Magnetic levitation train body

Abstract

The embodiment of the application provides a maglev train body, and relates to the technical field of track traffic. The maglev train body comprises a cab, a roof, an end wall, a first side wall, a second side wall and a chassis; the chassis 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 roof, the first side wall and the second side wall respectively; 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 roof respectively; 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 roof respectively; and the end wall is connected with the second floor and the roof respectively. The modular segmented design of the chassis allows different parts of the chassis to be manufactured simultaneously on different production lines, shortens the production time of the chassis, and thus shortens the production cycle of the maglev train body.

Description

TECHNICAL FIELD

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

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

[0003] In the prior art, the manufacturing of the maglev train body usually adopts a parallel production mode, that is, the chassis, cab, roof, end wall and side wall and other components are produced simultaneously on multiple production lines. Each production line focuses on the manufacturing of a specific component. Once all components are produced, they enter the assembly process to accurately integrate these components together to form a complete maglev train body.

[0004] However, the prior art has the problem of long production cycle. Since the chassis is the main load-bearing structure of the maglev train body and has high manufacturing complexity, the production time of the chassis is relatively long, so other components such as the cab, roof, end wall and side wall may be produced earlier in the entire maglev train body manufacturing process, but since they need to wait for the production of the chassis to be completed before final assembly, this waiting time directly leads to the extension of the production cycle of the maglev train body. SUMMARY

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

[0006] In a first aspect, the embodiments of the present application provide a maglev train body, which comprises a cab, a roof, an end wall, a first side wall, a second side wall and a chassis.

[0007] The chassis comprises a first floor, a second floor, a first reinforcing beam and a second reinforcing beam.

[0008] 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.

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

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

[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 cab respectively, the second side beam is connected to the cab, and the third side beam is connected to the first side wall and the 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 cross beams are arranged between the first longitudinal beam and the second longitudinal beam in a second direction, and a plurality of second cross beams are arranged between the second longitudinal beam and the third longitudinal beam in the second direction; wherein the first direction refers to the vehicle body direction of the maglev train vehicle body, and the second direction refers to a direction parallel to the second side beam;

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

[0017] The second floor is provided with a plurality of fourth longitudinal beams in the first direction and a plurality of third cross beams in the second direction, each fourth longitudinal beam is connected to a plurality of third cross beams, one end of each of the plurality of fourth longitudinal beams is connected to the second reinforcing beam, the other end of each of the plurality of fourth longitudinal beams is connected to the end beam, one end of each of the third cross beams is connected to the fourth side beam, and the other end of each of the third cross 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 the 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 constitute a first groove, and the second longitudinal beams are connected to the connecting device through the first groove; wherein the first plate, the second plate and the third plate are connected in sequence perpendicularly;

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

[0022] The seventh plate, the eighth plate and the ninth plate constitute 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 connected in sequence perpendicularly.

[0023] In a possible design, the first reinforcing beam is provided with a clamping groove with the same cross section as the other end of the first longitudinal beam, and the first longitudinal beam is connected to the first reinforcing beam through the clamping groove.

[0024] In a possible design, the end beam is provided with a plurality of threaded metal pieces, the plurality of threaded metal pieces are provided with a gasket away from one side of the plurality of second longitudinal beams, and the gasket is provided with a sealant away from one side of the plurality of second longitudinal beams; the gasket and the sealant are used to protect the plurality of threaded metal pieces when the maglev train body is in normal operation, and the plurality of threaded metal pieces are used to provide an interface for connecting to external equipment when the maglev train body fails.

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

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

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

[0028] The first middle roof plate is connected with the first side plate, the third side plate, the second middle roof plate, and the cab respectively, and the second middle roof plate is connected with the second side plate, the fourth side plate, and the end wall respectively.

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

[0030] In a possible design, the second middle roof plate is provided with a plurality of turnups, the plurality of turnups are connected with the end wall through a plurality of third rivets, and the connection between the plurality of turnups and the end wall is provided with sealing glue.

[0031] The fourth side plate is connected with the second side wall through a plurality of second connecting pieces and a plurality of fourth rivets, and the connection between the plurality of second connecting pieces and the fourth side plate and the connection between the plurality of second connecting pieces and the second side wall are both provided with sealing glue.

[0032] The first side plate, the first middle roof plate, and the third side plate are all connected with the cab through a plurality of third connecting pieces and a plurality of fifth rivets, and the connection between the plurality of third connecting pieces and the first side plate, the first middle roof plate, the third side plate, and the cab is all provided with sealing glue.

[0033] In a possible design, the first side wall includes a first side wall plate, a second side wall plate, a first door upright, a second door upright, and a side roof plate.

[0034] The first side wall plate is connected with the cab, the third side plate, the fifth edge beam, and the first door upright respectively, the first door upright is connected with the third side plate, the side roof plate, and the fifth edge beam respectively, the side roof plate is connected with the third side plate and the second door upright respectively, the second door upright is connected with the third side plate, the fifth edge beam, and the second side wall plate respectively, and the second side wall plate is connected with the fourth side plate, the fifth edge beam, and the end wall respectively.

[0035] In a possible design, two sides of the first reinforcing beam not connected with the first floor and the second reinforcing beam, and two sides of the second reinforcing beam not connected with the second floor and the first reinforcing beam are provided with transition plates, and sixth rivets are connected with the first reinforcing beam and the second reinforcing beam through the transition plates respectively, 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 filled with sealant.

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

[0037] In a possible design, a plurality of first external interfaces are arranged on the chassis, and a plurality of second external interfaces are arranged on the cab, the plurality of first external interfaces and the plurality of second external interfaces are used to access external devices, the plurality of first external interfaces include an electrical interface, a brake interface and a suspension bracket interface, and the plurality of second external interfaces include a camera mounting interface and a lamp barrel mounting interface.

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

[0039] The application provides a maglev train vehicle body, which comprises a cab, a roof, an end wall, a first side wall, a second side wall and a chassis; the chassis 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 roof, the first side wall and the second side wall respectively; 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 roof respectively; 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 roof respectively; and the end wall is connected with the second floor and the roof respectively. The maglev train vehicle body provided in the application optimizes the structural design of the chassis, and solves the problem of long production cycle in the prior art. The chassis is divided into the first floor and the second floor, and is connected through the first reinforcing beam and the second reinforcing beam. This modular design allows different parts of the chassis to be manufactured simultaneously on different production lines, thereby shortening the overall production time of the chassis. This modular segmented production mode effectively reduces the waiting time between parts, thereby shortening the overall production cycle of the maglev train vehicle body. BRIEF DESCRIPTION OF DRAWINGS

[0040] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the following will briefly introduce the drawings needed to be used in the embodiments or prior art description. Obviously, the drawings in the following description are some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative effort on the basis of these drawings.

[0041] Figure 1 Structure diagram of the vehicle body of the maglev train provided by the embodiment of the present application Figure 1 ;

[0042] Figure 2 Structure diagram of the vehicle body of the maglev train provided by the embodiment of the present application Figure 2 ;

[0043] Figure 3 Structure diagram of the vehicle body of the maglev train provided by the embodiment of the present application Figure 3 ;

[0044] Figure 4 Structure diagram of the vehicle body of the maglev train provided by the embodiment of the present application Figure 4 ;

[0045] Figure 5 Structure diagram of the vehicle body of the maglev train provided by the embodiment of the present application Figure 5 ;

[0046] Figure 6 Structure diagram of the vehicle body of the maglev train provided by the embodiment of the present application Figure 6 ;

[0047] Figure 7 Structure diagram of the vehicle body of the maglev train provided by the embodiment of the present application Figure 7 ;

[0048] Figure 8 Structure diagram of the vehicle body of the maglev train provided by the embodiment of the present application Figure 8 ;

[0049] Figure 9 Structure diagram of the vehicle body of the maglev train provided by the embodiment of the present application Figure 9 ;

[0050] Figure 10 Structure diagram of the vehicle body of the maglev train provided by the embodiment of the present application Figure 10 ;

[0051] Figure 11 Structure diagram of the vehicle body of the maglev train provided by the embodiment of the present application Figure 10 One;

[0052] Figure 12Structure of a maglev train body provided by an embodiment of the present application Figure 10 Two;

[0053] Figure 13 Structure of a maglev train body provided by an embodiment of the present application Figure 10 Three;

[0054] Figure 14 Structure of a maglev train body provided by an embodiment of the present application Figure 10 Four.

[0055] BRIEF DESCRIPTION OF THE DRAWINGS

[0056] 100-driver's room

[0057] 200-roof

[0058] 201-first side plate

[0059] 202-second side plate

[0060] 203-third side plate

[0061] 204-fourth side plate

[0062] 2041-second connecting piece

[0063] 2042-fourth rivet

[0064] 2043-third connecting piece

[0065] 2044-fifth rivet

[0066] 205-first middle roof plate

[0067] 206-second middle roof plate

[0068] 2061-flange

[0069] 2062-third rivet

[0070] 300-end wall

[0071] 400-first side wall

[0072] 401-first side wall plate

[0073] 402-second side wall plate

[0074] 403-first door upright

[0075] 404-second door upright

[0076] 405-side roof plate

[0077] 500-second side wall

[0078] 600 - base frame

[0079] 601 - first 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 cross beam

[0087] 6018 - second cross beam

[0088] 6019 - mounting hole

[0089] 602 - second floor

[0090] 6021 - fourth side beam

[0091] 6022 - end beam

[0092] 60221 - threaded metal piece

[0093] 60222 - spacer

[0094] 6023 - fifth side beam

[0095] 6024 - fourth longitudinal beam

[0096] 6025 - third cross beam

[0097] 6026 - connecting device

[0098] 60261 - first plate

[0099] 60262 - second plate

[0100] 60263 - third plate

[0101] 60264 - fourth plate

[0102] 60265 - fifth plate

[0103] 60266 - sixth plate

[0104] 60267 - seventh plate

[0105] 60268 - eighth plate

[0106] 60269 - ninth plate

[0107] 603 - first reinforcing beam

[0108] 604 - second reinforcing beam

[0109] 605 - connecting gusset

[0110] 606 - first rivet

[0111] 607 - first connector

[0112] 608 - second rivet

[0113] 609 - transition plate

[0114] 610 - sixth rivet

[0115] 611 - transition layer DETAILED DESCRIPTION

[0116] The exemplary embodiments will be described in detail herein with reference to the attached drawings. In the following description, like reference numerals refer to like elements, unless the context clearly dictates otherwise. The following description is not intended to represent all embodiments in accordance with the present application. Rather, they merely represent some of the many aspects in accordance with the present application, as detailed in the appended claims.

[0117] In the embodiments of the present application, the terms "first", "second", etc. are used to distinguish the same or similar items or elements with substantially the same function and effect. Those skilled in the art can understand that the terms "first", "second", etc. do not limit the quantity and execution order, and the terms "first", "second", etc. do not necessarily mean different. It should be noted that the words "exemplary" or "for example" in the embodiments of the present application are used to represent an example, illustration or description. Any embodiment or design scheme described as "exemplary" or "for example" in the present application should not be interpreted as more preferred or more advantageous than other embodiments or design schemes. Rather, the words "exemplary" or "for example" are intended to present the relevant concept in a specific manner. In the embodiments of the present application, "at least one" means one or more, and "multiple" means two or more.

[0118] It should be noted that "at" in the embodiments of the present application can be at the moment when a certain condition occurs, or can be within a period of time after a certain condition occurs, which is not specifically limited in the embodiments of the present application. In addition, the maglev train body provided in the embodiments of the present application is only an example, and the maglev train body can also include more or less content.

[0119] For the convenience of clearly describing the technical solutions of the embodiments of the present application, the following briefly introduces some terms and technologies involved in the embodiments of the present application:

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

[0121] Stiffening beam: a component used to enhance the overall strength and rigidity of a structure, commonly used in engineering such as buildings, bridges or vehicles. It increases the load-carrying capacity and deformation resistance of the structure by adding additional support and distributing loads. In vehicles or trains, stiffening beams can help resist external impact and vibration, ensuring the stability and safety of the structure.

[0122] Edge beam: refers to the beam located at the edge of a structure, used to provide additional support and stability. It is commonly used in engineering structures such as buildings, bridges or vehicles, and plays a role in distributing and carrying edge loads. In vehicle or train bodies, edge beams can enhance the overall rigidity and torsional performance of the body, and may also be used to fix external panels or other components, ensuring the integrity and safety of the structure.

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

[0124] The exemplary embodiments will be described in detail here, 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 invention. Instead, they are merely examples of apparatuses and methods consistent with some aspects of the present invention as detailed in the appended claims.

[0125] The technical solutions of the present application will be described in detail below with specific embodiments. The following specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of the present application will be described below with reference to the accompanying drawings.

[0126] For a clear understanding of the technical solutions of the present application, the prior art solutions are first introduced in detail. The maglev train body refers to the main structure part of the maglev train, which is mainly made of light and strong materials to achieve stability and safety during high-speed operation. The manufacturing of the maglev train body usually adopts the parallel production mode, that is, the chassis, 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 manufacturing of a specific component. Once all components are produced, they enter the assembly process, where these components are precisely integrated to form a complete maglev train body.

[0127] However, the prior art maglev train body has the problem of long production cycle. Since the chassis is the main load-bearing structure of the maglev train body, it has high manufacturing complexity, so the production time of the chassis is longer, and therefore other components such as the cab, roof, end wall and side wall may be produced earlier in the entire maglev train body manufacturing process, but since the final assembly cannot be performed until the chassis is produced, 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 the maglev train body in the prior art, it is found in the research that in order to solve this problem, the manufacturing process of the chassis can be optimized or modular design can be adopted to synchronize the production cycle of the chassis with that of other components, thereby shortening the overall production cycle of the maglev train body: ① redesign the chassis structure to have modular features, adopt standardized interfaces and connection methods, so that different modules of the chassis can be independently manufactured and quickly assembled. Through this design, the modules of the chassis can be produced synchronously with other components, avoiding the delay of the overall assembly caused by the delay of the chassis production. ② adopt advanced lightweight materials such as carbon fiber composite materials 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 usually 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 scheme combining modular design and advanced materials can be adopted. First, the chassis is designed as multiple standardized modules, which can be produced in parallel with other components and quickly connected during final assembly. Lightweight materials such as carbon fiber composites are used, which not only reduce the weight of the chassis, but also simplify the manufacturing process and improve the production speed. Combined with fast connection technology such as self-locking connectors, assembly time is further reduced. The structural strength distribution of the chassis is optimized by computer simulation to ensure that the strength requirements are met while reducing material usage and simplifying the manufacturing process. The overall scheme realizes the synchronization of the production cycle of the chassis with that of 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 chassis. The design divides the chassis 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 chassis to be manufactured simultaneously on different production lines, thereby shortening the overall production time of the chassis. 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 will be described below with reference to the accompanying drawings.

[0133] Figure 1 The structure of the maglev train body provided by the embodiment of the present application is shown in Figure 1 . As Figure 1 shown, in the present embodiment, the maglev train body includes a cab 100, a roof 200, an end wall 300, a first side wall 400, a second side wall 500, and a chassis 600.

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

[0135] The chassis 600 includes a first floor 601, a second floor 602, a first reinforcing beam 603, and a second reinforcing beam 604.

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

[0137] The first floor 601 is connected to the second reinforcing beam 604 through the first reinforcing beam 603, and the second reinforcing beam 604 is connected to the second floor 602.

[0138] Specifically, the first floor 601 is connected with the second reinforcing beam 604 through the first reinforcing beam 603, forming a continuous structural frame. The first reinforcing beam 603 provides connection and support between the first floor 601 and the second reinforcing beam 604, while the second reinforcing beam 604 is further connected to the second floor 602. This connection achieves the overall structural strength and stability of the chassis, ensuring that the load between the floors can be effectively transmitted and distributed, thereby improving the carrying capacity and anti-deformation ability of the chassis.

[0139] The cab 100 is connected with the first floor 601, the roof 200, the first side wall 400 and the second side wall 500 respectively. The first side wall 400 is connected with 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 respectively. The second side wall 500 is connected with 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 respectively. The end wall 300 is connected with the second floor 602 and the roof 200 respectively.

[0140] Specifically, the cab 100 can be connected with the first floor 601, the roof 200, the first side wall 400 and the second side wall 500 respectively through structural connectors, ensuring the stable position of the cab in the vehicle body. The first side wall 400 can be connected with 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 respectively through structural connectors, providing lateral support and structural integrity. The second side wall 500 can also be connected with 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 respectively through structural connectors, further enhancing the lateral stability of the vehicle body. The end wall 300 can be connected with the second floor 602 and the roof 200 respectively through structural connectors, providing support and protection for the end of the vehicle body. These connections achieve the overall structural strength and stability of the vehicle body, ensuring the safety and reliability of the train in operation.

[0141] The embodiment provides a maglev train vehicle body, which specifically comprises a cab, a roof, an end wall, a first side wall, a second side wall and a chassis. The chassis is composed of a first floor, a second floor, a first reinforcing beam and a second reinforcing beam. The claim details the connection relationship between various components: the cab is connected with 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 with the floor, the reinforcing beam, the end wall and the roof, and the end wall is connected with the second floor and the roof. These connection relationships define the overall structural layout of the vehicle body. The maglev train vehicle body realizes the following technical effects: through optimization of the structural design of the chassis, the problem of a long production cycle in the prior art is solved. The design divides the chassis into the first floor and the second floor, and connects them through the first reinforcing beam and the second reinforcing beam. This modular design allows different parts of the chassis to be manufactured simultaneously on different production lines, thereby shortening the overall production time of the chassis. This modular segmented production mode effectively reduces the waiting time between components, thereby shortening the overall production cycle of the maglev train vehicle body.

[0142] Figure 2 Structure diagram of the maglev train vehicle body provided by the embodiment of the application Figure 2 . Figure 3 Structure diagram of the maglev train vehicle body provided by the embodiment of the application Figure 3 . As shown in Figure 2 and Figure 3 , the embodiment details the maglev train vehicle body on the basis of the Figure 1 embodiment.

[0143] The first floor 601 is provided with a first edge beam 6011, a second edge beam 6012 and a third edge beam 6013, and the second floor 602 is provided with a fourth edge beam 6021, an end beam 6022 and a fifth edge beam 6023.

[0144] Specifically, the first edge beam 6011, the second edge beam 6012 and the third edge beam 6013 are structural elements arranged on the first floor 601, which are used for providing additional support and connection, ensuring the structural integrity and stability of the floor. The fourth edge beam 6021, the end beam 6022 and the fifth edge beam 6023 are structural elements arranged on the second floor 602, which provide similar support and connection functions. These edge beams form a stable frame through connection with reinforcing beams and other structures, enhancing the load-bearing capacity and overall rigidity of the floor. These edge beams can be of a mouth-shaped structure, providing riveting space inside, and at the same time, the edge 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, and 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 through their ends to form a continuous frame structure. This connection forms a closed structural loop, aiming to enhance the structural integrity and stability of the floor, ensuring the rigidity and strength of the floor under load.

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

[0148] Specifically, the first side beam 6011 is connected to the second side wall 500 and the cab 100 through its structural ends. The second side beam 6012 is connected to the cab 100 through its structural end, and the third side beam 6013 is connected to the first side wall 400 and the cab 100 through its structural ends, respectively. These connections can be achieved through connectors or welding, forming a stable frame structure. This design can provide additional support and stability, ensuring the secure connection between the side beams and the side walls and the cab, thereby maintaining 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, and 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 through their ends to form a closed frame structure. This connection forms a continuous structural loop, aiming to provide structural support and stability for the floor, ensuring the rigidity and strength of the floor under load, while maintaining 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, forming a stable frame structure. The purpose is to provide additional support and stability, ensure the firm connection between the side beams and the side walls and end walls, and thus maintain the overall structural integrity and rigidity of the vehicle body.

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

[0154] Figure 4 Structure diagram of the maglev train vehicle body provided by the embodiment of the application Figure 4 . Figure 5 Structure diagram of the maglev train vehicle body provided by the embodiment of the application Figure 5 . As Figures 1 to 3 and Figure 6 shown, the embodiment is based on the Figure 6 embodiment and provides a detailed description of the maglev train vehicle body.

[0155] In one 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 transverse beams 6017 are arranged between the first longitudinal beam 6014 and the second longitudinal beam 6015 in the second direction, and a plurality of second transverse beams 6018 are arranged between the second longitudinal beam 6015 and the third longitudinal beam 6016 in the second direction; wherein the first direction refers to the vehicle body direction of the maglev train vehicle body, and the second direction refers to the direction parallel to the second side beam 6012.

[0156] Specifically, the first longitudinal beam 6014, the second longitudinal beam 6015 and the third longitudinal beam 6016 are arranged in the first direction, and a plurality of first transverse beams 6017 and second transverse beams 6018 are arranged between these longitudinal beams in the second direction, respectively. The first transverse beam 6017 connects the first longitudinal beam 6014 and the second longitudinal beam 6015, while the second transverse 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 capability.

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

[0158] Specifically, the two ends of the plurality of first cross beams 6017 are connected with the first longitudinal beam 6014 and the second longitudinal beam 6015 respectively, and the two ends of the plurality of second cross beams 6018 are connected with the second longitudinal beam 6015 and the third longitudinal beam 6016 respectively. The connection between these cross beams and longitudinal beams can be achieved by welding, bolting or other fixing methods to form a stable grid structure. In addition, the first longitudinal beam 6014 is connected with 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 with the second side beam 6012 and the mounting hole 6019, and the third longitudinal beam 6016 is connected with 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, provide load distribution capability 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 cross beams 6025 in the second direction, each fourth longitudinal beam 6024 is connected with a plurality of third cross beams 6025, one end of each fourth longitudinal beam 6024 is connected with the second reinforcing beam 604, and the other end of each fourth longitudinal beam 6024 is connected with the end beam 6022, one end of each third cross beam 6025 is connected with the fourth side beam 6021, and the other end of each third cross beam 6025 is connected with the fifth side beam 6023.

[0160] Specifically, a plurality of fourth longitudinal beams 6024 are provided in the first direction and a plurality of third cross beams 6025 are provided in the second direction, each fourth longitudinal beam 6024 is connected with 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 uniform distribution of load and 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 foam, and the foam vertical surface and the contact area of the cross beam and the longitudinal beam are 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 hat-shaped beams with foam material filled in the middle.

[0161] The technical advantages of this embodiment are as follows: By setting longitudinal and transverse beams on the first and second floor, a grid-like support structure is formed. This design significantly enhances the structural strength and rigidity of the floor, ensuring uniform load distribution and resistance to deformation. Through the cross-connection of the longitudinal and transverse beams, the floor can effectively withstand and disperse various stresses during vehicle operation, improving the overall stability and durability of the vehicle body, thereby enhancing the safety and reliability of the maglev train during high-speed operation.

[0162] Figure 6 A schematic diagram of the structure of the maglev train body provided in the embodiments of this application. Figures 1 to 5 .like Figure 7 As shown, in this embodiment... Figure 7 Based on the embodiments, the maglev train body is described in detail.

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

[0164] Specifically, this can be achieved by setting a dedicated connecting device 6026 at the ends of the first crossbeam 6017 and the second crossbeam 6018. This connecting device 6026 can provide a stable mechanical connection and structural support, ensuring a firm connection between the crossbeams and the longitudinal beams. This connection method is used to enhance the overall rigidity and stability of the car body structure, distribute and bear various forces experienced by the car body during operation, thereby improving the safety and durability of the maglev train car 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 multiple grooves. These grooves are used to achieve a stable connection of beams in different directions. Each group of three plates is connected vertically in sequence to form a groove, providing multi-directional fixing points, thereby ensuring the strength 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 through the first groove; wherein, the first plate 60261, the second plate 60262, and the third plate 60263 are connected vertically 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 for accommodating and fixing a part of the second longitudinal beam 6015. Through this groove structure, the second longitudinal beam 6015 can be stably inserted and closely fitted with the connecting device 6026, thereby providing a stable connection interface and ensuring the overall strength and stability of the structure.

[0169] The fourth plate 60264, the fifth plate 60265 and the sixth plate 60266 constitute a second groove, and the other end of each first transverse beam 6017 is connected with the connecting device 6026 through the second groove; wherein the fourth plate 60264, the fifth plate 60265 and the sixth plate 60266 are connected vertically 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 for accommodating and fixing the other end of each first transverse beam 6017. Through this groove structure, the first transverse beam 6017 can be stably inserted and closely fitted with the connecting device 6026, thereby providing a stable connection interface and ensuring the overall strength and stability of the structure.

[0171] The seventh plate 60267, the eighth plate 60268 and the ninth plate 60269 constitute a third groove, and one end of each second transverse beam 6018 is connected with the connecting device 6026 through the third groove; wherein the seventh plate 60267, the eighth plate 60268 and the ninth plate 60269 are connected vertically 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 for accommodating and fixing one end of each second transverse beam 6018. Through this groove structure, the second transverse beam 6018 can be stably inserted and closely fitted with the connecting device 6026, thereby providing a stable connection interface and ensuring the overall strength and stability of the structure.

[0173] The technical effect of the embodiment is that by introducing the connecting device, the stable connection of the first transverse beam and the second transverse beam with the second longitudinal beam is realized, and the overall strength and stability of the vehicle body structure are enhanced. The connecting device provides multiple fixing points through the groove structure formed by multiple plates, ensuring the close fitting and firm connection between the beams, thereby effectively improving the shock resistance and durability of the maglev train vehicle body during operation.

[0174] In one possible design, the first reinforcing beam 603 is provided with a clamping groove identical to the other end section of the first longitudinal beam 6014, and the first longitudinal beam 6014 is connected to the first reinforcing beam 603 through the clamping groove.

[0175] Specifically, the first reinforcing beam 603 is designed with a clamping groove matching the shape of the other end section of the first longitudinal beam 6014, which allows the end of the first longitudinal beam 6014 to be precisely inserted into the clamping groove, achieving a stable mechanical connection. This structure is used to ensure the close combination between the first longitudinal beam 6014 and the first reinforcing beam 603, improving the overall strength and stability of the vehicle body structure, especially when subjected to dynamic loads and vibrations.

[0176] The technical effect of the embodiment is that by providing a clamping groove identical to the other end section of the first longitudinal beam on the first reinforcing beam, precise docking and stable connection between the two are achieved. This design effectively improves the overall strength and stability of the vehicle body structure, ensuring better resistance to dynamic loads and vibrations during operation, thereby enhancing the safety and durability of the maglev train vehicle body.

[0177] Figure 7 Structure diagram of the maglev train vehicle body provided by the embodiment Figures 1 to 6 As shown in Figure 8 , the embodiment is based on the Figure 8 embodiment and provides a detailed description of the maglev train vehicle body.

[0178] In one possible design, the end beam 6022 is provided with a plurality of threaded metal pieces 60221, the plurality of threaded metal pieces 60221 are provided with spacers 60222 away from one side of the plurality of second longitudinal beams 6015, and the spacers 60222 are provided with sealant away from one side of the plurality of second longitudinal beams 6015. The spacers 60222 and the sealant are used to protect the plurality of threaded metal pieces 60221 during normal operation of the maglev train vehicle body, and the plurality of threaded metal pieces 60221 are used to provide an interface for connecting to external equipment in the event of a fault of the maglev train vehicle body.

[0179] Specifically, the end beam 6022 is provided with a plurality of threaded metal pieces 60221, which are designed to be connected to external equipment when needed. In order to protect these threaded metal pieces 60221 during normal operation of the maglev train vehicle body, spacers 60222 are installed on the side away from the second longitudinal beams 6015, and sealant is applied on the outside of the spacers 60222. The combination of the spacers 60222 and the sealant provides physical and environmental protection, preventing damage to the threaded metal pieces 60221 from external factors, while ensuring that these metal pieces can be quickly and safely used as an interface in the event of a vehicle body failure.

[0180] The technical effect of the embodiment is that a plurality of threaded metal pieces are arranged on the end beam, and gaskets and sealant are provided, so that the threaded metal pieces are effectively protected and functionally expanded. This design ensures that the threaded metal pieces are not damaged by the environment and machinery when the maglev train body is in normal operation, and when the train body fails, a reliable connection interface can be quickly provided to connect with external equipment, thereby improving the safety and maintenance convenience of the train body.

[0181] Figure 8 Structure diagram of the maglev train body provided in the embodiment of the application Figures 1 to 7 As shown in Figure 9 , the embodiment is described in detail on the basis of the Figure 9 embodiment.

[0182] The connection between the second side beam 6012 and the third side beam 6013 is provided with a connecting corner piece 605 and a plurality of first rivets 606, and the plurality of first rivets 606 are connected with the second side beam 6012 through the third side beam 6013 and the connecting corner piece 605.

[0183] Specifically, in the maglev train body, the connection between the second side beam 6012 and the third side beam 6013 is achieved by arranging a connecting corner piece 605 and a plurality of first rivets 606 to achieve stable connection. The connecting corner piece 605 provides an additional support and fixing surface, and the plurality of first rivets 606 firmly connect the second side beam 6012 together through the third side beam 6013 and the connecting corner piece 605. This connection mode is used to enhance the overall strength and stability of the train body structure, so as to ensure that various mechanical stresses and vibrations can be withstood during train operation.

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

[0185] Figure 9 Structure diagram of the maglev train body provided in the embodiment of the application Figures 1 to 8 As shown in Figure 10 , the embodiment is described in detail on the basis of the Figure 10 embodiment.

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

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

[0188] The technical effect of the embodiment is that the first side wall and the fourth edge beam are connected through the use of a plurality of first connecting pieces and a plurality of second rivets, and the connection is filled with structural glue, which improves the strength and stability of the connection. The filling of structural glue not only enhances the sealing to prevent the infiltration of air and moisture, but also provides additional cushioning 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 vehicle body, ensuring the safety and reliability of the train during high-speed operation.

[0189] Figure 10 The structure of the maglev train body provided by the embodiment of the present application is shown in the following figure Figures 1 to 9 As shown in the figure Figure 11 , the embodiment of the present application is based on the Figure 10 embodiment and provides a detailed description of the maglev train body.

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

[0191] Specifically, the roof 200 is composed of the first side plate 201, the second side plate 202, the third side plate 203, the fourth side plate 204, the first middle roof plate 205, and the second middle roof plate 206. These components collectively form the structural framework of the roof, among which the first middle roof plate 205 and the second middle roof plate 206 adopt a sandwich structure. This design is used to ensure the overall rigidity and durability of the roof, while providing good heat and sound insulation effects to improve passenger comfort and safety.

[0192] The first middle roof plate 205 is connected to the first side plate 201, the third side plate 203, the second middle roof plate 206, and the driver's cabin 100, respectively. The second middle roof plate is 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 with the first side panel 201, the third side panel 203, the second middle roof panel 206, and the cab 100 through connecting structures, while the second middle roof panel 206 is connected with the second side panel 202, the fourth side panel 204, and the end wall 300. This connection mode ensures the overall structural strength and stability of the roof, providing a continuous and solid frame for bearing external environmental pressure and dynamic loads during vehicle operation, thereby improving the safety and durability of the vehicle body.

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

[0195] Specifically, the first side panel 201 and the second side panel 202 can be connected with the first side wall 400 through connecting structures, while the third side panel 203 and the fourth side panel 204 are connected with the second side wall 500. This connection mode ensures the firm combination between the roof 200 and the side wall, forming 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 during high-speed train operation, thereby improving the safety and durability of the vehicle body.

[0196] The technical effect of the embodiment is that by designing the roof to include a first side panel, a second side panel, a third side panel, a fourth side panel, and first and second middle roof panels adopting a sandwich structure, high strength and excellent heat 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, improving the comfort of the vehicle interior. In addition, the precise connection between the various panels of the roof ensures the stability and safety of the vehicle body during high-speed operation, further improving the reliability of train operation.

[0197] Figure 12 Structure diagram of the vehicle body of the maglev train provided in the embodiment of the present application Figure 10 I. Figure 11 Structure diagram of the vehicle body of the maglev train provided in the embodiment of the present application Figure 12 II. As Figures 1 to 10 and Figure 13 shown, the embodiment is based on the embodiment and describes the vehicle body of the maglev train in detail. Figure 10

[0198] The second middle roof panel 206 is provided with a plurality of flanges 2061, and the plurality of flanges 2061 are connected with the end wall 300 through a plurality of third rivets 2062. The connection between the plurality of flanges 2061 and the end wall 300 is provided with sealing glue.

[0199] ​Specifically, the second middle roof 206 is connected stably by setting a plurality of flanges 2061 on it and fixing the flanges to the end wall 300 with a plurality of third rivets 2062. At the connection between the flanges 2061 and the end wall 300, sealant is filled to ensure the sealing and waterproofing of the connection. This design is used to enhance the overall strength and stability of the vehicle body structure, and by using sealant, it prevents the infiltration of external environmental factors such as moisture and air, improving the durability and operational safety of the vehicle body.

[0200] The fourth side plate 204 is connected to the second side wall 500 through a plurality of second connecting pieces 2041 and a plurality of fourth rivets 2042. Sealant is filled at the connection between the plurality of second connecting pieces 2041 and the fourth side plate 204, and at the connection between the plurality of second connecting pieces 2041 and the second side wall 500.

[0201] Specifically, the second connecting piece 2041 provides a stable connection interface, and the fourth rivet 2042 is used to firmly fix the connecting piece to the fourth side plate 204 and the second side wall 500. Sealant is filled at the connection between each connecting piece and the fourth side plate 204 and the second side wall 500. This design is used to ensure the sealing and waterproofing of the connection, prevent the infiltration of external environmental factors such as moisture and air, and improve the durability and operational safety of the vehicle body, while enhancing the overall strength and stability of the structure.

[0202] The first side plate 201, the first middle roof 205, and the third side plate 203 are connected to the cab 100 through a plurality of third connecting pieces 2043 and a plurality of fifth rivets 2044. Sealant is filled at the connection between the plurality of third connecting pieces 2043 and the first side plate 201, the first middle roof 205, the third side plate 203, and the cab 100.

[0203] Specifically, the third connecting piece 2043 provides a stable connection interface, and the fifth rivet 2044 is used to firmly fix the connecting piece to the respective plate and the cab 100. Sealant is filled at the connection between each connecting piece and the first side plate 201, the first middle roof 205, the third side plate 203, and the cab 100. This design is used to ensure the sealing and waterproofing of the connection, prevent the infiltration of external environmental factors such as moisture and air, and improve the durability and operational safety of the vehicle body, while enhancing the overall strength and stability of the structure.

[0204] The technical effect of the embodiment is that: by setting multiple flanges on the second middle roof and connecting with the end wall using the third rivet, and connecting between the fourth side plate and the second side wall using the second connecting piece and the fourth rivet, and connecting between the first side plate, the first middle roof, the third side plate and the cab using the third connecting piece and the fifth rivet, and filling sealant at the connection, high-strength connection and excellent sealing performance between the parts of the car body are achieved. This design effectively prevents the penetration of external environmental factors such as moisture and air, enhances the durability and operational safety of the car body, and improves the overall rigidity and stability of the car body structure, ensuring the reliability of the train during high-speed operation.

[0205] Figure 13 Structure diagram of the magnetic levitation train car body provided by the embodiment of the present application Figures 1 to 12 Three. As Figure 14 shown, the embodiment is based on the Figure 10 embodiment and provides a detailed description of the magnetic levitation train car body.

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

[0207] Specifically, the first side wall 400 is composed of the first side wall plate 401, the second side wall plate 402, the first door pillar 403, the second door pillar 404, and the side roof 405. These components collectively form the side wall structure of the car body, providing the necessary support and stability. The first side wall plate 401 and the second side wall plate 402 form the main surface of the side wall, the door pillars are used to support the installation and operation of the doors, and the side roof 405 connects the side wall with the roof, ensuring the rigidity and integrity of the overall structure, which can enhance the strength and durability of the car body.

[0208] The first side wall plate 401 is connected with the cab 100, the third side plate 203, the fifth edge beam 6023, and the first door pillar 403, respectively. The first door pillar 403 is connected with the third side plate 203, the side roof 405, and the fifth edge beam 6023, respectively. The side roof 405 is connected with the third side plate 203 and the second door pillar 404, respectively. The second door pillar 404 is connected with the third side plate 203, the fifth edge beam 6023, and the second side wall plate 402, respectively. The second side wall plate 402 is connected with the fourth side plate 204, the fifth edge beam 6023, and the end wall 300, respectively.

[0209] Specifically, the first side wall plate 401 can be connected with the cab 100, the third side plate 203, the fifth side beam 6023 and the first door pillar 403 through connecting structures respectively. The first door pillar 403 is then connected with the third side plate 203, the side top plate 405 and the fifth side beam 6023 through similar connecting manners. The side top plate 405 is further connected with the third side plate 203 and the second door pillar 404, and the second door pillar 404 is connected with the third side plate 203, the fifth side beam 6023 and the second side wall plate 402. Finally, the second side wall plate 402 is connected with the fourth side plate 204, the fifth side beam 6023 and the end wall 300 through stable connections. This complex network of connections ensures the overall rigidity and structural integrity of the side wall, providing the necessary support and stability to withstand mechanical stresses and external environmental influences during train operation, thereby improving the safety and durability of the car body.

[0210] The technical effect of the embodiment is that by designing the first side wall to be composed of the first side wall plate, the second side wall plate, the first door pillar, the second door pillar and the side top plate, the high strength and structural integrity of the car body side wall are achieved. This design provides a stable support and connection interface, ensuring the rigidity and stability of the car body during high-speed operation. The setting of the door pillars not only supports the installation and operation of the car doors, but also enhances the overall strength of the side wall, and the connection of the side top plate further improves the sealing and anti-deformation ability of the car body. Overall, this design effectively improves the safety and durability of the maglev train car body.

[0211] Figure 14 Structure diagram of the maglev train car body provided by the embodiment Figures 1 to 13 Four. As ​ shown, the embodiment is based on the ​ embodiment and a detailed description of the maglev train car body is provided.

[0212] The two sides of the first reinforcing beam 603 which are not connected with the first floor 601 and the second reinforcing beam 604, and the two sides of the second reinforcing beam 604 which are not connected with the second floor 602 and the first reinforcing beam 603, are each provided with a transition plate 609, and a sixth rivet 610 is connected with the first reinforcing beam 603 and the second reinforcing beam 604 through the transition plate 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 each filled with sealant.

[0213] Specifically, the unconnected sides of the first and second reinforcing beams 603 and 604 are provided with transition plates 609 for additional connection and support. Sixth rivets 610 are used to securely fix the transition plates 609 to the first and second reinforcing beams 603 and 604. At the connection between the transition plates 609 and the two reinforcing beams, sealant is filled to ensure the sealing and waterproofing of the connection. This design is used to provide additional structural support and stability, enhancing the overall strength of the vehicle body, while preventing the penetration of external environmental factors such as moisture and air through the use of sealant, improving the durability and operational safety of the vehicle body.

[0214] The first floor 601 is connected to the first reinforcing beam 603 through a transition layer 611, which serves to provide cushioning between the first floor 601 and the first reinforcing beam 603.

[0215] Specifically, the first floor 601 is connected to the first reinforcing beam 603 through a transition layer 611. The transition layer 611 is designed as a cushioning medium between the first floor 601 and the first reinforcing beam 603 to absorb and disperse vibrations and stresses from the operation of the vehicle body. This design is used to reduce the direct impact of mechanical stress on the floor and reinforcing beam, thereby prolonging the service life of the vehicle body structure, improving ride comfort, and enhancing the overall stability and safety of the vehicle body.

[0216] The technical effect of this embodiment is that by setting transition plates on the unconnected sides of the first and second reinforcing beams and using sixth rivets for fixation, while filling sealant at the connection, 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 connection between the first floor and the first reinforcing beam through the transition layer provides a cushioning effect, further reducing the transmission of vibrations and stresses during operation, thereby prolonging the service life of the vehicle body structure.

[0217] In one possible design, the chassis 600 is provided with a plurality of first external interfaces, and the cab 100 is provided with a plurality of second external interfaces. The plurality of first external interfaces and the plurality of second external interfaces are used to connect external devices. The plurality of first external interfaces includes electrical interfaces, brake interfaces, and suspension interfaces. The plurality of second external interfaces includes camera mounting interfaces and lamp barrel mounting interfaces.

[0218] Specifically, the chassis 600 is provided with a plurality of first external interfaces, and the cab 100 is provided with a plurality of second external interfaces. The design and arrangement of these external interfaces allow the train to flexibly connect and integrate various external devices, meeting different functional requirements and operating conditions.

[0219] The technical effect of the embodiment is that by setting multiple first and second external interfaces on the chassis and cab, flexible connection and integration of the train with external devices are achieved. The first external interface provides connection points for electrical, braking, and suspension systems, ensuring the reliability of power supply, braking control, and suspension function during train operation. The second external interface provides a convenient connection method for the installation of devices such as cameras and light tubes, enhancing the monitoring capability and lighting effect of the train. This design not only improves the functional diversity and adaptability of the train, but also enhances 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 cab 100 and the end wall 300 adopt a sandwich structure design, which is usually composed of two layers of strong outer materials and a lightweight core material in the middle. The sandwich structure realizes a balance between high strength and lightweight by combining the strength of the outer layer and 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 overall 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 performance, enhancing the comfort of the car interior. The inner and outer materials of the sandwich structure can be carbon fiber, and the core material can be designed differently according to the size of the bearing capacity, such as using different foam materials in areas with small and large bearing forces, and the skin thickness can be reinforced according to the bearing capacity of the components. The end wall perimeter can be a carbon fiber plate, and the middle area can be a flat structure. The cab can adopt a streamlined design, with a duck-billed shape and a water bottle-shaped windshield, and a three-dimensionally curved crossbeam inside the cab, which is locally reinforced according to the stress requirements.

[0222] The technical effect of the embodiment is that by designing the cab and end wall as sandwich structures, high strength and lightweight 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 overall weight of the train, thereby improving the energy efficiency and operating performance.

[0223] So far, the technical solutions of the present application have been described in combination with the preferred embodiments shown in the drawings, but those skilled in the art can easily understand that the protection scope of the present application is obviously not limited to these specific embodiments, and the above examples are only used to illustrate the technical solutions of the present application, but not to limit them; although the present application has been described in detail with reference to the foregoing examples, those skilled in the art should understand that they can still modify the technical solutions recorded in the foregoing examples, or make equivalent replacement for part or all of the technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the scope of the technical solutions of the embodiments of the present application.

Claims

1. A maglev train car body, characterized by, The utility model relates to a driver's room (100), roof (200), end wall (300), first side wall (400), second side wall (500) and underframe (600) are included; The underframe (600) includes first floor (601), second floor (602), first reinforcing beam (603) and second reinforcing beam (604); The first floor (601) is connected with the second reinforcing beam (604) through the first reinforcing beam (603), and the second reinforcing beam (604) is connected with the second floor (602); The driver's room (100) is connected with the first floor (601), the roof (200), the first side wall (400) and the second side wall (500) respectively, the first side wall (400) is connected with 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) respectively, the second side wall (500) is connected with 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) respectively, and the end wall (300) is connected with the second floor (602) and the roof (200) respectively; The two sides of the first reinforcing beam (603) not connected with the first floor (601) and the second reinforcing beam (604), and the two sides of the second reinforcing beam (604) not connected with the second floor (602) and the first reinforcing beam (603) are each provided with a transition plate (609), and a sixth rivet (610) is connected with the first reinforcing beam (603) and the second reinforcing beam (604) through the transition plate (609) respectively; The first floor (601) is connected with the first reinforcing beam (603) through a transition layer (611), and the transition layer (611) is used for providing buffering between the first floor (601) and the first reinforcing beam (603). The first floor (601) is provided with a first edge beam (6011), a second edge beam (6012) and a third edge beam (6013), and the second floor (602) is provided with a fourth edge beam (6021), an end beam (6022) and a fifth edge beam (6023); 2. The maglev vehicle body of claim 1, wherein, One end of the first edge beam (6011) is connected with one end of the first reinforcing beam (603), the other end of the first edge beam (6011) is connected with one end of the second edge beam (6012), the other end of the second edge beam (6012) is connected with one end of the third edge beam (6013), and the other end of the third edge beam (6013) is connected with the other end of the first reinforcing beam (603). ​ The first side beam (6011) is connected with the second side wall (500) and the cab (100) respectively, the second side beam (6012) is connected with the cab (100), and the third side beam (6013) is connected with the first side wall (400) and the cab (100) respectively; One end of the fourth side beam (6021) is connected with one end of the second reinforcing beam (604), the other end of the fourth side beam (6021) is connected with one end of the end beam (6022), the other end of the end beam (6022) is connected with one end of the fifth side beam (6023), and the other end of the fifth side beam (6023) is connected with the other end of the second reinforcing beam (604); The fourth side beam (6021) is connected with the second side wall (500), the end beam (6022) is connected with the end wall (300), and the fifth side beam (6023) is connected with the first side wall (400).

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

4. The maglev vehicle body of claim 3, wherein, Another end of each of the first cross beams (6017) and one end of each of the second cross beams (6018) are connected with the second longitudinal beam (6015) through 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) constitute a first recess, and the second longitudinal beam (6015) is connected with the connecting device (6026) through the first recess; wherein the first plate (60261), the second plate (60262) and the third plate (60263) are connected in sequence perpendicularly; The fourth plate (60264), the fifth plate (60265) and the sixth plate (60266) constitute a second recess, and another end of each of the first cross beams (6017) is connected with the connecting device (6026) through the second recess; wherein the fourth plate (60264), the fifth plate (60265) and the sixth plate (60266) are connected in sequence perpendicularly; The seventh plate (60267), the eighth plate (60268) and the ninth plate (60269) constitute a third recess, and one end of each of the second cross beams (6018) is connected with the connecting device (6026) through the third recess; wherein the seventh plate (60267), the eighth plate (60268) and the ninth plate (60269) are connected in sequence perpendicularly.

5. The maglev vehicle body of claim 3, wherein, The first reinforcing beam (603) is provided with a clamping groove with the same section as the other end of the first longitudinal beam (6014), and the first longitudinal beam (6014) is connected with the first reinforcing beam (603) through the clamping groove.

6. The maglev vehicle body of claim 3, wherein, The end beam (6022) is provided with a plurality of threaded metal pieces (60221), the side of the plurality of threaded metal pieces (60221) away from the plurality of second longitudinal beams (6015) is provided with a gasket (60222), and the side of the gasket (60222) away from the plurality of second longitudinal beams (6015) is provided with sealing glue, the gasket (60222) and the sealing glue are used to protect the plurality of threaded metal pieces (60221) when the maglev train body is in normal operation, and the plurality of threaded metal pieces (60221) are used to provide an interface for connecting with an external device when the maglev train body is in failure.

7. The maglev vehicle body of claim 2, wherein, The connection between the second side beam (6012) and the third side beam (6013) is provided with a connecting corner piece (605) and a plurality of first rivets (606), and the plurality of first rivets (606) are connected with the second side beam (6012) through the third side beam (6013) and the connecting corner piece (605).

8. The maglev vehicle body of claim 2, wherein, The first side wall (400) and the fourth edge beam (6021) are connected through a plurality of first connecting pieces (607) and a plurality of second rivets (608), and the connection positions of the plurality of first connecting pieces (607) with the first side wall (400) and the plurality of first connecting pieces (607) with the fourth edge beam (6021) are filled with structural adhesive.

9. The maglev vehicle body of claim 2, wherein, The roof (200) comprises a first side plate (201), a second side plate (202), a third side plate (203), a fourth side plate (204), a first middle roof plate (205) and a second middle roof plate (206); wherein the first middle roof plate (205) and the second middle roof plate (206) are both sandwich structures. The first middle roof plate (205) is connected with the first side plate (201), the third side plate (203), the second middle roof plate (206) and the cab (100) respectively, and the second middle roof plate is connected with the second side plate (202), the fourth side plate (204) and the end wall (300) respectively. The first side plate (201) and the second side plate (202) are both connected with the first side wall (400), and the third side plate (203) and the fourth side plate (204) are both connected with the second side wall (500).

10. The maglev vehicle body of claim 9, wherein, The second middle roof plate (206) is provided with a plurality of turnups (2061), the plurality of turnups (2061) are connected with the end wall (300) through a plurality of third rivets (2062), and the connection positions of the plurality of turnups (2061) with the end wall (300) are provided with sealing glue; The fourth side plate (204) is connected with the second side wall (500) through a plurality of second connecting pieces (2041) and a plurality of fourth rivets (2042), and the connection positions of the plurality of second connecting pieces (2041) with the fourth side plate (204) and the second side wall (500) are both provided with sealing glue; The first side plate (201), the first middle roof plate (205) and the third side plate (203) are all connected with the cab (100) through a plurality of third connecting pieces (2043) and a plurality of fifth rivets (2044), and the connection positions of the plurality of third connecting pieces (2043) with the first side plate (201), the first middle roof plate (205), the third side plate (203) and the cab (100) are all provided with sealing glue.

11. The maglev vehicle body of claim 9, wherein, The first side wall (400) comprises a first side wall plate (401), a second side wall plate (402), a first door upright (403), a second door upright (404) and a side roof plate (405). The first side wall plate (401) is connected with the cab (100), the third side plate (203), the fifth edge beam (6023) and the first door upright column (403) respectively, the first door upright column (403) is connected with the third side plate (203), the side top plate (405) and the fifth edge beam (6023) respectively, the side top plate (405) is connected with the third side plate (203) and the second door upright column (404) respectively, the second door upright column (404) is connected with the third side plate (203), the fifth edge beam (6023) and the second side wall plate (402) respectively, and the second side wall plate (402) is connected with the fourth side plate (204), the fifth edge beam (6023) and the end wall (300) respectively.

12. The maglev vehicle body of claim 1, wherein, The connecting position of the transition plate (609) and the first reinforcing beam (603) and the connecting position of the transition plate (609) and the second reinforcing beam (604) are filled with sealing glue.

13. The maglev vehicle body of claim 1, wherein, The bottom frame (600) is provided with a plurality of first external connection interfaces, the 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 used for connecting 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 mounting interfaces and lamp barrel mounting interfaces.

14. The maglev vehicle body of claim 1, wherein, The cab (100) and the end wall (300) are both sandwich structures.

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