Maglev train body

Abstract

The embodiment of the invention provides a maglev train body, and relates to the technical field of rail transit. The maglev train body comprises a cab, a train roof, an end wall, a first side wall, a second side wall and a bottom frame. The underframe comprises a first floor, a second floor, a first reinforcing beam and a second reinforcing beam; the first floor is connected with the second reinforcing beam through the first reinforcing beam, and the second reinforcing beam is connected with the second floor. The cab is connected with the first floor, the car roof, the first side wall and the second side wall, the first side wall is connected with the first floor, the first reinforcing beam, the second reinforcing beam, the second floor, the end wall and the car roof, and the second side wall is connected with the first floor, the first reinforcing beam, the second reinforcing beam, the second floor, the end wall and the car roof. And the end wall is connected with the second floor and the roof respectively. The modularized segmented design of the chassis allows different parts of the chassis to be manufactured on different production lines at the same time, the production time of the chassis is shortened, and therefore the production cycle of the maglev train body is shortened.

Description

Technical Field

[0001] The present application relates to the field of rail transit technology, and in particular to a maglev train body. Background Art

[0002] The maglev train body refers to the body structure of the maglev train. The maglev train body provides structural support, aerodynamic optimization and comfort guarantee for the maglev train. Its design not only ensures the stability and safety of the train at high speeds, but also reduces air resistance through a streamlined shape.

[0003] In the prior art, the manufacture of maglev train bodies is usually done in parallel, that is, the chassis, cab, roof, end walls and side walls are produced on multiple production lines at the same time. Each production line focuses on the manufacture of a specific component. Once all the components are produced, they enter the assembly process to accurately integrate these components together to form a complete maglev train body.

[0004] However, the existing technology has the problem of long production cycle. Since the underframe is the main load-bearing structure of the maglev train body, the manufacturing complexity is high, which makes the production time of the underframe long. Therefore, during the whole maglev train body manufacturing process, other parts such as the driver's cab, roof, end wall and side wall may be completed earlier, but the final assembly can only be carried out after the production of the underframe is completed. This waiting time directly leads to the extension of the production cycle of the maglev train body. Summary of the invention

[0005] The embodiment of the present application provides a maglev train body to solve the problem of long production cycle in the prior art.

[0006] In a first aspect, an embodiment of the present application provides a maglev train body, the maglev train body comprising: a driver's cab, a roof, an end wall, a first side wall, a second side wall and an underframe;

[0007] The chassis comprises a first floor, a second floor, a first reinforcement beam and a second reinforcement beam;

[0008] The first floor is connected to the second reinforcement beam via the first reinforcement beam, and the second reinforcement beam is connected to the second floor;

[0009] The driver's cab is respectively connected to the first floor, the roof, the first side wall and the second side wall, the first side wall is respectively connected to the first floor, the first reinforcing beam, the second reinforcing beam, the second floor, the end wall and the roof, the second side wall is respectively connected to the first floor, the first reinforcing beam, the second reinforcing beam, the second floor, the end wall and the roof, and the end wall is respectively connected to the second floor and the roof.

[0010] In a possible design, a first side beam, a second side beam and a third side beam are provided on the first floor, and a fourth side beam, an end beam and a fifth side beam are provided on the second floor;

[0011] One end of the first side beam is connected to one end of the first reinforcing beam, the other end of the first side beam is connected to one end of the second side beam, the other end of the second side beam is connected to one end of the third side beam, and the other end of the third side beam is connected to the other end of the first reinforcing beam;

[0012] The first side beam is connected to the second side wall and the driver's cab respectively, the second side beam is connected to the driver's cab, and the third side beam is connected to the first side wall and the driver's cab respectively;

[0013] One end of the fourth side beam is connected to one end of the second reinforcing beam, the other end of the fourth side beam is connected to one end of the end beam, the other end of the end beam is connected to one end of the fifth side beam, and the other end of the fifth side beam is connected to the other end of the second reinforcing beam;

[0014] The fourth side beam is connected to the second side wall, the end beam is connected to the end wall, and the fifth side beam is connected to the first side wall.

[0015] In a possible design, the first floor is provided with a first longitudinal beam, a second longitudinal beam and a third longitudinal beam in a first direction, a plurality of first transverse beams are provided between the first longitudinal beam and the second longitudinal beam along a second direction, and a plurality of second transverse beams are provided between the second longitudinal beam and the third longitudinal beam along the second direction; wherein the first direction refers to the body direction of the maglev train body, and the second direction refers to the direction parallel to the second side beam;

[0016] The two ends of the plurality of first cross beams are respectively connected to the first longitudinal beam and the second longitudinal beam, the two ends of the plurality of second cross beams are respectively connected to the second longitudinal beam and the third longitudinal beam, the first longitudinal beam is respectively connected to the second side beam, the mounting hole and the first reinforcing beam, the two ends of the second longitudinal beam are respectively connected to the second side beam and the mounting hole, and the third longitudinal beam is respectively connected to the second side beam, the mounting hole and the first reinforcing beam;

[0017] The second floor is provided with a plurality of fourth longitudinal beams in the first direction and a plurality of third transverse beams in the second direction, each of the fourth longitudinal beams is respectively connected to the plurality of third transverse beams, one end of the plurality of fourth longitudinal beams is connected to the second reinforcing beam, the other end of the plurality of fourth longitudinal beams is connected to the end beam, one end of each of the third transverse beams is connected to the fourth side beam, and the other end of each of the third transverse beams is connected to the fifth side beam.

[0018] In a possible design, the other end of each of the first cross beams and one end of each of the second cross beams are connected to the second longitudinal beams through a connecting device;

[0019] The connecting device comprises: a first plate, a second plate, a third plate, a fourth plate, a fifth plate, a sixth plate, a seventh plate, an eighth plate and a ninth plate;

[0020] The first plate, the second plate and the third plate form a first groove, and the second longitudinal beam is connected to the connecting device through the first groove; wherein the first plate, the second plate and the third plate are connected vertically in sequence;

[0021] The fourth plate, the fifth plate and the sixth plate form a second groove, and the other end of each of the first crossbeams is connected to the connecting device through the second groove; wherein the fourth plate, the fifth plate and the sixth plate are vertically connected in sequence;

[0022] The seventh plate, the eighth plate and the ninth plate form a third groove, and one end of each of the second cross beams is connected to the connecting device through the third groove; wherein the seventh plate, the eighth plate and the ninth plate are vertically connected in sequence.

[0023] In a possible design, a slot having the same cross-section as that of the other end of the first longitudinal beam is provided on the first reinforcing beam, and the first longitudinal beam is connected to the first reinforcing beam via the slot.

[0024] In a possible design, a plurality of threaded metal parts are provided on the end beam, a gasket is provided on a side of the plurality of threaded metal parts away from the plurality of second longitudinal beams, a sealant is provided on a side of the gasket away from the plurality of second longitudinal beams, the gasket and the sealant are used to protect the plurality of threaded metal parts when the maglev train body operates normally, and the plurality of threaded metal parts are used to provide an interface for connecting with external devices when the maglev train body fails.

[0025] In a possible design, a connecting angle piece and a plurality of first rivets are provided at the connection between the second side beam and the third side beam, and the plurality of first rivets are connected to the second side beam through the third side beam and the connecting angle piece.

[0026] In a possible design, the first side wall and the fourth side beam are connected by a plurality of first connecting members and a plurality of second rivets, and the connection points between the plurality of first connecting members and the first side wall, and the connection points between the plurality of first connecting members and the fourth side beam are filled with structural adhesive.

[0027] In a possible design, the vehicle roof includes a first side panel, a second side panel, a third side panel, a fourth side panel, a first middle top panel, and a second middle top panel; wherein the first middle top panel and the second middle top panel are both sandwich structures;

[0028] The first middle top plate is respectively connected to the first side plate, the third side plate, the second middle top plate and the driver's cab, and the second middle top plate is respectively connected to the second side plate, the fourth side plate and the end wall;

[0029] The first side plate and the second side plate are both connected to the first side wall, and the third side plate and the fourth side plate are both connected to the second side wall.

[0030] In a possible design, a plurality of flanges are provided on the second middle top plate, the plurality of flanges are connected to the end wall via a plurality of third rivets, and a sealant is provided at the connection between the plurality of flanges and the end wall;

[0031] The fourth side plate is connected to the second side wall through a plurality of second connecting members and a plurality of fourth rivets, and sealant is provided at the connection between the plurality of second connecting members and the fourth side plate, and at the connection between the plurality of second connecting members and the second side wall;

[0032] The first side panel, the first middle top panel and the third side panel are all connected to the driver's cab via a plurality of third connecting members and a plurality of fifth rivets, and sealants are provided at the connections between the plurality of third connecting members and the first side panel, the first middle top panel, the third side panel and the driver's cab respectively.

[0033] In a possible design, the first side wall includes: a first side wall panel, a second side wall panel, a first door column, a second door column and a side top panel;

[0034] The first side wall panel is respectively connected to the driver's cab, the third side panel, the fifth side beam and the first door column, the first door column is respectively connected to the third side panel, the side top panel and the fifth side beam, the side top panel is respectively connected to the third side panel and the second door column, the second door column is respectively connected to the third side panel, the fifth side beam and the second side wall panel, and the second side wall panel is respectively connected to the fourth side panel, the fifth side beam and the end wall.

[0035] In a possible design, both sides of the first reinforcing beam that are not connected to the first floor and the second reinforcing beam, and both sides of the second reinforcing beam that are not connected to the second floor and the first reinforcing beam, are provided with transition plates, the sixth rivet is respectively connected to the first reinforcing beam and the second reinforcing beam through the transition plates, and the connection between the transition plate and the first reinforcing beam, and the connection between the transition plate and the second reinforcing beam are both filled with sealant;

[0036] The first floor is connected to the first reinforcement beam via a transition layer, and the transition layer is used to provide a buffer between the first floor and the first reinforcement beam.

[0037] In a possible design, the base frame is provided with multiple first external interfaces, and the driver's cab is provided with multiple second external interfaces. The multiple first external interfaces and the multiple second external interfaces are both used to connect to external devices. The multiple first external interfaces include electrical interfaces, brake interfaces and suspension frame interfaces, and the multiple second external interfaces include camera installation interfaces and lamp tube installation interfaces.

[0038] In a possible design, the driver's cab and the end wall are both sandwich structures.

[0039] The present application provides a maglev train body, the maglev train body includes: a driver's cab, a roof, an end wall, a first side wall, a second side wall and an underframe; the underframe includes a first floor, a second floor, a first reinforcing beam and a second reinforcing beam; the first floor is connected to the second reinforcing beam through the first reinforcing beam, and the second reinforcing beam is connected to the second floor; the driver's cab is respectively connected to the first floor, the roof, the first side wall and the second side wall, the first side wall is respectively connected to the first floor, the first reinforcing beam, the second reinforcing beam, the second floor, the end wall and the roof, the second side wall is respectively connected to the first floor, the first reinforcing beam, the second reinforcing beam, the second floor, the end wall and the roof, and the end wall is respectively connected to the second floor and the roof. The maglev train body of the embodiment of the present application solves the problem of long production cycle in the prior art by optimizing the structural design of the underframe. The design divides the underframe into a first floor and a second floor, and connects them through a first reinforcing beam and a second reinforcing beam. This modular design allows different parts of the underframe to be manufactured simultaneously on different production lines, thereby shortening the overall production time of the underframe. This modular and segmented production method effectively reduces the waiting time between components, thereby shortening the overall production cycle of the maglev train body. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, a brief introduction will be given below to the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0041] Figure 1 The structure of the maglev train body provided in the embodiment of the present application is schematically shown. Figure 1 ;

[0042] Figure 2 The structure of the maglev train body provided in the embodiment of the present application is schematically shown. Figure 2 ;

[0043] Figure 3 The structure of the maglev train body provided in the embodiment of the present application is schematically shown. Figure 3 ;

[0044] Figure 4 The structure of the maglev train body provided in the embodiment of the present application is schematically shown. Figure 4 ;

[0045] Figure 5 The structure of the maglev train body provided in the embodiment of the present application is schematically shown. Figure 5 ;

[0046] Figure 6 The structure of the maglev train body provided in the embodiment of the present application is schematically shown. Figure 6 ;

[0047] Figure 7 The structure of the maglev train body provided in the embodiment of the present application is schematically shown. Figure 7 ;

[0048] Figure 8 The structure of the maglev train body provided in the embodiment of the present application is schematically shown. Figure 8 ;

[0049] Fig. 9 The structure of the maglev train body provided in the embodiment of the present application is schematically shown. Figure 9 ;

[0050] Fig.10 The structure of the maglev train body provided in the embodiment of the present application is schematically shown. Figure 10 ;

[0051] Fig.11 The structure of the maglev train body provided in the embodiment of the present application is schematically shown. Figure 10 one;

[0052] Fig.12The structure of the maglev train body provided in the embodiment of the present application is schematically shown. Figure 10 two;

[0053] Fig.13 The structure of the maglev train body provided in the embodiment of the present application is schematically shown. Figure 10 three;

[0054] Fig.14 The structure of the maglev train body provided in the embodiment of the present application is schematically shown. Figure 10 Four.

[0055] Description of reference numerals:

[0056] 100-driver's cab;

[0057] 200-Roof;

[0058] 201- first side plate;

[0059] 202- second side plate;

[0060] 203-third side panel;

[0061] 204- fourth side panel;

[0062] 2041- second connecting member;

[0063] 2042-fourth rivet;

[0064] 2043-third connecting piece;

[0065] 2044-fifth rivet;

[0066] 205- first middle top plate;

[0067] 206-second middle top plate;

[0068] 2061-Flanged;

[0069] 2062-third rivet;

[0070] 300-end wall;

[0071] 400-first side wall;

[0072] 401-first side wall panel;

[0073] 402-second side wall panel;

[0074] 403-First Gate Pillar;

[0075] 404-Second door pillar;

[0076] 405-side top plate;

[0077] 500 - second side wall;

[0078] 600- bottom frame;

[0079] 601-1st floor;

[0080] 6011-first side beam;

[0081] 6012-second side beam;

[0082] 6013-third side beam;

[0083] 6014-first longitudinal beam;

[0084] 6015-second longitudinal beam;

[0085] 6016-third longitudinal beam;

[0086] 6017-first beam;

[0087] 6018-second beam;

[0088] 6019-Mounting hole;

[0089] 602- Second floor;

[0090] 6021-fourth side beam;

[0091] 6022-end beam;

[0092] 60221-Threaded metal parts;

[0093] 60222-gasket;

[0094] 6023-Fifth side beam;

[0095] 6024-fourth longitudinal beam;

[0096] 6025-third beam;

[0097] 6026-Connection device;

[0098] 60261-first plate;

[0099] 60262-2nd plate;

[0100] 60263-third plate;

[0101] 60264-Fourth Plate;

[0102] 60265-Fifth plate;

[0103] 60266-Sixth Plate;

[0104] 60267-Seventh Plate;

[0105] 60268-8th plate;

[0106] 60269-9th plate;

[0107] 603-first reinforcement beam;

[0108] 604- second reinforcement beam;

[0109] 605-connecting corner piece;

[0110] 606-first rivet;

[0111] 607-first connecting member;

[0112] 608-second rivet;

[0113] 609-transition plate;

[0114] 610-sixth rivet;

[0115] 611-Transition layer. DETAILED DESCRIPTION

[0116] Exemplary embodiments will be described in detail herein, examples of which are shown in the accompanying drawings. When the following description refers to the drawings, the same numbers in different drawings represent the same or similar elements unless otherwise indicated. The implementations described in the following exemplary embodiments do not represent all implementations consistent with the present application. Instead, they are merely examples of devices and methods consistent with some aspects of the present application as detailed in the appended claims.

[0117] In the embodiments of the present application, words such as "first" and "second" are used to distinguish between identical or similar items with substantially the same functions and effects. Those skilled in the art will understand that words such as "first" and "second" do not limit the quantity and execution order, and words such as "first" and "second" do not necessarily limit the difference. It should be noted that in the embodiments of the present application, words such as "exemplary" or "for example" are used to indicate examples, illustrations or explanations. Any embodiment or design described as "exemplary" or "for example" in this application should not be interpreted as being more preferred or more advantageous than other embodiments or design. Specifically, the use of words such as "exemplary" or "for example" is intended to present related concepts in a specific way. In the embodiments of the present application, "at least one" refers to one or more, and "more" refers to two or more.

[0118] It should be noted that the "at..." in the embodiments of the present application can be the instant when a certain situation occurs, or can be a period of time after a certain situation occurs, and the embodiments of the present application do not specifically limit this. In addition, the maglev train body provided in the embodiments of the present application is only used as an example, and the maglev train body can also include more or less content.

[0119] In order to clearly describe the technical solutions of the embodiments of the present application, some terms and technologies involved in the embodiments of the present application are briefly introduced below:

[0120] End wall: refers to the structural part at both ends of the train car, which is mainly used to close the car, provide aerodynamic performance, and enhance the overall strength and safety of the car body. The end wall is usually designed to be streamlined to reduce air resistance, and may be integrated with connection devices, emergency exits or other functional components to meet the needs of train operation and safety.

[0121] Reinforcement beam: A component used to enhance the overall strength and rigidity of a structure, usually used in construction, bridges or vehicles. It increases the structure's load-bearing capacity and resistance to deformation by adding additional support and dispersing loads. In vehicles or trains, reinforcement beams can help resist external shocks and vibrations, ensuring the stability and safety of the structure.

[0122] Edge beam: A beam located at the edge of a structure to provide additional support and stability. It is commonly used in engineering structures such as buildings, bridges or vehicles to disperse and carry edge loads. In a vehicle or train body, edge beams can enhance the overall rigidity and torsion resistance of the body, and may also be used to fix external panels or other components to ensure the integrity and safety of the structure.

[0123] Flanging: refers to the process of bending or folding the edge of a material into a certain angle during metal processing or manufacturing. This process is usually used to strengthen the edge of the material, improve its durability, or provide a better contact surface for connection and assembly.

[0124] Exemplary embodiments will be described in detail herein, examples of which are shown in the accompanying drawings. When the following description refers to the drawings, the same numbers in different drawings represent the same or similar elements unless otherwise indicated. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present invention. Instead, they are merely examples of devices and methods consistent with some aspects of the present invention as detailed in the appended claims.

[0125] The technical solution of the present invention is described in detail with specific embodiments below. The following specific embodiments can be combined with each other, and the same or similar concepts or processes may not be repeated in some embodiments. The embodiments of the present invention will be described below in conjunction with the accompanying drawings.

[0126] In order to clearly understand the technical solution of the present application, the solution of the prior art is first introduced in detail. The maglev train body refers to the main structural part of the maglev train, which is mainly made of lightweight and strong materials to achieve stability and safety during high-speed operation. The manufacture of the maglev train body usually adopts a parallel production method, that is, the chassis, driver's cab, roof, end wall and side wall and other components are produced on multiple production lines at the same time. Each production line focuses on the manufacture of specific components. Once all the components are produced, they enter the assembly process to accurately integrate these components together to form a complete maglev train body.

[0127] However, the existing maglev train body has a long production cycle. Since the underframe is the main load-bearing structure of the maglev train body, the manufacturing complexity is high, which makes the production time of the underframe longer. Therefore, during the entire maglev train body manufacturing process, other parts such as the driver's cab, roof, end wall and side wall may be completed earlier, but the final assembly can only be carried out after the production of the underframe is completed. This waiting time directly leads to the extension of the production cycle of the maglev train body.

[0128] Therefore, in view of the problem of long production cycle of maglev train body in the prior art, it is found in the study that in order to solve this problem, the manufacturing process of the chassis can be optimized or a modular design can be adopted to synchronize the production cycle of the chassis with other components, thereby shortening the overall production cycle of the maglev train body: ① Redesign the chassis structure to make it modular, and adopt standardized interfaces and connection methods so that different modules of the chassis can be manufactured independently and assembled quickly. With this design, the various modules of the chassis can be produced synchronously with other components, avoiding overall assembly delays caused by delays in chassis production. ② Use advanced lightweight materials, such as carbon fiber composites or aluminum alloys, to manufacture the chassis. These materials not only reduce the weight of the chassis, but also simplify the manufacturing process because they are generally easier to form and process. This material selection can speed up the production of the chassis and improve the energy efficiency and performance of the train.

[0129] Specifically: A solution combining modular design and advanced materials can be adopted. First, the chassis is designed as multiple standardized modules so that it can be produced in parallel with other components and quickly connected during final assembly. The use of lightweight materials such as carbon fiber composites not only reduces the weight of the chassis, but also simplifies the manufacturing process and increases production speed. Combined with quick connection technology, such as self-locking connectors, assembly time is further reduced. The structural strength distribution of the chassis is optimized through computer simulation to ensure that the strength requirements are met while reducing material usage and simplifying the manufacturing process. The overall solution achieves synchronization of the production cycle of the chassis and other components through the comprehensive application of modular design, material optimization and advanced connection technology, thereby effectively shortening the overall production cycle of the maglev train body.

[0130] The maglev train body of the embodiment of the present application solves the problem of long production cycle in the prior art by optimizing the structural design of the underframe. The design divides the underframe into a first floor and a second floor, which are connected by a first reinforcement beam and a second reinforcement beam. This modular design allows different parts of the underframe to be manufactured simultaneously on different production lines, thereby shortening the overall production time of the underframe. This modular segmented production method effectively reduces the waiting time between components, thereby shortening the overall production cycle of the maglev train body.

[0131] Based on the above creative findings, the technical solution of the present application is proposed.

[0132] The embodiments of the present application are introduced below in conjunction with the drawings in the specification.

[0133] Figure 1 The structure of the maglev train body provided in the embodiment of the present application is schematically shown. Figure 1 .like Figure 1 As shown, in this embodiment, the body of the maglev train includes: a driver's cab 100 , a roof 200 , an end wall 300 , a first side wall 400 , a second side wall 500 and a bottom frame 600 .

[0134] Specifically, the driver's cab 100 is a part of the maglev train body, which is usually used to accommodate the train driver and control equipment to operate the train. The roof 200 is the top structure of the body, which is mainly used to protect the interior space from the external environment. The end wall 300 is the rear end structure of the body, which is used to provide structural support and protection. The first side wall 400 and the second side wall 500 are the side structures of the body, which are used to provide structural integrity and protect passengers. The chassis 600 is the basic structure of the body, which provides support and connection functions for other components.

[0135] The base frame 600 includes a first floor panel 601 , a second floor panel 602 , a first reinforcement beam 603 , and a second reinforcement beam 604 .

[0136] Specifically, the underframe 600 is obtained by combining the first floor 601, the second floor 602, the first reinforcement beam 603 and the second reinforcement beam 604. The first floor 601 and the second floor 602 provide a horizontal support surface, while the first reinforcement beam 603 and the second reinforcement beam 604 are used to enhance the structural strength and stability of the underframe. Such a design ensures that the underframe can withstand various loads and stresses during the operation of the train, while providing a stable connection foundation for other components of the car body.

[0137] The first floor panel 601 is connected to the second reinforcement beam 604 via the first reinforcement beam 603 , and the second reinforcement beam 604 is connected to the second floor panel 602 .

[0138] Specifically, the first floor 601 is connected to the second reinforcement beam 604 through the first reinforcement beam 603 to form a continuous structural frame. The first reinforcement beam 603 provides connection and support between the first floor 601 and the second reinforcement beam 604, and the second reinforcement beam 604 is further connected to the second floor 602. This connection method realizes the overall structural strength and stability of the chassis, ensures that the load between each floor can be effectively transferred and distributed, thereby improving the load-bearing capacity and anti-deformation ability of the chassis.

[0139] The driver's cab 100 is respectively connected to the first floor 601, the roof 200, the first side wall 400 and the second side wall 500; the first side wall 400 is respectively connected to the first floor 601, the first reinforcing beam 603, the second reinforcing beam 604, the second floor 602, the end wall 300 and the roof 200; the second side wall 500 is respectively connected to the first floor 601, the first reinforcing beam 603, the second reinforcing beam 604, the second floor 602, the end wall 300 and the roof 200; and the end wall 300 is respectively connected to the second floor 602 and the roof 200.

[0140] Specifically, the driver's cab 100 can be connected to the first floor 601, the roof 200, the first side wall 400 and the second side wall 500 through structural connectors to ensure the stable positioning of the driver's cab in the vehicle body. The first side wall 400 can be connected to the first floor 601, the first reinforcing beam 603, the second reinforcing beam 604, the second floor 602, the end wall 300 and the roof 200 through structural connectors to provide lateral support and structural integrity. The second side wall 500 can also be connected to the first floor 601, the first reinforcing beam 603, the second reinforcing beam 604, the second floor 602, the end wall 300 and the roof 200 through structural connectors to further enhance the lateral stability of the vehicle body. The end wall 300 can be connected to the second floor 602 and the roof 200 through structural connectors to provide support and protection for the end of the vehicle body. These connections achieve the overall structural strength and stability of each part of the vehicle body, ensuring the safety and reliability of the train during operation.

[0141] The present embodiment provides a maglev train body, which specifically includes a driver's cab, a roof, an end wall, a first side wall, a second side wall and an underframe. The underframe is composed of a first floor, a second floor, a first reinforcing beam and a second reinforcing beam. The claims describe in detail the connection relationship between the various components: the driver's cab is connected to the first floor, the roof, the first side wall and the second side wall, the first side wall and the second side wall are respectively connected to the floor, the reinforcing beam, the end wall and the roof, and the end wall is connected to the second floor and the roof. These connection relationships define the overall structural layout of the body. The maglev train body achieves the following technical effects: by optimizing the structural design of the underframe, the problem of long production cycle in the prior art is solved. The design divides the underframe into a first floor and a second floor, and connects them through a first reinforcing beam and a second reinforcing beam. This modular design allows different parts of the underframe to be manufactured simultaneously on different production lines, thereby shortening the overall production time of the underframe. This modular segmented production method effectively reduces the waiting time between components, thereby shortening the overall production cycle of the maglev train body.

[0142] Figure 2 The structure of the maglev train body provided in the embodiment of the present application is schematically shown. Figure 2 . Figure 3 The structure of the maglev train body provided in the embodiment of the present application is schematically shown. Figure 3 .like Figure 2 and Figure 3 As shown, in this embodiment Figure 1 Based on the embodiments, the maglev train body is described in detail.

[0143] A first side beam 6011 , a second side beam 6012 and a third side beam 6013 are provided on the first floor 601 , and a fourth side beam 6021 , an end beam 6022 and a fifth side beam 6023 are provided on the second floor 602 .

[0144] Specifically, the first side beam 6011, the second side beam 6012 and the third side beam 6013 are structural elements arranged on the first floor 601, which are used to provide additional support and connection to ensure the structural integrity and stability of the floor. The fourth side beam 6021, the end beam 6022 and the fifth side beam 6023 are structural elements arranged on the second floor 602, which provide similar support and connection functions. These side beams form a stable frame by connecting with the reinforcing beam and other structures, thereby enhancing the bearing capacity and overall rigidity of the floor. These side beams can be a square-shaped structure with riveting space provided inside, and these side beams can be locally thickened according to the stress state.

[0145] One end of the first side beam 6011 is connected to one end of the first reinforcing beam 603 , the other end of the first side beam 6011 is connected to one end of the second side beam 6012 , the other end of the second side beam 6012 is connected to one end of the third side beam 6013 , and the other end of the third side beam 6013 is connected to the other end of the first reinforcing beam 603 .

[0146] Specifically, the first side beam 6011, the second side beam 6012 and the third side beam 6013 are connected at their ends to form a continuous frame structure. This connection method forms a closed structural loop, which is intended to enhance the structural integrity and stability of the floor and ensure the rigidity and strength of the floor under load.

[0147] The first side beam 6011 is respectively connected to the second side wall 500 and the driver's cab 100 , the second side beam 6012 is connected to the driver's cab 100 , and the third side beam 6013 is respectively connected to the first side wall 400 and the driver's cab 100 .

[0148] Specifically, the first side beam 6011 is connected to the second side wall 500 and the driver's cab 100 through its structural end, the second side beam 6012 is connected to the driver's cab 100 through its structural end, and the third side beam 6013 is connected to the first side wall 400 and the driver's cab 100 through its structural end. These connections can be achieved by connecting pieces or welding to form a stable frame structure. This design can provide additional support and stability, ensure the firm connection between the side beams and the side walls and the driver's cab, and thus maintain the overall structural integrity and rigidity of the vehicle body.

[0149] One end of the fourth side beam 6021 is connected to one end of the second reinforcing beam 604 , the other end of the fourth side beam 6021 is connected to one end of the end beam 6022 , the other end of the end beam 6022 is connected to one end of the fifth side beam 6023 , and the other end of the fifth side beam 6023 is connected to the other end of the second reinforcing beam 604 .

[0150] Specifically, the fourth side beam 6021, the end beam 6022 and the fifth side beam 6023 are connected at their ends to form a closed frame structure. This connection method forms a continuous structural loop, which is intended to provide structural support and stability of the floor, ensure the rigidity and strength of the floor under load, and maintain the overall structural integrity of the vehicle body.

[0151] The fourth side beam 6021 is connected to the second side wall 500 , the end beam 6022 is connected to the end wall 300 , and the fifth side beam 6023 is connected to the first side wall 400 .

[0152] Specifically, the fourth side beam 6021 is connected to the second side wall 500 through its structural end, the end beam 6022 is connected to the end wall 300 through its structural end, and the fifth side beam 6023 is connected to the first side wall 400 through its structural end. These connections can be achieved by using connectors, welding or other fixing methods to form a stable frame structure. The purpose is to provide additional support and stability, ensure a firm connection between the side beams and the side walls and end walls, so as to maintain the overall structural integrity and rigidity of the vehicle body.

[0153] The technical effect of this embodiment is that a reinforced frame structure is formed by arranging side beams and end beams on the first floor and the second floor. The specific connection method of these side beams and end beams provides additional structural support and stability, and enhances the rigidity and strength of the floor. This design effectively disperses and carries various stresses during the operation of the car body, improves the overall structural integrity and durability of the car body, and ensures the safety and reliability of the maglev train during high-speed operation.

[0154] Figure 4 The structure of the maglev train body provided in the embodiment of the present application is schematically shown. Figure 4 . Figure 5 The structure of the maglev train body provided in the embodiment of the present application is schematically shown. Figure 5 .like Figure 4 and Figure 5 As shown, in this embodiment Figures 1 to 3 Based on the embodiments, the maglev train body is described in detail.

[0155] In a possible design, the first floor 601 is provided with a first longitudinal beam 6014, a second longitudinal beam 6015 and a third longitudinal beam 6016 in the first direction, a plurality of first cross beams 6017 are provided between the first longitudinal beam 6014 and the second longitudinal beam 6015 along the second direction, and a plurality of second cross beams 6018 are provided between the second longitudinal beam 6015 and the third longitudinal beam 6016 along the second direction; wherein the first direction refers to the body direction of the maglev train body, and the second direction refers to the direction parallel to the second side beam 6012.

[0156] Specifically, a first longitudinal beam 6014, a second longitudinal beam 6015 and a third longitudinal beam 6016 are arranged in the first direction, and a plurality of first cross beams 6017 and second cross beams 6018 are arranged between the longitudinal beams along the second direction. The first cross beam 6017 connects the first longitudinal beam 6014 and the second longitudinal beam 6015, and the second cross beam 6018 connects the second longitudinal beam 6015 and the third longitudinal beam 6016. This cross beam structure forms a grid-like support frame, which can enhance the structural strength and rigidity of the floor, and provide load distribution and anti-deformation capabilities.

[0157] The two ends of the multiple first cross beams 6017 are respectively connected to the first longitudinal beam 6014 and the second longitudinal beam 6015, the two ends of the multiple second cross beams 6018 are respectively connected to the second longitudinal beam 6015 and the third longitudinal beam 6016, the first longitudinal beam 6014 is respectively connected to the second side beam 6012, the mounting hole 6019 and the first reinforcing beam 603, the two ends of the second longitudinal beam 6015 are respectively connected to the second side beam 6012 and the mounting hole 6019, and the third longitudinal beam 6016 is respectively connected to the second side beam 6012, the mounting hole 6019 and the first reinforcing beam 603.

[0158] Specifically, the two ends of a plurality of first crossbeams 6017 are connected to the first longitudinal beam 6014 and the second longitudinal beam 6015, respectively, while the two ends of a plurality of second crossbeams 6018 are connected to the second longitudinal beam 6015 and the third longitudinal beam 6016, respectively. The connection of these crossbeams and longitudinal beams can be achieved by welding, bolts or other fixing methods to form a stable grid structure. In addition, the first longitudinal beam 6014 is connected to the second side beam 6012, the mounting hole 6019 and the first reinforcing beam 603, respectively, the two ends of the second longitudinal beam 6015 are connected to the second side beam 6012 and the mounting hole 6019, and the third longitudinal beam 6016 is connected to the second side beam 6012, the mounting hole 6019 and the first reinforcing beam 603, respectively. This connection method can enhance the structural integrity and rigidity of the floor, and provide load distribution capacity and anti-deformation performance.

[0159] The second floor 602 is provided with a plurality of fourth longitudinal beams 6024 in the first direction and a plurality of third transverse beams 6025 in the second direction, each of the fourth longitudinal beams 6024 is respectively connected to the plurality of third transverse beams 6025, one end of the plurality of fourth longitudinal beams 6024 is connected to the second reinforcing beam 604, the other ends of the plurality of fourth longitudinal beams 6024 are connected to the end beam 6022, one end of each third transverse beam 6025 is connected to the fourth side beam 6021, and the other end of each third transverse beam 6025 is connected to the fifth side beam 6023.

[0160] Specifically, a plurality of fourth longitudinal beams 6024 are arranged in the first direction, and a plurality of third cross beams 6025 are arranged in the second direction, and each fourth longitudinal beam 6024 is connected to a plurality of third cross beams 6025 through its structure to form a cross grid structure. This structural design can enhance the structural strength and rigidity of the floor, ensure the uniform distribution of the load and the anti-deformation ability of the floor, thereby enhancing the overall stability and durability of the vehicle body. The plurality of fourth longitudinal beams 6024 and the plurality of third cross beams 6025 can be filled with filling foam, and the contact area between the foam facade and the cross and longitudinal beams is bonded with structural adhesive to form an integral structure. The plurality of fourth longitudinal beams 6024 and the plurality of third cross beams 6025 can also be cap-shaped beams, and the middle of the cap-shaped beams is filled with foam material.

[0161] The technical effect of this embodiment is: by arranging longitudinal beams and cross beams on the first floor and the second floor, a grid-like support structure is formed. This design significantly enhances the structural strength and rigidity of the floor, ensures the uniform distribution of loads and the anti-deformation ability of the floor. Through the cross connection of longitudinal beams and cross beams, the floor can effectively withstand and disperse various stresses during the operation of the vehicle body, improve the overall stability and durability of the vehicle body, and thus enhance the safety and reliability of the maglev train during high-speed operation.

[0162] Figure 6 The structure of the maglev train body provided in the embodiment of the present application is schematically shown. Figure 6 .like Figure 6 As shown, in this embodiment Figures 1 to 5 Based on the embodiments, the maglev train body is described in detail.

[0163] In a possible design, the other end of each first cross beam 6017 and one end of each second cross beam 6018 are connected to the second longitudinal beam 6015 via a connecting device 6026 .

[0164] Specifically, this can be achieved by providing a dedicated connection device 6026 at the ends of the first crossbeam 6017 and the second crossbeam 6018. The connection device 6026 can provide a stable mechanical connection and structural support to ensure a firm connection between the crossbeam and the longitudinal beam. This connection method is used to enhance the overall rigidity and stability of the vehicle body structure, disperse and bear various forces on the vehicle body during operation, thereby improving the safety and durability of the maglev train body.

[0165] The connecting device 6026 includes: a first plate 60261, a second plate 60262, a third plate 60263, a fourth plate 60264, a fifth plate 60265, a sixth plate 60266, a seventh plate 60267, an eighth plate 60268 and a ninth plate 60269.

[0166] Specifically, the first plate 60261, the second plate 60262, the third plate 60263, the fourth plate 60264, the fifth plate 60265, the sixth plate 60266, the seventh plate 60267, the eighth plate 60268 and the ninth plate 60269 in the connecting device 6026 are plates forming a plurality of grooves, and these grooves are used to achieve a stable connection of beams in different directions. Each group of three plates are vertically connected in sequence to form a groove, providing multi-directional fixing points, thereby ensuring the firmness of the connection and the stability of the structure.

[0167] The first plate 60261, the second plate 60262 and the third plate 60263 form a first groove, and the second longitudinal beam 6015 is connected to the connecting device 6026 via the first groove; wherein the first plate 60261, the second plate 60262 and the third plate 60263 are vertically connected in sequence.

[0168] Specifically, the first plate 60261, the second plate 60262 and the third plate 60263 are connected vertically in sequence to form a concave first groove structure, which is used to accommodate and fix a portion of the second longitudinal beam 6015. Through this groove structure, the second longitudinal beam 6015 can be firmly inserted and closely fit with the connecting device 6026, thereby providing a stable connection interface to ensure the overall strength and stability of the structure.

[0169] The fourth plate 60264, the fifth plate 60265 and the sixth plate 60266 form a second groove, and the other end of each first beam 6017 is connected to the connecting device 6026 via the second groove; wherein the fourth plate 60264, the fifth plate 60265 and the sixth plate 60266 are vertically connected in sequence.

[0170] Specifically, the fourth plate 60264, the fifth plate 60265 and the sixth plate 60266 are connected vertically in sequence to form a concave second groove structure, which is used to accommodate and fix the other end of each first crossbeam 6017. Through this groove structure, the first crossbeam 6017 can be firmly inserted and tightly fit with the connecting device 6026, thereby providing a stable connection interface to ensure the overall strength and stability of the structure.

[0171] The seventh plate 60267, the eighth plate 60268 and the ninth plate 60269 form a third groove, and one end of each second beam 6018 is connected to the connecting device 6026 via the third groove; wherein the seventh plate 60267, the eighth plate 60268 and the ninth plate 60269 are vertically connected in sequence.

[0172] Specifically, the seventh plate 60267, the eighth plate 60268 and the ninth plate 60269 are connected vertically in sequence to form a concave third groove structure, which is used to accommodate and fix one end of each second crossbeam 6018. Through this groove structure, the second crossbeam 6018 can be firmly inserted and tightly fit with the connecting device 6026, thereby providing a stable connection interface to ensure the overall strength and stability of the structure.

[0173] The technical effect of this embodiment is: by introducing the connection device, the first cross beam and the second cross beam are firmly connected to the second longitudinal beam, thereby enhancing the overall strength and stability of the vehicle body structure. The connection device provides multi-directional fixing points through a groove structure composed of multiple plates, ensuring the close fit and firm connection between the beams, thereby effectively improving the seismic resistance and durability of the maglev train body during operation.

[0174] In a possible design, a slot having the same cross-section as that of the other end of the first longitudinal beam 6014 is provided on the first reinforcing beam 603 , and the first longitudinal beam 6014 is connected to the first reinforcing beam 603 via the slot.

[0175] Specifically, a slot is designed on the first reinforcing beam 603 to match the cross-sectional shape of the other end of the first longitudinal beam 6014. This design allows the end of the first longitudinal beam 6014 to be accurately inserted into the slot, thereby achieving a stable mechanical connection. This structure is used to ensure a tight connection between the first longitudinal beam 6014 and the first reinforcing beam 603, and improve the overall strength and stability of the vehicle body structure, especially when subjected to dynamic loads and vibrations.

[0176] The technical effect of this embodiment is that by providing a slot with the same cross section as the other end of the first longitudinal beam on the first reinforcing beam, accurate docking and stable connection between the two are achieved. This design effectively improves the overall strength and stability of the car body structure, ensuring that it can better withstand dynamic loads and vibrations during operation, thereby enhancing the safety and durability of the maglev train body.

[0177] Figure 7 The structure of the maglev train body provided in the embodiment of the present application is schematically shown. Figure 7 .like Figure 7 As shown, in this embodiment Figures 1 to 6 Based on the embodiments, the maglev train body is described in detail.

[0178] In a possible design, a plurality of threaded metal parts 60221 are provided on the end beam 6022, a gasket 60222 is provided on the side of the plurality of threaded metal parts 60221 away from the plurality of second longitudinal beams 6015, a sealant is provided on the side of the gasket 60222 away from the plurality of second longitudinal beams 6015, the gasket 60222 and the sealant are used to protect the plurality of threaded metal parts 60221 when the maglev train body operates normally, and the plurality of threaded metal parts 60221 are used to provide an interface for connecting with external devices when the maglev train body fails.

[0179] Specifically, a plurality of threaded metal parts 60221 are installed on the end beam 6022, and these metal parts are designed to be connected to external devices when needed. In order to protect these threaded metal parts 60221 when the maglev train body is in normal operation, a gasket 60222 is installed on the side away from the second longitudinal beam 6015, and a sealant is applied on the outside of the gasket 60222. The combination of the gasket 60222 and the sealant provides physical and environmental protection to prevent damage to the threaded metal parts 60221 by external factors, while ensuring that these metal parts can be used as interfaces quickly and safely when the body fails.

[0180] The technical effect of this embodiment is: by arranging multiple threaded metal parts on the end beam, and equipping them with gaskets and sealants, effective protection and functional expansion of the threaded metal parts are achieved. This design ensures that the threaded metal parts are protected from environmental and mechanical damage when the maglev train body is operating normally, and at the same time, when the body fails, a reliable connection interface can be quickly provided to connect with external devices, thereby improving the safety and maintenance convenience of the body.

[0181] Figure 8 The structure of the maglev train body provided in the embodiment of the present application is schematically shown. Figure 8 .like Figure 8 As shown, in this embodiment Figures 1 to 7 Based on the embodiments, the maglev train body is described in detail.

[0182] A connecting angle piece 605 and a plurality of first rivets 606 are provided at the connection between the second side beam 6012 and the third side beam 6013 . The plurality of first rivets 606 are connected to the second side beam 6012 through the third side beam 6013 and the connecting angle piece 605 .

[0183] Specifically, in the maglev train body, the connection between the second side beam 6012 and the third side beam 6013 is firmly connected by providing a connecting angle piece 605 and a plurality of first rivets 606. The connecting angle piece 605 provides an additional support and fixing surface, and the plurality of first rivets 606 firmly connect the second side beam 6012 through the third side beam 6013 and the connecting angle piece 605. This connection method is used to enhance the overall strength and stability of the body structure, ensuring that it can withstand various mechanical stresses and vibrations during the operation of the train.

[0184] The technical effect of this embodiment is that the connection strength and stability of the vehicle body structure are enhanced by providing a connection angle piece and a plurality of first rivets at the connection between the second side beam and the third side beam. The connection angle piece provides additional support and fixing, while the first rivet ensures the firmness and durability of the connection. This design improves the ability of the vehicle body to resist mechanical stress and vibration during operation.

[0185] Fig. 9 The structure of the maglev train body provided in the embodiment of the present application is schematically shown. Figure 9 .like Fig. 9 As shown, in this embodiment Figures 1 to 8 Based on the embodiments, the maglev train body is described in detail.

[0186] The first side wall 400 and the fourth side beam 6021 are connected by a plurality of first connecting members 607 and a plurality of second rivets 608 , and the connection points between the plurality of first connecting members 607 and the first side wall 400 , and the connection points between the plurality of first connecting members 607 and the fourth side beam 6021 are filled with structural adhesive.

[0187] Specifically, the first side wall 400 and the fourth side beam 6021 are connected by a plurality of first connectors 607 and a plurality of second rivets 608. The first connector 607 is used to provide a stable connection interface, and the second rivet 608 is used to firmly fix the first connector 607 on the first side wall 400 and the fourth side beam 6021. During the connection process, the connection between the first connector 607 and the first side wall 400 and the fourth side beam 6021 is filled with structural adhesive, which not only enhances the strength and sealing of the connection, but also effectively absorbs and alleviates the mechanical impact caused by vibration and stress, thereby improving the overall stability and durability of the vehicle body.

[0188] The technical effect of this embodiment is: by using a plurality of first connectors and a plurality of second rivets to connect the first side wall and the fourth side beam, and filling the connection with structural adhesive, the strength and stability of the connection are improved. The filling of structural adhesive not only enhances the sealing and prevents the infiltration of air and moisture, but also provides additional buffering effect, which can effectively absorb and disperse the vibration and mechanical stress generated during operation. This design improves the overall structural integrity and durability of the car body, ensuring the safety and reliability of the train when running at high speed.

[0189] Fig.10 The structure of the maglev train body provided in the embodiment of the present application is schematically shown. Figure 10 .like Fig.10 As shown, in this embodiment Figures 1 to 9 Based on the embodiments, the maglev train body is described in detail.

[0190] The vehicle roof 200 includes a first side panel 201, a second side panel 202, a third side panel 203, a fourth side panel 204, a first middle top panel 205 and a second middle top panel 206; wherein the first middle top panel 205 and the second middle top panel 206 are both sandwich structures.

[0191] Specifically, the roof 200 is composed of a first side panel 201, a second side panel 202, a third side panel 203, a fourth side panel 204, a first middle roof panel 205, and a second middle roof panel 206. These components together constitute the structural frame of the roof, wherein the first middle roof panel 205 and the second middle roof panel 206 adopt a sandwich structure, which is designed to ensure the overall rigidity and durability of the roof, while providing good heat insulation and sound insulation effects to improve the comfort and safety of passengers.

[0192] The first middle top plate 205 is respectively connected to the first side plate 201 , the third side plate 203 , the second middle top plate 206 and the driver's cab 100 , and the second middle top plate is respectively connected to the second side plate 202 , the fourth side plate 204 and the end wall 300 .

[0193] Specifically, the first middle roof panel 205 can be connected to the first side panel 201, the third side panel 203, the second middle roof panel 206 and the driver's cab 100 through the connection structure, while the second middle roof panel 206 is connected to the second side panel 202, the fourth side panel 204 and the end wall 300. This connection method ensures the overall structural strength and stability of the roof, and provides a continuous and solid frame for bearing the pressure of the external environment and the dynamic load of the vehicle body during operation, thereby improving the safety and durability of the vehicle body.

[0194] The first side plate 201 and the second side plate 202 are both connected to the first side wall 400 , and the third side plate 203 and the fourth side plate 204 are both connected to the second side wall 500 .

[0195] Specifically, the first side panel 201 and the second side panel 202 can be connected to the first side wall 400 through a connecting structure, while the third side panel 203 and the fourth side panel 204 are connected to the second side wall 500. This connection method ensures a firm connection between the roof 200 and the side wall to form an integral structural frame. This design is used to enhance the overall rigidity and stability of the vehicle body, ensuring that it can effectively resist external environmental factors and mechanical stress when the train is running at high speed, thereby improving the safety and durability of the vehicle body.

[0196] The technical effect of this embodiment is: by designing the roof to include a first side panel, a second side panel, a third side panel, a fourth side panel, and a first middle roof panel and a second middle roof panel of a sandwich structure, high strength and excellent thermal insulation performance of the roof are achieved. This structural design not only enhances the overall rigidity and durability of the roof, but also effectively isolates external noise and temperature changes, and improves the comfort of the interior environment. In addition, the precise connection between the roof panels ensures the stability and safety of the car body when running at high speed, further improving the operational reliability of the train.

[0197] Fig.11 The structure of the maglev train body provided in the embodiment of the present application is schematically shown. Figure 10 one. Fig.12 The structure of the maglev train body provided in the embodiment of the present application is schematically shown. Figure 10 2. As Fig.11 and Fig.12 As shown, in this embodiment Figures 1 to 10 Based on the embodiments, the maglev train body is described in detail.

[0198] The second middle top plate 206 is provided with a plurality of flanges 2061 , which are connected to the end wall 300 via a plurality of third rivets 2062 , and sealant is provided at the connection between the plurality of flanges 2061 and the end wall 300 .

[0199] Specifically, the second middle top plate 206 is provided with a plurality of flanges 2061 thereon, and the flanges are fixed to the end wall 300 by a plurality of third rivets 2062, so as to achieve a stable connection. The connection between the flange 2061 and the end wall 300 is filled with sealant to ensure the sealing and waterproofness of the connection. This design is used to enhance the overall strength and stability of the vehicle body structure, and at the same time, the use of sealant prevents the infiltration of external environmental factors such as moisture and air, thereby improving the durability and operating safety of the vehicle body.

[0200] The fourth side plate 204 is connected to the second side wall 500 via a plurality of second connecting members 2041 and a plurality of fourth rivets 2042 , and sealant is provided at the connection points between the plurality of second connecting members 2041 and the fourth side plate 204 , and at the connection points between the plurality of second connecting members 2041 and the second side wall 500 .

[0201] Specifically, the second connecting member 2041 provides a stable connection interface, and the fourth rivet 2042 is used to firmly fix these connecting members to the fourth side plate 204 and the second side wall 500. The connection between each connecting member and the fourth side plate 204 and the second side wall 500 is filled with sealant. This design is used to ensure the sealing and waterproofness of the connection, prevent the penetration of external environmental factors such as moisture and air, thereby improving the durability and operating safety of the vehicle body, and enhancing the overall strength and stability of the structure.

[0202] The first side panel 201, the first middle top panel 205 and the third side panel 203 are all connected to the driver's cab 100 via a plurality of third connecting members 2043 and a plurality of fifth rivets 2044. Sealant is provided at the connection between the plurality of third connecting members 2043 and the first side panel 201, the first middle top panel 205 and the third side panel 203 and the driver's cab 100.

[0203] Specifically, the third connecting member 2043 provides a stable connection interface, and the fifth rivet 2044 is used to firmly fix these connecting members to each plate and the driver's cab 100. The connection between each connecting member and the first side plate 201, the first middle top plate 205, the third side plate 203 and the driver's cab 100 is filled with sealant. This design is used to ensure the sealing and waterproofness of the connection, prevent the penetration of external environmental factors such as moisture and air, improve the durability and operating safety of the vehicle body, and enhance the overall strength and stability of the structure.

[0204] The technical effect of this embodiment is: by setting multiple flanges on the second middle top plate and connecting it with the end wall using the third rivet, and connecting the fourth side plate with the second side wall using the second connecting piece and the fourth rivet, and connecting the first side plate, the first middle top plate, the third side plate and the driver's cab using the third connecting piece and the fifth rivet, these structures are filled with sealant at the connection, thereby achieving high-strength connection and excellent sealing performance between the various parts of the car body. This design effectively prevents the penetration of external environmental factors such as moisture and air, enhances the durability and operation safety of the car body, and at the same time improves the overall rigidity and stability of the car body structure, ensuring the reliability of the train when running at high speed.

[0205] Fig.13 The structure of the maglev train body provided in the embodiment of the present application is schematically shown. Figure 10 3. As Fig.13 As shown, in this embodiment Figures 1 to 12 Based on the embodiments, the maglev train body is described in detail.

[0206] The first side wall 400 includes: a first side wall plate 401 , a second side wall plate 402 , a first door column 403 , a second door column 404 and a side top plate 405 .

[0207] Specifically, the first side wall 400 is composed of a first side wall panel 401, a second side wall panel 402, a first door pillar 403, a second door pillar 404 and a side top panel 405. These components together constitute the side wall structure of the vehicle body, providing the necessary support and stability. The first side wall panel 401 and the second side wall panel 402 form the main surface of the side wall, the door pillar is used to support the installation and operation of the vehicle door, and the side top panel 405 connects the side wall with the roof to ensure the rigidity and integrity of the overall structure. This design can enhance the strength and durability of the vehicle body.

[0208] The first side wall panel 401 is respectively connected to the driver's cab 100, the third side panel 203, the fifth side beam 6023 and the first door column 403, the first door column 403 is respectively connected to the third side panel 203, the side top panel 405 and the fifth side beam 6023, the side top panel 405 is respectively connected to the third side panel 203 and the second door column 404, the second door column 404 is respectively connected to the third side panel 203, the fifth side beam 6023 and the second side wall panel 402, and the second side wall panel 402 is respectively connected to the fourth side panel 204, the fifth side beam 6023 and the end wall 300.

[0209] Specifically, the first side wall panel 401 can be connected to the driver's cab 100, the third side panel 203, the fifth side beam 6023 and the first door column 403 respectively through the connection structure. The first door column 403 is connected to the third side panel 203, the side top panel 405 and the fifth side beam 6023 through a similar connection method. The side top panel 405 is further connected to the third side panel 203 and the second door column 404, while the second door column 404 is connected to the third side panel 203, the fifth side beam 6023 and the second side wall panel 402. Finally, the second side wall panel 402 is connected to the fourth side panel 204, the fifth side beam 6023 and the end wall 300 through a stable connection. This complex connection network ensures the overall rigidity and structural integrity of the side wall, provides the necessary support and stability to withstand the mechanical stress and external environmental impact during the operation of the train, thereby improving the safety and durability of the vehicle body.

[0210] The technical effect of this embodiment is: by designing the first side wall to be composed of the first side wall panel, the second side wall panel, the first door column, the second door column and the side top plate, the high strength and structural integrity of the vehicle body side wall are achieved. This design provides a stable support and connection interface, ensuring the rigidity and stability of the vehicle body when running at high speed. The setting of the door column not only supports the installation and operation of the door, but also enhances the overall strength of the side wall, while the connection of the side top plate further improves the sealing and deformation resistance of the vehicle body. Overall, this design effectively improves the safety and durability of the maglev train body.

[0211] Fig.14 The structure of the maglev train body provided in the embodiment of the present application is schematically shown. Figure 10 4. Fig.14 As shown, in this embodiment Figures 1 to 13 Based on the embodiments, the maglev train body is described in detail.

[0212] Transition plates 609 are provided on both sides of the first reinforcing beam 603 where it is not connected to the first floor 601 and the second reinforcing beam 604, and on both sides of the second reinforcing beam 604 where it is not connected to the second floor 602 and the first reinforcing beam 603. The sixth rivet 610 is respectively connected to the first reinforcing beam 603 and the second reinforcing beam 604 through the transition plates 609. The connection between the transition plate 609 and the first reinforcing beam 603, and the connection between the transition plate 609 and the second reinforcing beam 604, are both filled with sealant.

[0213] Specifically, the unconnected sides of the first reinforcing beam 603 and the second reinforcing beam 604 are provided with a transition plate 609 to achieve additional connection and support. The sixth rivet 610 is used to firmly fix the transition plate 609 on the first reinforcing beam 603 and the second reinforcing beam 604. The connection between the transition plate 609 and the two reinforcing beams is filled with sealant to ensure the sealing and waterproofness of the connection. This design is used to provide additional structural support and stability, enhance the overall strength of the vehicle body, and at the same time, through the use of sealant, prevent the penetration of external environmental factors such as moisture and air, and improve the durability and operating safety of the vehicle body.

[0214] The first floor panel 601 is connected to the first reinforcement beam 603 via a transition layer 611 . The transition layer 611 is used to provide a buffer between the first floor panel 601 and the first reinforcement beam 603 .

[0215] Specifically, the first floor 601 is connected to the first reinforcement beam 603 via a transition layer 611. The transition layer 611 is designed as a buffer medium, located between the first floor 601 and the first reinforcement beam 603, to absorb and disperse the vibration and stress from the vehicle body during operation. This design is used to reduce the direct impact of mechanical stress on the floor and the reinforcement beam, thereby extending the service life of the vehicle body structure, improving riding comfort, and enhancing the overall stability and safety of the vehicle body.

[0216] The technical effect of this embodiment is: by setting a transition plate on the unconnected side of the first reinforcement beam and the second reinforcement beam, fixing them with a sixth rivet, and filling the connection with sealant, the additional support and sealing of the vehicle body structure are achieved. This design effectively enhances the overall strength and stability of the vehicle body, prevents the penetration of external environmental factors such as moisture and air, and improves the durability and operational safety of the vehicle body. In addition, the first floor and the first reinforcement beam are connected by a transition layer, which provides a buffering effect, further reduces vibration and stress transfer during operation, and thus improves the service life of the vehicle body structure.

[0217] In a possible design, a plurality of first external interfaces are provided on the base frame 600, and a plurality of second external interfaces are provided on the driver's cab 100. The plurality of first external interfaces and the plurality of second external interfaces are both used for connecting to external devices. The plurality of first external interfaces include electrical interfaces, brake interfaces and suspension frame interfaces, and the plurality of second external interfaces include camera installation interfaces and lamp tube installation interfaces.

[0218] Specifically, a plurality of first external interfaces are provided on the chassis 600, and a plurality of second external interfaces are provided on the driver's cab 100. The design and arrangement of these external interfaces enable the train to flexibly access and integrate various external devices to meet different functional requirements and operating conditions.

[0219] The technical effect of this embodiment is: by respectively setting a plurality of first and second external interfaces on the chassis and the driver's cab, flexible connection and integration between the train and external equipment is achieved. The first external interface provides a connection point for the electrical, braking and suspension systems, ensuring the reliability of the power supply, braking control and suspension functions of the train during operation. The second external interface provides a convenient connection method for the installation of equipment such as cameras and lamp tubes, enhancing the monitoring capabilities and lighting effects of the train. This design not only improves the functional diversity and adaptability of the train, but also improves safety and operational efficiency, meeting the needs of modern maglev trains for efficient operation and intelligent management.

[0220] In a possible design, the cab 100 and the end wall 300 are both sandwich structures.

[0221] Specifically, the driver's cab 100 and the end wall 300 adopt a sandwich structure design, which is usually composed of two layers of solid outer materials and a lightweight core material sandwiched in the middle. The sandwich structure achieves a balance between high strength and light weight by combining the strength of the outer layer with the lightweight characteristics of the middle layer. This design is used to improve the structural strength and impact resistance of the car body, while reducing the total weight of the car body, thereby improving the energy efficiency and operating performance of the train. In addition, the sandwich structure also has good sound insulation and heat insulation properties, which enhances the comfort of the interior environment. The inner and outer sides of the sandwich structure can be made of carbon fiber, and the core material can be designed differently according to the size of the bearing capacity. For example, different foam materials can be used for the core in the area with less force and the area with greater force, and the thickness of the skin can be reinforced according to the different bearing capacity of the components. The periphery of the end wall can be a carbon fiber plate, and the middle area can be a flat plate structure. The driver's cab can adopt a streamlined design, with a duckbill shape and a water bottle-shaped windshield shape, and a three-dimensional curved horizontal and longitudinal beam is provided inside the driver's cab, which is locally reinforced according to the force requirements.

[0222] The technical effect of this embodiment is that by designing the driver's cab and the end wall into a sandwich structure, the high strength and light weight of the car body are achieved. This structure not only improves the impact resistance and overall stability of the car body, but also effectively reduces the total weight of the train, thereby improving energy efficiency and operating performance.

[0223] So far, the technical solution of the present application has been described in conjunction with the preferred embodiments shown in the accompanying drawings. However, it is easy for those skilled in the art to understand that the protection scope of the present application is obviously not limited to these specific embodiments, and the above embodiments are only used to illustrate the technical solution of the present application rather than to limit it. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or replace some or all of the technical features therein by equivalents. However, these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present application.

Claims

1. A maglev train body, characterized in that: include: A driver's cab (100), a roof (200), an end wall (300), a first side wall (400), a second side wall (500), and a bottom frame (600); The base frame (600) comprises a first floor (601), a second floor (602), a first reinforcement beam (603) and a second reinforcement beam (604); The first floor (601) is connected to the second reinforcement beam (604) via the first reinforcement beam (603), and the second reinforcement beam (604) is connected to the second floor (602); The driver's cab (100) is respectively connected to the first floor (601), the roof (200), the first side wall (400) and the second side wall (500); the first side wall (400) is respectively connected to the first floor (601), the first reinforcing beam (603), the second reinforcing beam (604), the second floor (602), the end wall (300) and the roof (200); the second side wall (500) is respectively connected to the first floor (601), the first reinforcing beam (603), the second reinforcing beam (604), the second floor (602), the end wall (300) and the roof (200); and the end wall (300) is respectively connected to the second floor (602) and the roof (200).

2. The maglev train body according to claim 1, characterized in that: The first floor (601) is provided with a first side beam (6011), a second side beam (6012) and a third side beam (6013); the second floor (602) is provided with a fourth side beam (6021), an end beam (6022) and a fifth side beam (6023); One end of the first side beam (6011) is connected to one end of the first reinforcing beam (603), the other end of the first side beam (6011) is connected to one end of the second side beam (6012), the other end of the second side beam (6012) is connected to one end of the third side beam (6013), and the other end of the third side beam (6013) is connected to the other end of the first reinforcing beam (603); The first side beam (6011) is respectively connected to the second side wall (500) and the driver's cab (100), the second side beam (6012) is connected to the driver's cab (100), and the third side beam (6013) is respectively connected to the first side wall (400) and the driver's cab (100); One end of the fourth side beam (6021) is connected to one end of the second reinforcing beam (604), the other end of the fourth side beam (6021) is connected to one end of the end beam (6022), the other end of the end beam (6022) is connected to one end of the fifth side beam (6023), and the other end of the fifth side beam (6023) is connected to the other end of the second reinforcing beam (604); The fourth side beam (6021) is connected to the second side wall (500), the end beam (6022) is connected to the end wall (300), and the fifth side beam (6023) is connected to the first side wall (400).

3. The maglev train body according to claim 2, characterized in that: The first floor (601) is provided with a first longitudinal beam (6014), a second longitudinal beam (6015) and a third longitudinal beam (6016) in a first direction, a plurality of first transverse beams (6017) are provided between the first longitudinal beam (6014) and the second longitudinal beam (6015) along a second direction, and a plurality of second transverse beams (6018) are provided between the second longitudinal beam (6015) and the third longitudinal beam (6016) along the second direction; wherein the first direction refers to the body direction of the maglev train body, and the second direction refers to the direction parallel to the second side beam (6012); The two ends of the plurality of first cross beams (6017) are respectively connected to the first longitudinal beam (6014) and the second longitudinal beam (6015); the two ends of the plurality of second cross beams (6018) are respectively connected to the second longitudinal beam (6015) and the third longitudinal beam (6016); the first longitudinal beam (6014) is respectively connected to the second side beam (6012), the mounting hole (6019) and the first reinforcing beam (603); the two ends of the second longitudinal beam (6015) are respectively connected to the second side beam (6012) and the mounting hole (6019); the third longitudinal beam (6016) is respectively connected to the second side beam (6012), the mounting hole (6019) and the first reinforcing beam (603); The second floor (602) is provided with a plurality of fourth longitudinal beams (6024) in the first direction, and a plurality of third transverse beams (6025) in the second direction, each of the fourth longitudinal beams (6024) is respectively connected to the plurality of third transverse beams (6025), one end of each of the plurality of fourth longitudinal beams (6024) is connected to the second reinforcing beam (604), the other end of each of the plurality of fourth longitudinal beams (6024) is connected to the end beam (6022), one end of each of the third transverse beams (6025) is connected to the fourth side beam (6021), and the other end of each of the third transverse beams (6025) is connected to the fifth side beam (6023).

4. The maglev train body according to claim 3, characterized in that: The other end of each of the first cross beams (6017) and one end of each of the second cross beams (6018) are connected to the second longitudinal beam (6015) via a connecting device (6026); The connecting device (6026) comprises: a first plate (60261), a second plate (60262), a third plate (60263), a fourth plate (60264), a fifth plate (60265), a sixth plate (60266), a seventh plate (60267), an eighth plate (60268) and a ninth plate (60269); The first plate (60261), the second plate (60262) and the third plate (60263) form a first groove, and the second longitudinal beam (6015) is connected to the connecting device (6026) through the first groove; wherein the first plate (60261), the second plate (60262) and the third plate (60263) are vertically connected in sequence; The fourth plate (60264), the fifth plate (60265) and the sixth plate (60266) form a second groove, and the other end of each first crossbeam (6017) is connected to the connecting device (6026) through the second groove; wherein the fourth plate (60264), the fifth plate (60265) and the sixth plate (60266) are vertically connected in sequence; The seventh plate (60267), the eighth plate (60268) and the ninth plate (60269) form a third groove, and one end of each of the second cross beams (6018) is connected to the connecting device (6026) through the third groove; wherein the seventh plate (60267), the eighth plate (60268) and the ninth plate (60269) are vertically connected in sequence.

5. The maglev train body according to claim 3, characterized in that: The first reinforcing beam (603) is provided with a slot having the same cross-section as the other end of the first longitudinal beam (6014), and the first longitudinal beam (6014) is connected to the first reinforcing beam (603) via the slot.

6. The maglev train body according to claim 3, characterized in that: The end beam (6022) is provided with a plurality of threaded metal parts (60221); a gasket (60222) is provided on a side of the plurality of threaded metal parts (60221) away from the plurality of second longitudinal beams (6015); a sealant is provided on a side of the gasket (60222) away from the plurality of second longitudinal beams (6015); the gasket (60222) and the sealant are used to protect the plurality of threaded metal parts (60221) when the maglev train body operates normally; and the plurality of threaded metal parts (60221) are used to provide an interface for connecting with an external device when the maglev train body fails.

7. The maglev train body according to claim 2, characterized in that: A connecting angle piece (605) and a plurality of first rivets (606) are provided at the connection between the second side beam (6012) and the third side beam (6013); the plurality of first rivets (606) are connected to the second side beam (6012) via the third side beam (6013) and the connecting angle piece (605).

8. The maglev train body according to claim 2, characterized in that: The first side wall (400) and the fourth side beam (6021) are connected via a plurality of first connecting members (607) and a plurality of second rivets (608), and the connection points between the plurality of first connecting members (607) and the first side wall (400), and the connection points between the plurality of first connecting members (607) and the fourth side beam (6021) are both filled with structural adhesive.

9. The maglev train body according to claim 2, characterized in that: The vehicle roof (200) comprises a first side panel (201), a second side panel (202), a third side panel (203), a fourth side panel (204), a first middle top panel (205) and a second middle top panel (206); wherein the first middle top panel (205) and the second middle top panel (206) are both sandwich structures; The first middle top plate (205) is respectively connected to the first side plate (201), the third side plate (203), the second middle top plate (206) and the driver's cab (100), and the second middle top plate is respectively connected to the second side plate (202), the fourth side plate (204) and the end wall (300); The first side panel (201) and the second side panel (202) are both connected to the first side wall (400), and the third side panel (203) and the fourth side panel (204) are both connected to the second side wall (500).

10. The maglev train body according to claim 9, characterized in that: The second middle top plate (206) is provided with a plurality of flanges (2061), the plurality of flanges (2061) are connected to the end wall (300) via a plurality of third rivets (2062), and a sealant is provided at the connection between the plurality of flanges (2061) and the end wall (300); The fourth side plate (204) is connected to the second side wall (500) via a plurality of second connecting members (2041) and a plurality of fourth rivets (2042), and sealing glue is provided at the connection points between the plurality of second connecting members (2041) and the fourth side plate (204), and at the connection points between the plurality of second connecting members (2041) and the second side wall (500); The first side panel (201), the first middle top panel (205) and the third side panel (203) are all connected to the driver's cab (100) via a plurality of third connecting members (2043) and a plurality of fifth rivets (2044); sealants are provided at the connection points between the plurality of third connecting members (2043) and the first side panel (201), the first middle top panel (205), the third side panel (203) and the driver's cab (100).

11. The maglev train body according to claim 9, characterized in that: The first side wall (400) comprises: a first side wall plate (401), a second side wall plate (402), a first door column (403), a second door column (404) and a side top plate (405); The first side wall panel (401) is respectively connected to the driver's cab (100), the third side panel (203), the fifth side beam (6023) and the first door column (403); the first door column (403) is respectively connected to the third side panel (203), the side top panel (405) and the fifth side beam (6023); the side top panel (405) is respectively connected to the third side panel (203) and the second door column (404); the second door column (404) is respectively connected to the third side panel (203), the fifth side beam (6023) and the second side wall panel (402); the second side wall panel (402) is respectively connected to the fourth side panel (204), the fifth side beam (6023) and the end wall (300).

12. The maglev train body according to claim 1, characterized in that: Both sides of the first reinforcing beam (603) not connected to the first floor (601) and the second reinforcing beam (604), and both sides of the second reinforcing beam (604) not connected to the second floor (602) and the first reinforcing beam (603), are provided with transition plates (609); the sixth rivet (610) is respectively connected to the first reinforcing beam (603) and the second reinforcing beam (604) through the transition plates (609); the connection between the transition plate (609) and the first reinforcing beam (603), and the connection between the transition plate (609) and the second reinforcing beam (604), are filled with sealant; The first floor (601) is connected to the first reinforcing beam (603) via a transition layer (611), and the transition layer (611) is used to provide a buffer between the first floor (601) and the first reinforcing beam (603).

13. The maglev train body according to claim 1, characterized in that: The chassis (600) is provided with a plurality of first external connection interfaces, and the driver's cab (100) is provided with a plurality of second external connection interfaces, the plurality of first external connection interfaces and the plurality of second external connection interfaces are both used for accessing external devices, the plurality of first external connection interfaces include electrical interfaces, brake interfaces and suspension frame interfaces, and the plurality of second external connection interfaces include camera installation interfaces and lamp tube installation interfaces.

14. The maglev train body according to claim 1, characterized in that: The driver's cab (100) and the end wall (300) are both sandwich structures.

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