A type of modular vehicle sidewall and rail vehicle

Abstract

This application provides a modular vehicle sidewall and a rail vehicle. The modular vehicle sidewall is composed of longitudinal profile components arranged along the length of the vehicle and column components arranged along the height of the vehicle. The longitudinal profile components include a first longitudinal profile disposed at the upper part of the sidewall, a second longitudinal profile disposed at the lower part of the sidewall, and a plurality of third longitudinal profiles arranged at intervals along the longitudinal direction and spliced ​​to the top of the second longitudinal profile. The column components include a plurality of first columns spliced ​​at intervals between the first and third longitudinal profiles and second columns spliced ​​to the ends of the third longitudinal profiles. The top of the second column is spliced ​​to the bottom of the first longitudinal profile, and the bottom of the second column is spliced ​​to the top of the second longitudinal profile. While ensuring vehicle strength, a lightweight design is implemented, which has the beneficial effects of reducing vehicle energy consumption and saving costs. This is applicable to the technical field of vehicle manufacturing.

Description

Technical Field

[0001] This application relates to the technical field of vehicle manufacturing, specifically to a modular vehicle sidewall and a rail vehicle. Background Technology

[0002] Rail vehicles, characterized by large passenger capacity, rapid acceleration and deceleration, and quick boarding and alighting, offer a technologically advanced, efficient, green, and high-capacity new transportation mode for addressing urban transportation capacity issues during peak hours. They can meet the commuting, business, and school travel needs of cities, improving the overall transportation capacity of urban public transport and serving as a new option for upgrading modern trams and buses. The sidewalls of rail vehicles, as one of the major components, connect the roof and the bottom frame, and also serve as the main load-bearing structure for passenger boarding and alighting passages and viewing windows. Therefore, providing structurally sound and stable sidewalls is crucial to the overall operational quality of the vehicle.

[0003] In existing rail vehicles, the frame has an upper beam, and the side walls are installed above the upper beam, meaning the two side walls are supported by the frame. When setting the door opening, the upper part of the door opening is located on the side wall, and the lower part of the door opening is located on the frame. During vehicle assembly, due to the mismatch in deflection between the side walls and the frame, the gap at the connection between the side walls and the frame is easily too large or too small, making direct welding impossible. It usually requires grinding and adjustment first, which is a large-scale project requiring significant manpower and resources, severely impacting production efficiency. After welding, due to tolerances between the side walls and the frame and welding deformation, the upper and lower parts of the door opening are also prone to misalignment.

[0004] Some have suggested using longitudinal profiles welded together to form the vehicle sidewalls, and then machining the entire structure to remove the windows and door openings. However, this method is not suitable for sidewalls with large windows and door openings, as the supporting structure is unstable. Furthermore, removing the base material at the window and door opening locations leads to a waste of raw materials and increases production costs. Summary of the Invention

[0005] To address one of the aforementioned technical deficiencies, this application provides a modular vehicle sidewall and a rail vehicle.

[0006] According to a first aspect of the embodiments of this application, a splicing type vehicle sidewall is provided, which is spliced ​​together by longitudinal profile components arranged along the length direction of the vehicle and column components arranged along the height direction of the vehicle; the longitudinal profile component includes a first longitudinal profile disposed on the upper part of the sidewall, a second longitudinal profile disposed on the lower part of the sidewall, and a plurality of third longitudinal profiles spliced ​​to the top of the second longitudinal profile and arranged at intervals along the longitudinal direction; the column component includes a plurality of first columns spliced ​​at intervals between the first longitudinal profiles and the third longitudinal profiles and a second column spliced ​​to the end of the third longitudinal profile, the top of the second column being spliced ​​to the bottom of the first longitudinal profile, and the bottom of the second column being spliced ​​to the top of the second longitudinal profile.

[0007] Preferably, the space between the first longitudinal profile and the third longitudinal profile arranged vertically is divided into at least one window for window installation by the column assembly; the space between adjacent third longitudinal profiles forms a door opening for door installation by two adjacent second columns together with the first longitudinal profile and the second longitudinal profile.

[0008] Preferably, each window is provided with a stepped profile, the wider side of the stepped profile is connected to the window, and the narrower side of the stepped profile is used to connect to the corresponding window.

[0009] Preferably, the third longitudinal profile is provided with an inspection door opening, the bottom of which is close to the top of the second longitudinal profile; a patch plate is provided on the top and both sides of the inspection door opening; both ends of the patch plate extend into the direction close to the inspection door opening, and the inner angle between the extension and the patch plate is rounded.

[0010] More preferably, the top of the inspection door opening is provided with at least one mounting base, and the bottom of the mounting base is provided with at least one first mounting C-groove; the bottom of the inspection door opening is provided with at least one second mounting C-groove, and the first mounting C-groove and the second mounting C-groove are used to install the inspection door.

[0011] Preferably, the inner side of the vehicle sidewall is provided with at least one third mounting C-slot for connecting or mounting internal vehicle equipment.

[0012] Preferably, the lower part of the vehicle sidewall is also provided with a rubber wheel opening for mounting the wheels of the rail vehicle.

[0013] Preferably, the inner side of the vehicle sidewall is provided with an angle aluminum connecting assembly for connecting with the frame of the rail vehicle, and the angle aluminum connecting assembly is arranged along the length direction of the frame.

[0014] Preferably, a drainage channel is also provided on the side wall of the vehicle; the drainage channel includes a longitudinal drainage channel provided inside the longitudinal profile assembly and a vertical drainage channel provided inside the column assembly, and at least one drainage hole is also provided at the bottom of the second longitudinal profile, and the longitudinal drainage channel, the vertical drainage channel and the at least one drainage hole are connected to each other.

[0015] According to a second aspect of the embodiments of this application, a rail vehicle is provided, including a frame and a car body. The car body includes vehicle side walls disposed on both sides of the frame and end walls disposed at both ends of the frame. The tops of the two vehicle side walls and the two end walls are connected to a roof. The vehicle side walls are as described in any of the above descriptions. The vehicle side walls are connected to the frame by angle aluminum connecting assemblies disposed on the inner side of the vehicle side walls. The angle aluminum connecting assemblies are arranged along the length direction of the frame.

[0016] This application employs a combination of longitudinal profile components and column components to form the vehicle sidewall. The design is rational and stable, and while ensuring vehicle strength, a lightweight design is implemented to reduce vehicle energy consumption. It also solves the problem of raw material waste caused by removing windows and door openings from the continuous longitudinal profiles in existing technologies, thus saving production costs. Attached Figure Description

[0017] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings:

[0018] Figure 1 A schematic diagram of the outer structure of a spliced ​​vehicle sidewall provided in an embodiment of this application;

[0019] Figure 2 A schematic diagram of the inner structure of a spliced ​​vehicle sidewall provided in an embodiment of this application;

[0020] Figure 3 A schematic diagram of the connection structure between the end column and the first column provided in an embodiment of this application;

[0021] Figure 4 A cross-sectional view of the stepped profile provided in the embodiments of this application;

[0022] Figure 5 A front view of the inspection door opening provided in an embodiment of this application;

[0023] Figure 6 This is a schematic diagram of the structure of the patch plate provided in an embodiment of this application;

[0024] Figure 7 A front view of the patch provided in the embodiments of this application;

[0025] Figure 8 A side view of the patch provided in an embodiment of this application;

[0026] Figure 9 This is a schematic diagram of the structure of the inspection door opening provided in an embodiment of this application;

[0027] Figure 10 Another structural schematic diagram of the inspection door opening provided in an embodiment of this application;

[0028] Figure 11 This is a schematic diagram of the angle aluminum connection assembly provided in the embodiments of this application;

[0029] Figure 12 This is a partial structural schematic diagram of the angle aluminum connection assembly provided in the embodiments of this application;

[0030] Figure 13 for Figure 12 Cross-sectional view;

[0031] Figure 14 This is a schematic diagram of another part of the angle aluminum connection assembly provided in the embodiments of this application;

[0032] Figure 15 A schematic diagram of an internal drainage channel structure for a spliced ​​vehicle sidewall provided in this application embodiment;

[0033] Figure 16 This is a schematic diagram of the internal structure of the drainage hole provided in an embodiment of this application;

[0034] Figure 17 A schematic diagram of the external structure of the drainage hole provided in an embodiment of this application;

[0035] Figure 18 This is a schematic diagram of the structure of a rail vehicle provided in an embodiment of this application;

[0036] Figure 19 A cross-sectional view of a rail vehicle provided in an embodiment of this application;

[0037] In the picture:

[0038] 1 is the frame, 2 is the carriage, 21 is the side wall, 22 is the end wall, and 23 is the roof.

[0039] 10 is a longitudinal profile assembly; 20 is a pillar assembly; 30 is a window; 40 is a door opening; 50 is an inspection door opening; 60 is a third mounting C-slot; 70 is a rubber wheel opening; 80 is an angle aluminum connection assembly; 90 is a drainage groove; 100 is a drainage hole; 110 is an emergency unlocking opening; 120 is a side light opening; 130 is a pad; 140 is a spring washer; 150 is a bolt; 101 is the first longitudinal profile; 102 is the second longitudinal profile; 103 is the third longitudinal profile. 201 is the first column, 202 is the second column, 203 is the end column, 301 is the stepped profile, 501 is the patch plate, 502 is the extension, 503 is the mounting base, 504 is the second mounting C groove, 901 is the longitudinal drainage groove, 902 is the vertical drainage groove, 1011 is the first groove, 1012 is the third groove, 1021 is the fourth groove, 1031 is the second groove, 2031 is the vertical insert plate, 5011 is the thinning area, and 5031 is the first mounting C groove. Detailed Implementation

[0040] To make the technical solutions and advantages of the embodiments of this application clearer, the exemplary embodiments of this application will be described in further detail below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not an exhaustive list of all embodiments. It should be noted that, unless otherwise specified, the embodiments and features in the embodiments of this application can be combined with each other.

[0041] In this application, the length direction of the vehicle is defined as longitudinal, the width direction as transverse, and the height direction as vertical.

[0042] Figure 1 This is a schematic diagram of the outer structure of a spliced ​​vehicle sidewall provided in an embodiment of this application. Figure 2 This application provides a schematic diagram of the inner structure of a spliced ​​vehicle sidewall, as shown in the embodiment. Figure 1 and Figure 2 As shown, to address the aforementioned issues, this application provides a spliced ​​vehicle sidewall, which is spliced ​​together by longitudinal profile components 10 arranged along the length direction of the vehicle and column components 20 arranged along the height direction of the vehicle. Both the longitudinal profile components and the column components are made of aluminum alloy. The longitudinal profile component 10 includes a first longitudinal profile 101 disposed on the upper part of the sidewall 21, a second longitudinal profile 102 disposed on the lower part of the sidewall 21, and a plurality of third longitudinal profiles 103 spliced ​​to the top of the second longitudinal profile 102 at intervals along the longitudinal direction. The column component 20 includes a plurality of first columns 201 spliced ​​at intervals between the first longitudinal profiles 101 and the third longitudinal profiles 103, and a second column 202 spliced ​​to the end of the third longitudinal profiles 103. The top of the second column 202 is spliced ​​to the bottom of the first longitudinal profile 101, and the bottom of the second column 202 is spliced ​​to the top of the second longitudinal profile 102.

[0043] This application employs a combination of longitudinal profile components and column components to form the vehicle sidewalls. The design is rational and stable, achieving lightweight construction while ensuring vehicle strength and reducing energy consumption. It also solves the problem of raw material waste caused by removing windows and door openings from the continuous longitudinal profiles in existing technologies, thus saving production costs. The longitudinal profile and column components, made of aluminum alloy, feature high strength, corrosion resistance, and high recyclability. Since aluminum's density is only one-third that of steel, it further enables lightweight vehicle design, reducing weight by 30%-50% compared to steel materials.

[0044] Figure 3 This is a schematic diagram of the connection structure between the end column and the first column provided in an embodiment of this application, as shown below. Figure 3 As shown, specifically, the column assembly 20 also includes an end column 203 disposed at the end of the side wall. The end column 203 is spliced ​​to the end of the first longitudinal profile and the end of the second longitudinal profile, and overlaps with the adjacent first column 201. Two vertical inserts 2031 are spaced apart on the side of the end column 203 adjacent to the first column 201. An overlap opening is provided on the side of the first column 201 adjacent to the end column 203, and the two vertical inserts 2031 are inserted into the overlap opening of the first column 201. The overlap opening covers the vertical inserts, allowing the side wall to undergo a small angle change to meet tolerance requirements, facilitate vehicle assembly, and improve aesthetics.

[0045] Furthermore, the space between the first longitudinal profile 101 and the third longitudinal profile 103 arranged vertically is divided into at least one window 30 for window installation by the column assembly 20; the space between adjacent third longitudinal profiles 103 forms a door opening 40 for door installation by two adjacent second columns 202 together with the first longitudinal profile 101 and the second longitudinal profile 102.

[0046] In this application, the window is formed by a first longitudinal profile, a third longitudinal profile, and a corresponding pillar assembly, while the door opening is formed by a first longitudinal profile, a second longitudinal profile, and a corresponding second pillar. Pillar assemblies are provided on both sides of the window and the door opening for support, resulting in greater stability, safety, and a longer service life. This also solves the problems in existing technologies where the upper and lower parts of the door opening are respectively located on the side wall and the frame, leading to mismatched deflection, excessively large or small gaps preventing direct welding, the need for prior grinding and adjustment, wasted manpower and resources, reduced production efficiency, and misalignment after welding.

[0047] Specifically, the bottom of the first longitudinal profile 101 is provided with a first groove 1011 corresponding to the position of the window 30; the top of the third longitudinal profile 103 is provided with a second groove 1031 corresponding to the position of the window 30; the bottom of the first longitudinal profile 101 is provided with a third groove 1012 corresponding to the position of the door opening 40; and the top of the second longitudinal profile 102 is provided with a fourth groove 1021 corresponding to the position of the door opening 40. The first and second grooves increase the window area, achieving a large window design, improving the interior brightness of the vehicle while increasing the passenger's field of vision and enhancing riding comfort. The third and fourth grooves increase the door opening area, achieving a large door opening design, meeting the needs of large passenger flows, increasing the speed of getting on and off the vehicle, avoiding congestion, and enhancing safety.

[0048] Figure 4 A cross-sectional view of the stepped profile provided in the embodiments of this application, such as... Figure 4 As shown, furthermore, each window 30 is provided with a stepped profile 301. The wider side of the stepped profile 301 connects to the window 30, and the narrower side of the stepped profile 301 connects to the corresponding window. Specifically, the corners of the window are rounded, and the rounded corners are sealed with plugs. More specifically, the stepped profile can be an integrally formed structure on the longitudinal profile assembly and the column assembly. In this application, the stepped profile is provided at the window, which can support and limit the window, enabling quick and more stable window installation; sealant is filled between the window and the stepped profile to further fix the window.

[0049] In practical applications, both the first and third longitudinal profiles have allowances at the window corners, which are then ground to a rounded shape that smoothly transitions with the adjacent column assembly. This ensures window quality while reducing high stress concentration at window corners where strength safety redundancy is low.

[0050] Figure 5 This is a front view of the inspection door opening provided in an embodiment of this application. Figure 6 This is a schematic diagram of the structure of the patch plate provided in an embodiment of this application. Figure 7 This is a front view of the patch provided in an embodiment of this application. Figure 8 A side view of the patch provided in the embodiments of this application, such as Figure 5-8As shown, furthermore, an inspection door opening 50 is provided on the third longitudinal profile 103, and a square hole is provided on the cross section of the third longitudinal profile 103 corresponding to the inspection door opening 50. The patch plate 501 is welded to the third longitudinal profile 103 through the square hole. The bottom of the inspection door opening 50 is close to the top of the second longitudinal profile 102. Patches 501 are provided on the top and both sides of the inspection door opening 50. Both ends of the patch plate 501 extend towards the inspection door opening 50 with extension portions 502, and the inner angle between the extension portion 502 and the patch plate 501 is rounded. In this application, the bottom of the inspection door opening is close to the top of the second longitudinal profile, that is, the inspection door opening is set above the second longitudinal profile. Therefore, it is only necessary to install patch plates on the top and both sides of the inspection door opening to prevent welding deformation during the installation of the inspection door. At the same time, the patch plate can block the cross section of the third longitudinal profile corresponding to the inspection door opening, which is more beautiful and simple. The rounded corners can also improve the aesthetics of the vehicle. When installing the patch plate, it is not necessary to remove the internal cavity ribs of the third longitudinal profile. The side of the patch plate away from the inspection door opening conforms to the shape of the cross-section of the third longitudinal profile, making the structure at the inspection door opening more stable. This solves the problem of severe welding deformation and the need for later maintenance caused by the prior removal of the internal cavity ribs of the profile cross-section and then embedding the patch plate inside the profile cross-section opening, which is required in the existing technology.

[0051] In practical applications, if the patch plate is too thick, it cannot be riveted to the inspection door; if the patch plate is too thin, the installation strength at the inspection door opening is insufficient. Therefore, a thinning zone 5011 is provided in the middle of each patch plate 501, and the inspection door is riveted to the thinning zone. For example, if the patch plate thickness is 10mm, the thickness of the thinning zone is 3mm-5mm. The thinning zone can meet the installation requirements of the rivet nut; for example, an M6 rivet nut requires a wall thickness of 3mm-5mm. Specifically, the side of the patch plate away from the inspection door opening is thinned to make the side of the patch plate near the inspection door opening flat and smooth. The patch plate and its thinning zone in this application can simultaneously meet the strength requirements at the inspection door opening and the riveting requirements for the inspection door, making the installation more stable and reliable, and less prone to loosening and falling off. At the same time, it can ensure that the straightness, parallelism, and flatness of the top and side patch plates of the inspection door opening 50 do not exceed 1mm, and the difference between the diagonals of the inspection door opening 50 does not exceed 2mm.

[0052] During the preparation of the inspection door opening, the patch plate is welded first and then machined. Specifically, the side of the patch plate closest to the inspection door opening is machined with allowance, welded, and then the excess is removed during overall machining. The inner corner between the extension and the patch plate is also rounded after the patch plate is welded. The inspection door is then machined after the patch plate is machined with weld bevels, HY welds, and fillet welds. All of these operations eliminate the influence of welding deformation on the material, significantly reducing the operational difficulty while ensuring extremely high tolerance accuracy.

[0053] Figure 9 This is a schematic diagram of the structure of the inspection door opening provided in an embodiment of this application. Figure 10 Another structural schematic diagram of the inspection door opening provided in the embodiments of this application is shown below. Figure 9 and Figure 10 As shown, furthermore, at least one mounting base 503 is provided at the top of the inspection door opening 50, and at least one first mounting C-groove 5031 is provided at the bottom of the mounting base 503; at least one second mounting C-groove 504 is provided at the bottom of the inspection door opening 50, and the first mounting C-groove 5031 and the second mounting C-groove 504 are used for installing the inspection door. The mounting base, the first mounting C-groove and the second mounting C-groove in this application facilitate quick installation of the inspection door.

[0054] Furthermore, at least one third mounting C-slot 60 for connecting or mounting vehicle interior equipment is provided on the inner side of the vehicle side wall 21. In this application, the third mounting C-slot can be used for the installation and mounting of vehicle interior equipment such as seats, armrests, and electrical components, improving practicality and making installation quick and convenient.

[0055] Furthermore, the lower part of the vehicle sidewall 21 is provided with a rubber wheel opening 70 for mounting the vehicle's wheels. Specifically, a large-arc sealing plate is provided at the rubber wheel opening to seal it, making it more stable and aesthetically pleasing. The sealing plate can be made of high-strength aluminum alloy sheet, such as 6082-T6 sheet. In this application, after splicing using longitudinal profile components and column components, it is necessary to remove the raw materials at the first groove, second groove, third groove, fourth groove, and rubber wheel opening. Compared with the prior art solution of removing both window and door openings using a continuous profile, this saves a significant amount of raw materials and effectively improves processing efficiency.

[0056] Specifically, the vehicle sidewall 21 is also provided with at least one emergency unlocking opening 110 and at least one side light opening 120. The emergency unlocking opening is used to install the switch of the emergency unlocking device, and the side light opening is used to install a side light for easy use in dark environments or to serve as an indicator.

[0057] Figure 11 This is a schematic diagram of the angle aluminum connection assembly provided in the embodiments of this application, as shown below. Figure 11As shown, furthermore, an angle aluminum connecting assembly 80 for connecting to the vehicle frame is provided on the inner side of the vehicle sidewall 21. The angle aluminum connecting assembly 80 is arranged along the length direction of the frame. Specifically, the angle aluminum connecting assembly 80 has varying heights and is outlined along the upper edge of the entire frame. For example, the angle aluminum connecting assembly near the door opening is located below the bottom of the door opening, and the angle aluminum connecting assembly near the tire opening is located above the tire opening. More specifically, the angle aluminum connecting assembly 80 is typically as follows: Figure 12 and Figure 13 The cross-section shown is an L-shaped structure, but depending on the installation environment of the frame or exterior wall, a portion of the flange is cut off and turned up, such as... Figure 14 As shown, this design allows for a smoother connection between the sidewall and the frame. In this application, angle aluminum connecting assemblies are used to securely connect the sidewall to the frame. Compared to existing technologies, the sidewalls in this application are not located on top of the frame, but rather on both sides. This avoids problems such as mismatched deflection, excessively large or small gaps preventing direct welding, the need for pre-grinding and finishing, wasted manpower and resources, reduced production efficiency, and misalignment after welding, all caused by assembling the sidewall directly to the frame. The angle aluminum connecting assemblies are arranged along the length of the frame and have varying heights, outlining the upper edge of the frame, thus connecting the sidewall to the frame more tightly, improving stability, and ensuring driving safety.

[0058] In practical applications, condensate or other residual water generated during vehicle processing or operation will inevitably cause corrosion of vehicle materials if it remains inside the vehicle for a long time, seriously affecting the strength of the vehicle and even endangering driving safety. Therefore, it is necessary to set up a reasonable drainage structure.

[0059] Figure 15 This is a schematic diagram of an internal drainage channel structure for a spliced ​​vehicle sidewall provided in an embodiment of this application. Figure 16 This is a schematic diagram of the internal structure of the drainage hole provided in an embodiment of this application, as shown below. Figure 15 and Figure 16As shown, furthermore, a drainage channel 90 is provided on the vehicle sidewall 21; the drainage channel 90 includes a longitudinal drainage channel 901 disposed inside the longitudinal profile assembly 10 and a vertical drainage channel 902 disposed inside the column assembly 20. At least one drainage hole 100 is also provided at the bottom of the second longitudinal profile 102, and the longitudinal drainage channel 901 and the vertical drainage channel 902 are connected to the at least one drainage hole 100. Specifically, at least one first water passage hole is provided at the bottom or end of the first longitudinal profile and the third longitudinal profile, and a second water passage hole is provided on the first longitudinal profile, the second longitudinal profile, and the third longitudinal profile at a vertically corresponding position to the column assembly. In this application, a drainage channel structure is provided inside the sidewall, and the longitudinal profile assembly and the column assembly are interconnected, enabling residual water to be smoothly discharged through the corresponding drainage holes. This avoids the problems of material corrosion, frequent maintenance, high manpower and material costs, and high maintenance costs caused by long-term retention of residual water inside the vehicle.

[0060] Figure 17 This is a schematic diagram of the external structure of the drainage hole provided in an embodiment of this application, as shown below. Figure 17 As shown, specifically, the drain hole 100 is externally equipped with a pad 130 and a spring washer 140, and the bolt 150 is threadedly connected to the pad 130 through the spring washer 150. When drainage is needed, the bolt is unscrewed to drain the residual water. It should be noted that the drain hole 100 should be positioned away from the frame to ensure sufficient installation space; when installing the bolt, assembly adhesive should be applied to ensure a seal.

[0061] Figure 18 This is a schematic diagram of the structure of the rail vehicle provided in the embodiments of this application. Figure 19 A cross-sectional view of the rail vehicle provided in the embodiments of this application, such as... Figure 18 and Figure 19 As shown, correspondingly, this application also provides a rail vehicle, including a frame 1 and a car body 2. The car body 2 includes vehicle side walls 21 disposed on both sides of the frame 1 and end walls 22 disposed at both ends of the frame 1. The tops of the two vehicle side walls 21 and the two end walls 22 are connected to a roof 23. The vehicle side walls 21 are as described in any of the above descriptions. The vehicle side walls 21 are connected to the frame 1 by angle aluminum connecting assemblies 80 disposed on the inner side of the vehicle side walls 21. The angle aluminum connecting assemblies 80 are arranged along the length direction of the frame 1. In this application, the rail vehicle includes the above-mentioned vehicle side walls, and therefore also has the beneficial effects of the aforementioned vehicle side walls. The vehicle side walls are disposed on both sides of the frame and connected by angle aluminum connecting assemblies. The frame is completely located between the two side walls, and the frame structure cannot be seen from the side of the vehicle; only the entire side wall is visible. This avoids the problems caused by the side walls being located above the frame during assembly, such as mismatched deflection between the side walls and the frame, excessively large or small gaps that prevent direct welding, the need for prior grinding and adjustment, wasting manpower and resources, affecting production efficiency, and misalignment after welding.

[0062] Specifically, the frame 1 is a steel frame structure, and the vehicle side wall 21 is made of aluminum alloy. The vehicle side wall 21 is riveted to the frame through angle aluminum connecting components, which can improve the flatness of the vehicle and provide support for the installation of other equipment and the load-bearing of the roof position.

[0063] Specifically, the frame is riveted to the vehicle sidewalls and endwalls, while other connecting structures are welded. This breaks away from the traditional method of solely welding or solely riveting, achieving lightweight design while meeting vehicle strength requirements.

[0064] In the description of this application, it should be understood that the terms "longitudinal", "lateral", "length", "width", "height", "thickness", "upper", "lower", "vertical", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0065] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0066] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a connection that allows communication between them; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0067] Although preferred embodiments of this application have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments as well as all changes and modifications falling within the scope of this application.

[0068] Obviously, those skilled in the art can make various modifications and variations to this application without departing from the spirit and scope of this application. Therefore, if such modifications and variations fall within the scope of the claims of this application and their equivalents, this application also intends to include such modifications and variations.

Claims

1. A type of modular vehicle sidewall, characterized in that, It is assembled from longitudinal profile components (10) arranged along the length direction of the vehicle and column components (20) arranged along the height direction of the vehicle. The longitudinal profile assembly (10) includes a first longitudinal profile (101) disposed on the upper part of the side wall (21), a second longitudinal profile (102) disposed on the lower part of the side wall (21), and a plurality of third longitudinal profiles (103) spliced ​​on the top of the second longitudinal profile (102) and arranged at intervals along the longitudinal direction. The column assembly (20) includes a plurality of first columns (201) spaced apart between the first longitudinal profile (101) and the third longitudinal profile (103) and a second column (202) spliced ​​at the end of the third longitudinal profile (103). The top of the second column (202) is spliced ​​to the bottom of the first longitudinal profile (101), and the bottom of the second column (202) is spliced ​​to the top of the second longitudinal profile (102). The third longitudinal profile (103) is provided with an inspection door opening (50), the bottom of which is close to the top of the second longitudinal profile (102); the top and both sides of the inspection door opening (50) are provided with a patch plate (501). Both ends of the patch plate (501) extend into extension portions (502) towards the inspection door opening (50), and the inner angle between the extension portion (502) and the patch plate (501) is rounded. The top of the inspection door opening (50) is provided with at least one mounting base (503), and the bottom of the mounting base (503) is provided with at least one first mounting C groove (5031); the bottom of the inspection door opening (50) is provided with at least one second mounting C groove (504), and the first mounting C groove (5031) and the second mounting C groove (504) are used to install the inspection door.

2. The modular vehicle sidewall according to claim 1, characterized in that, The space between the first longitudinal profile (101) and the third longitudinal profile (103) arranged vertically is divided by the column assembly (20) into at least one window (30) for window installation; the space between adjacent third longitudinal profiles (103) forms a door opening (40) for door installation by two adjacent second columns (202) together with the first longitudinal profile (101) and the second longitudinal profile (102).

3. The modular vehicle sidewall according to claim 2, characterized in that, Each window (30) is provided with a stepped profile (301), the wider side of the stepped profile (301) is connected to the window (30), and the narrower side of the stepped profile (301) is used to connect to the corresponding window.

4. The modular vehicle sidewall according to claim 1, characterized in that, The inner side of the vehicle sidewall (21) is provided with at least one third mounting C slot (60) for connecting or mounting vehicle interior equipment.

5. The modular vehicle sidewall according to claim 1, characterized in that, The lower part of the vehicle sidewall (21) is also provided with a rubber wheel opening (70) for mounting the vehicle wheels.

6. The modular vehicle sidewall according to claim 1, characterized in that, An angle aluminum connecting assembly (80) for connecting to the vehicle frame is provided on the inner side of the vehicle side wall (21), and the angle aluminum connecting assembly (80) is arranged along the length direction of the frame.

7. The modular vehicle sidewall according to claim 1, characterized in that, The vehicle sidewall (21) is also provided with a drainage channel (90). The drainage channel (90) includes a longitudinal drainage channel (901) disposed inside the longitudinal profile assembly (10) and a vertical drainage channel (902) disposed inside the column assembly (20). The bottom of the second longitudinal profile (102) is also provided with at least one drainage hole (100). The longitudinal drainage channel (901), the vertical drainage channel (902) are connected to at least one drainage hole (100).

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