the upper wall panel 12, which is conducive to the transfer of load and avoids stress concentration caused by structural abrupt changes.

[0044] Correspondingly, a first stepped surface 113 is formed between the inner surface of the body 112 of the upper beam 11 and the inner surface of its lower end along 111, and a second stepped surface 133 is formed between the inner surface of the body 132 of the upper wall panel 13 and the inner surface of its upper end along 131; the upper and lower ends of each upper support column 14 are respectively connected and fixed to the first stepped surface 113 and the second stepped surface 133. Please refer to the following: Figure 4 The diagram shows a schematic representation of the connection relationship of the upper support column.

[0045] Furthermore, the wall panel body 12 of the upper wall panel 12 includes reinforcing ribs 124 formed by longitudinal extension, specifically including a plurality of reinforcing ribs 124 arranged at intervals up and down between the upper edge 121 and the lower edge 122. The outer surfaces of the upper support columns 14 are respectively fixedly connected to the lower edge 111 of the upper side beam 11, the upper edge 121 of the upper wall panel 12, the reinforcing ribs 124 and the lower edge 122, and the upper edge 131 of the upper window wall panel 13. For example, but not limited to, the fixed connection is achieved by welding process.

[0046] In this solution, the outer surfaces of the upper side beam 11, the upper wall panel 12 and the upper window wall panel 13 are aligned, and at the same time, the inner surfaces of the upper side beam 11, the upper support columns 14 and the upper window wall panel 13 are also flush, that is, the inner and outer surfaces are designed to have a continuous transition according to the outer contour of the vehicle body side wall to facilitate the covering of the inner and outer skins.

[0047] Please refer to Figure 1 Figure 2 and Figure 5 , Figure 5 for Figure 2 the schematic diagram of the connection relationship of the lower wall panel shown in

[0048] In this solution, the lower wall panel 20 includes a lower window wall panel 21, a lower wall panel body 22 and a lower side beam 23 connected in sequence from top to bottom. The lower window wall panel 21 and the lower side beam 23 are double-layer profiles. Among them, the lower side beam 23 is used for splicing and fixing with the underframe 60. The thickness of the lower edge 211 of the lower window wall panel 21 is less than the thickness of the body 212 of the lower window wall panel 21, and a third step surface 213 is formed between the inner surface of the body 212 of the lower window wall panel 21 and the inner surface of its lower edge 211.

[0049] Among them, the lower wall panel body 22 is a single-layer profile and includes reinforcing ribs 221 formed by longitudinal extension, specifically including a plurality of reinforcing ribs 221 arranged at intervals up and down on the inner surface of the lower wall panel body 22. The outer surfaces of the lower support columns 24 are respectively fixedly connected to the reinforcing ribs 221 of the lower wall panel body 22. For example, but not limited to, the fixed connection is achieved by welding process.

[0050] In order to improve the bearing capacity of the lower wall panel 20, preferably, the upper end of the lower support column 24 is fixed to the lower window wall panel 21 through an upper connecting beam 25, and each upper connecting beam 25 is correspondingly arranged on the third step surface 213 below the window intermediate column 30. The lower end of the lower support column 24 is fixed to the lower side beam 23 through a lower connecting beam 26, and the lower connecting beam 26 is arranged longitudinally staggered with respect to the upper connecting beam 25. Here, the upper connecting beam 25 and the lower edge 211 and the third step surface 213 of the lower window wall panel 21 are enclosed and fixed to form a "day" - shaped structure, and the lower connecting beam 26 and the lower side beam 23 are butt - connected and fixed to form a "day" - shaped structure, which has better structural stiffness.

[0051] In this design, the outer surfaces of the window lower wall panel 21, the lower wall panel body 22, and the lower side beam 23 are aligned. At the same time, the inner surfaces of the window lower wall panel 21, the upper connecting beam 25, the lower support column 24, the lower connecting beam 26, and the lower side beam 23 are also flush. That is, the inner and outer surfaces are designed to transition continuously according to the outline of the vehicle body side wall to facilitate the covering of the inner and outer skins.

[0052] To further improve the reliable fixation between each reinforcing rib and the corresponding support column, the reinforcing rib 124 of the upper wall panel 12 and the reinforcing rib 221 of the lower wall panel 22 are both T-shaped in cross section, thereby fixing them by overlapping the large-sized end face of the reinforcing rib with the outer surface of the corresponding support column.

[0053] In this design, the window pier 30 serves as a fundamental component forming a vertically continuous load-bearing structure. To more effectively transfer vertical loads, the window pier 30 is constructed using vertically extending profiles. This allows for more efficient transfer of vertical loads and also reduces material waste in the window area. Please refer to [link / reference]. Figure 1 , Figure 2 , Figure 6 and Figure 7 ,in, Figure 6 for Figure 2 The diagram shows the connection relationship of the window columns 30. Figure 7 for Figure 1 The AA section view, which is also the cross-sectional view of the window column.

[0054] The window support column 30 has mounting notches 31 on both sides, which respectively enclose the mounting notches 134 on the lower edge of the upper window wall panel 13 and the mounting notches 214 on the upper edge of the lower window wall panel 21 to form a window mounting opening 40. For example... Figure 1 As shown, at the connection point between the upper wall panel 13 and the window column 30, a connecting part 135 extends downwards to form a connecting part 135, and at the connection point between the lower wall panel 21 and the window column 30, a connecting part 215 extends upwards to form a connecting part 215.

[0055] In this design, both the upper window panel 13 and the lower window panel 21 are double-layer profiles. Based on the basic profiles of the upper window panel 13 and the lower window panel 21, the corresponding window and corresponding connecting parts can be formed by material reduction without affecting their load-bearing capacity. At the same time, the window corners where the connecting part 135 connects to the body of the upper window panel 13, and the window corners where the connecting part 215 connects to the body of the lower window panel 21, can all be rounded by processing the corresponding body profiles to improve strength.

[0056] Please see also Figure 8 and Figure 9 ,in, Figure 8 A partial schematic diagram of the window mounting opening 40. Figure 9 for Figure 8 View B.

[0057] The central part of the window pier 30 includes vertically extending reinforcing ribs 32, with multiple reinforcing ribs 32 spaced apart on the inner surface of the window pier 30. Similarly, the reinforcing ribs 32 are "T"-shaped, thereby allowing them to be fitted and fixed to the inner skin based on the large end face of the reinforcing ribs 32.

[0058] Above each window support column 30, two upper support columns 14 are respectively arranged, with the lower ends of the two upper support columns 14 vertically opposite to the two sides of the window support column 30. Below each window support column 30, two lower support columns 24 are respectively arranged, with the upper ends of the two lower support columns 24 vertically opposite to the two sides of the window support column 30. Overall, for each window support column 30, the combination of the two upper support columns 14 above it and the two lower support columns 24 below it results in a more reasonable structural match, forming a vertical support structure with excellent load-bearing capacity.

[0059] The upper support column 14 can have a "U" shaped cross section, and the lower support column 24 can have a "U" shaped cross section. In other specific applications, the cross-sectional forms of the upper support column 14 and the lower support column 24 can be determined as needed.

[0060] As shown in the figure, each upper support column 14 is arranged vertically and parallel to the others, and each lower support column 24 is arranged obliquely relative to the extension direction of the window column 30, and the inclination directions of two adjacent lower support columns 24 are opposite. The upper and lower ends of the obliquely arranged lower support columns 24 are fixedly connected to the adjacent upper connecting beam 25 and lower connecting beam 26, respectively. In other words, each lower support column 24 is arranged in a "W" shape, which can take into account the transmission of vertical load and longitudinal load.

[0061] In practical implementation, the window column 30 can be located at the side top arc. The vertical setting is conducive to the bending and shaping of the window column. In other words, the vertical part of the arc is two-dimensional and the oblique part is three-dimensional, which is more difficult to shape. Applying this solution can improve the processability and reduce the manufacturing cost.

[0062] In other specific implementations, the arrangement of each upper support column 14 and each lower support column 24 can be determined according to the actual product design needs. For example, but not limited to, each upper support column is set at an angle relative to the extension direction of the window column, or each lower support column is set parallel to the vertical direction. As long as a vertical support structure with excellent load-bearing capacity can be formed, it is within the scope of protection requested in this application.

[0063] As shown in the figure, the upper beam 11, upper wall panel 12, and window upper wall panel 13 of the upper wall panel 10 are a modular structure that is spliced ​​and fixed. The lower wall panel 20, including the window lower wall panel 21, lower wall panel 22, lower beam 23, upper connecting beam 25, and lower connecting beam 26, is also a modular structure that is spliced ​​and fixed. Specifically, matching insertion slots can be set at the splicing points, allowing for splicing and positioning before welding during assembly and fixing. In other words, it can be pre-assembled as a separate module and then assembled with the window columns, or the components can be assembled on a complete tooling, offering high process flexibility.

[0064] In other specific implementations, the upper beam 11, upper wall panel body 12, and window upper wall panel 13 of the upper wall panel 10 can be integrally formed profiles, and the window lower wall panel 21, lower wall panel body 22, and lower beam 23 of the lower wall panel 20, as well as the upper connecting beam 25 and lower connecting beam 26, can be partially or entirely integrally formed profiles according to the process design requirements.

[0065] In the case of designing the upper connecting beam 25 and the lower wall panel 21 or the lower wall panel 22 as an integral profile, the upper connecting beam 25 can be formed by removing the material; in the case of designing the lower connecting beam 26 and the lower wall panel 22 or the lower side beam 23 as an integral profile, the lower connecting beam 26 can be formed by removing the material.

[0066] In addition to the aforementioned vehicle body side wall structure, this embodiment also provides a vehicle body, including a roof, a chassis, and two side walls fixedly connected to both sides of the roof 50 and the chassis 60. These side walls employ the vehicle body side wall structure described above. Other functional components of this vehicle body are not the core inventive point of this application and can be implemented based on existing technology; therefore, they will not be elaborated upon herein.

[0067] In addition to the aforementioned side wall structure and vehicle body, this embodiment also provides a rail vehicle, which includes the aforementioned vehicle body. It should be understood that other functional components of this rail vehicle are not the core inventive point of this application, and can be implemented by those skilled in the art based on existing technology; therefore, they will not be elaborated upon herein.

[0068] The above are merely preferred embodiments of the present invention. It should be noted that those skilled in the art can make various improvements and modifications without departing from the principle of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A vehicle body sidewall structure, characterized in that, It includes an upper wall panel and a lower wall panel, both of which are configured to be made of longitudinally extending profiles, with the upper and lower edges being double-layered profiles and the wall panel body between the upper and lower edges being a single-layered profile; Window columns are longitudinally spaced between the upper wall panel and the lower wall panel, and two adjacent window columns, together with the lower edge of the upper wall panel and the upper edge of the lower wall panel, form a window mounting opening. The upper wall panel is provided with upper support columns spaced longitudinally on its inner side. Each upper support column is configured such that its lower end is located above the window column and is fixedly connected to at least the wall panel body of the upper wall panel. The lower wall panel is provided with lower support columns spaced longitudinally on its inner side. Each lower support column is configured such that its upper end is located below the window column and is fixedly connected to at least the wall panel body of the lower wall panel. The upper wall panel includes an upper side beam, an upper wall panel body, and a window upper wall panel connected in sequence. The lower wall panel includes a window lower wall panel, a lower wall panel body, and a lower side beam connected in sequence. The upper side beam, the lower side beam, the window upper wall panel, and the window lower wall panel are double-layer profiles. The upper wall panel body is configured such that its upper and lower edges, which respectively connect with the upper side beam and the window upper wall panel, are double-layer profiles, and the wall panel body between its upper and lower edges is a single-layer profile. The lower wall panel body is a single-layer profile.

2. The vehicle body sidewall structure according to claim 1, characterized in that, The thickness of the lower edge of the upper beam is less than the thickness of the upper beam body, and a first step surface is formed between the inner surface of the upper beam body and the inner surface of its lower edge; the thickness of the upper edge of the window upper wall panel is less than the thickness of the window upper wall panel body, and a second step surface is formed between the inner surface of the window upper wall panel body and the inner surface of its upper edge; the upper and lower ends of the upper support column are respectively connected and fixed to the first step surface and the second step surface.

3. The vehicle body sidewall structure according to claim 2, characterized in that, The thickness of the lower edge of the window sill is less than the thickness of the window sill body, and a third step surface is formed between the inner surface of the window sill body and the inner surface of its lower edge; the upper end of the lower support column is fixed to the window sill by an upper connecting beam, and the upper connecting beam is correspondingly arranged on the third step surface below the window column; the lower end of the lower support column is fixed to the lower side beam by a lower connecting beam, and the lower connecting beam is staggered longitudinally relative to the upper connecting beam.

4. The vehicle body sidewall structure according to claim 3, characterized in that, The inner surface of the upper wall panel includes longitudinally extending reinforcing ribs, and the outer surface of the upper support column is fixedly connected to the lower edge of the upper beam, the upper edge of the upper wall panel, the reinforcing ribs and the lower edge, and the upper edge of the window upper wall panel, respectively; the inner surface of the lower wall panel includes longitudinally extending reinforcing ribs, and the outer surface of the lower support column is fixedly connected to the reinforcing ribs of the lower wall panel.

5. The vehicle body sidewall structure according to claim 4, characterized in that, The reinforcing ribs of both the upper and lower wall panels have "T" shaped cross sections, and there are multiple ribs spaced apart vertically.

6. The vehicle body sidewall structure according to any one of claims 2 to 5, characterized in that, The window columns are made of vertically extending profiles.

7. The vehicle body sidewall structure according to claim 6, characterized in that, Two upper support columns are respectively arranged above the window column, and the lower ends of the two upper support columns are arranged vertically opposite to the two sides of the window column; two lower support columns are respectively arranged below the window column, and the upper ends of the two lower support columns are arranged vertically opposite to the two sides of the window column.

8. The vehicle body sidewall structure according to claim 7, characterized in that, Each of the upper support columns is arranged vertically and parallel to each other, and each of the lower support columns is arranged obliquely relative to the extension direction of the window column, and the inclination directions of two adjacent lower support columns are opposite; the upper and lower ends of the obliquely arranged lower support columns are fixedly connected to the adjacent upper connecting beam and the lower connecting beam, respectively.

9. The vehicle body sidewall structure according to claim 8, characterized in that, The upper wall panel's upper side beam, upper wall panel body, and window upper wall panel are either a spliced ​​and fixed separate structure or an integrally formed structure; the lower wall panel's window lower wall panel, lower wall panel body, lower side beam, upper connecting beam, and lower connecting beam are either a spliced ​​and fixed separate structure or an integrally formed structure.

10. The vehicle body sidewall structure according to claim 7, characterized in that, Each of the upper support columns is set at an angle relative to the extension direction of the window column, or each of the lower support columns is set parallel to the vertical direction.

11. A vehicle body, comprising a roof, a chassis, and two side walls fixedly connected to both sides of the roof and the chassis, characterized in that, The sidewall adopts the vehicle body sidewall structure as described in claims 1 to 10.

12. A rail vehicle, comprising a car body, characterized in that, The vehicle body is the vehicle body as described in claim 11.

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