Side wall panel structure and train

Abstract

This application provides a side wall panel structure and a vehicle. The side wall panel structure includes a vehicle body, a window, and a wall panel body. The window is mounted on the vehicle body, and the wall panel body is located on the side of the window away from the vehicle body. The wall panel body is connected to the vehicle body and includes a frame assembly. The frame assembly includes a frame member, a mounting base, and a first connector. The mounting base is located at the bottom of the frame member, and the first connector is located between the window frame and the frame member. One end of the first connector is connected to the window frame via a first fastener, and the other end is connected to the mounting base via a second fastener. The wall panel body also includes a second connector located at the bottom of the wall panel body. The second connector is connected to the vehicle body via a third fastener, and the bottom of the wall panel body is connected to the second connector. This application improves the stability of the side wall panel structure through the first and second connectors.

Description

Technical Field

[0001] This application relates to the field of high-speed train technology, and more particularly to a side wall panel structure and a high-speed train. Background Technology

[0002] As people's living standards continue to improve, passengers are placing higher demands on the riding experience of rail passenger vehicles, with ride comfort and operational safety being the core concerns. Against this backdrop, improving the technical performance of key components of railway passenger vehicles to meet passengers' needs for comfort and safety has become particularly important.

[0003] In the structural composition of rail passenger vehicles, the side wall panels are an important component of the car body, and their connection method directly affects the overall performance of the car body. In related technologies, the side wall panels are usually directly connected and fixed to the car body beams, and also directly fixed to the window frame profiles. However, the installation of the side wall panels through the above connection method makes the car body side wall panels prone to deformation. Summary of the Invention

[0004] This application provides a side wall panel structure and a vehicle, which improves the structural stability of the side wall panel structure and reduces the deformation of the side wall panel.

[0005] On one hand, this application provides a sidewall panel structure, including:

[0006] The vehicle body includes a crossbeam and a longitudinal beam, the crossbeam and the longitudinal beam are connected, and the vehicle body has a first window opening;

[0007] A vehicle window, comprising a window body and a window frame, wherein the window body is installed within the window frame and the window frame is installed at the first window opening;

[0008] The wall panel body is located on the side of the vehicle window away from the vehicle body and is connected to the vehicle body. The wall panel body includes a frame assembly, which includes a frame member, a mounting base, and a first connector. The frame member is located at the edge of the vehicle window, the mounting base is located at the bottom of the frame member, and the first connector is located between the window frame and the frame member. One end of the first connector is connected to the window frame by a first fastener, and the other end is connected to the mounting base by a second fastener.

[0009] The wall panel body also includes a second connector, which is located at the bottom end of the wall panel body. The second connector is connected to the vehicle body via a third fastener, and the bottom end of the wall panel body is connected to the second connector.

[0010] In some optional embodiments, the frame member includes a first window edge member and a second window edge member disposed around the edge of the vehicle window. Both the first window edge member and the second window edge member extend along the thickness direction of the vehicle window. The first window edge member and the second window edge member are spaced apart, and the first window edge member is disposed inside the second window edge member. A rubber member is provided at one end of the second window edge member near the vehicle window, and the rubber member abuts against the window frame.

[0011] In some alternative embodiments, the frame assembly further includes a window sill cover that is snapped onto the mounting base;

[0012] The bottom of the window sill cover is provided with a first snap-fit ​​part, and the main body of the wall panel includes a second snap-fit ​​part located at the bottom of the window sill cover, wherein the first snap-fit ​​part and the second snap-fit ​​part are snap-fitted together.

[0013] In some alternative embodiments, the mounting base includes:

[0014] A raised edge extends along the width direction of the window and protrudes towards one side of the window body. The rubber component is provided on the side of the raised edge near the window body.

[0015] Multiple connecting parts are arranged at intervals along the width direction of the window, and the connecting parts are connected to the wall panel body.

[0016] In some alternative embodiments, the second connector includes a first insertion slot that extends along the width direction of the vehicle body, and the bottom end of the wall panel body is inserted into the first insertion slot.

[0017] In some optional embodiments, the side wall panel structure further includes an air duct assembly, which includes an air duct disposed on the wall panel body and extends along the height direction of the wall panel body. The air duct has an air inlet at the top and an air outlet at the bottom.

[0018] In some alternative embodiments, the duct assembly includes:

[0019] The first air duct component is located on the horizontal side of the frame component and extends along the height direction of the wall panel body. The first air duct component is provided with a first air duct, and the air inlet is provided at the top of the first air duct.

[0020] The second air duct component is located on the lower side of the frame component and extends along the width direction of the wall panel body. The second air duct component has a second air duct inside and the air outlet is located at the bottom end of the second air duct. The first air duct and the second air duct are connected to form the air duct.

[0021] In some optional embodiments, the air duct assembly further includes an isolator disposed within the second air duct component, which separates the second air duct into a first ventilation duct and a second ventilation duct.

[0022] The bottom of the frame component is provided with a third ventilation duct, which is connected to the first ventilation duct so that the airflow of the first ventilation duct flows to the window; the second ventilation duct is connected to the air outlet.

[0023] In some alternative embodiments, the sidewall panel structure further includes a roller blind assembly, the roller blind assembly comprising:

[0024] A roller shutter assembly, which is installed on the wall panel body and located on the upper side of the vehicle window.

[0025] A roller shutter cover plate is connected to the wall panel body, and the roller shutter cover plate and the wall panel body limit the installation space of the roller shutter component.

[0026] On the other hand, this application provides a motor vehicle including the aforementioned side wall panel structure.

[0027] This application provides a side wall panel structure and a motor vehicle. The side wall panel structure includes a car body, windows, and a main wall panel body. The windows are mounted on the car body. The main wall panel body is connected to the car body indirectly via a first connector and a second connector, thereby reducing the rigid connection points between the car body and the main wall panel body. The first and second connectors disperse the stress between the car body and the main wall panel body, and between the window frame and the side frame, improving the stability of the side wall panel structure and reducing deformation caused by vibration during long-term operation of the motor vehicle. Furthermore, the first and second connectors are connected by fasteners. During installation, the position of the main wall panel body can be calibrated by adjusting the fasteners, reducing assembly errors, improving installation convenience and flexibility, and thus increasing production efficiency. Attached Figure Description

[0028] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0029] Figure 1 This is a schematic diagram of the side wall panel structure provided in the embodiments of this application;

[0030] Figure 2 for Figure 1 Sectional view of AA in the middle;

[0031] Figure 3 for Figure 2 Enlarged view of point B in the middle;

[0032] Figure 4 for Figure 2 Enlarged view of point C in the middle;

[0033] Figure 5 for Figure 2 Enlarged view of point D;

[0034] Figure 6 This is a schematic diagram of the main structure of the side wall panel provided in the embodiments of this application;

[0035] Figure 7 This is a schematic diagram of the mounting base and window sill cover plate in the embodiments of this application;

[0036] Figure 8 This is a schematic diagram of the mounting base in the embodiments of this application;

[0037] Figure 9 for Figure 7 Side view;

[0038] Figure 10 This is a schematic diagram of the installation of the air duct assembly in the embodiments of this application;

[0039] Figure 11 This is a schematic diagram of the air duct assembly in the embodiments of this application;

[0040] Figure 12 This is a schematic diagram of the air duct assembly in the second air duct component in the open state in an embodiment of this application.

[0041] Figure 13 This is a cross-sectional schematic diagram of the first air duct component in an embodiment of this application;

[0042] Figure 14 This is a cross-sectional schematic diagram of the second air duct component in an embodiment of this application;

[0043] Figure 15 This is a schematic diagram of the structure of the roller blind assembly in an embodiment of this application.

[0044] Figure label:

[0045] 100 - Vehicle body;

[0046] 200 - Car window; 210 - Window body; 220 - Window frame;

[0047] 300 - Wall panel body; 301 - Second snap-fit ​​part; 310 - Frame assembly; 311 - Frame piece; 312 - Mounting base; 312a - Protruding edge; 312b - Connecting part; 312c - Snap-fit ​​groove; 313 - First connecting piece; 314 - First window sill piece; 315 - Second window sill piece; 316 - Rubber part; 317 - Window sill cover; 317a - First snap-fit ​​part; 320 - Second connecting piece; 321 - First insertion groove; 322 - Second insertion groove;

[0048] 400 - Air duct assembly; 401 - Air inlet; 402 - Air outlet; 410 - First air duct component; 411 - First air duct; 420 - Second air duct component; 421 - Second air duct; 430 - Isolation component; 431 - First ventilation duct; 432 - Second ventilation duct;

[0049] 510 - Roller blind assembly; 520 - Roller blind cover plate.

[0050] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0051] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0052] The terms “first,” “second,” “third,” “fourth,” etc. (if present) in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a particular order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented, for example, in a sequence other than those illustrated or described herein.

[0053] In this application, the terms "exemplary" or "for example" are used to indicate examples, illustrations, or descriptions. Any embodiment or design described as "exemplary" or "for example" in this application should not be construed as being more preferred or advantageous than other embodiments or designs. Specifically, the use of terms such as "exemplary" or "for example" is intended to present the relevant concepts in a specific manner.

[0054] China's railway industry is experiencing rapid development, with high-speed trains and bullet trains becoming an important travel option. In related technologies, the side wall panels are directly connected and fixed to the car body beams and window frame profiles, forming a rigid connection. However, due to the continuous vibrations and various forces generated during vehicle operation, the rigid connection is prone to deformation of the interior wall panels or car body side walls due to stress concentration and other reasons.

[0055] The side wall panel structure and the vehicle provided in this application are intended to solve the above-mentioned technical problems of the prior art.

[0056] The technical solution of this application and how the technical solution of this application solves the above-mentioned technical problems are described in detail below with specific embodiments. These 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 this application will now be described with reference to the accompanying drawings.

[0057] Please see Figure 1 and Figure 2 The side wall structure provided in this application embodiment includes a vehicle body 100, a window 200, and a wall panel body 300.

[0058] The vehicle body 100 includes crossbeams and longitudinal beams, which are connected. The vehicle body 100 also has window openings. The connection between the crossbeams and longitudinal beams forms a rigid frame, providing a stable supporting foundation for the side wall structure. The window openings are used to install windows 200, ensuring accurate alignment between the windows 200 and the vehicle body 100, and are a crucial structural basis for the connection between the windows 200 and the vehicle body 100. The window openings are openings formed in the vehicle body 100 for the installation of the windows 200.

[0059] The vehicle window 200 includes a window body 210 and a window frame 220. The window body 210 is installed inside the window frame 220, and the window frame 220 is installed at the window opening. The window frame 220 serves to fix and protect the window body 210, and at the same time, through cooperation with the window opening, it realizes the connection between the vehicle window 200 and the vehicle body 100, so that the vehicle window 200 is securely installed on the vehicle body 100.

[0060] Please see Figures 2 to 4 The wall panel body 300 is located on the side of the window 200 away from the vehicle body 100. The wall panel body 300 is connected to the vehicle body 100. The wall panel body 300 includes a frame assembly 310. The frame assembly 310 includes a frame piece 311, a mounting base 312 and a first connector 313. The frame piece 311 is located at the edge of the window 200. The mounting base 312 is located at the bottom of the frame piece 311. The first connector 313 is located between the window frame 220 and the frame piece 311. One end of the first connector 313 is connected to the window frame 220 by a first fastener, and the other end is connected to the mounting base 312 by a second fastener.

[0061] The frame member 311 serves as a support structure for the wall panel body 300 at the edge of the window 200, covering and protecting the edge of the window 200. The mounting base 312 provides an installation position for the first connector 313, enabling the first connector 313 to connect the window frame 220 to the frame member 311. The first connector 313 connects the frame member 311 to the window frame 220 through its connection with the window frame 220 and the mounting base 312. This connection method avoids direct rigid contact between the frame member 311 and the window frame 220, reducing the rigid force between them.

[0062] Please see Figure 5 The wall panel body 300 also includes a second connector 320, which is located at the bottom of the wall panel body 300. The second connector 320 is connected to the vehicle body 100 by a third fastener, and the bottom of the wall panel body 300 is connected to the second connector 320.

[0063] The second connector 320 serves as a connecting bridge between the wall panel body 300 and the vehicle body 100, connecting the bottom end of the wall panel body 300 to the vehicle body 100, thereby achieving an indirect connection between the wall panel body 300 and the vehicle body 100, avoiding a direct rigid connection between the wall panel body 300 and the vehicle body 100, and reducing the direct impact of vehicle body 100 vibration on the wall panel body 300.

[0064] In this embodiment, the side wall panel structure connects the window frame 220 and the side frame 311 via a first connector 313, avoiding a direct rigid connection between the side frame 311 and the window frame 220. When the vehicle vibrates during operation, the first connector 313 can disperse some of the stress, reducing stress concentration and thus alleviating deformation at the connection between the side frame 311 and the window frame 220 caused by excessive stress. The second connector 320 indirectly connects the bottom of the wall panel body 300 to the vehicle body 100, buffering and dispersing the force transmitted from the vehicle body 100 to the wall panel body 300, reducing the risk of deformation of the wall panel body 300 due to direct bearing of the vibration stress from the vehicle body 100.

[0065] Therefore, this embodiment, through the design of the first connector 313 and the second connector 320, disperses the stress between the vehicle body 100 and the wall panel body 300, and between the window frame 220 and the frame member 311, reducing deformation caused by long-term operation and improving the stability of the side wall panel structure. Furthermore, the first connector 313 and the second connector 320 are connected by fasteners. During installation, the position of the wall panel body 300 can be calibrated by adjusting the fasteners, reducing errors during assembly, improving the convenience and flexibility of installation, and thus increasing production efficiency.

[0066] For example, the wall panel body 300 is made of polyester fiberglass, which helps to reduce the overall weight of the side wall panel structure. In some embodiments, the first fastener and the second fastener are screws, bolts, or other connecting parts.

[0067] In some alternative embodiments, the stiffness of the first connector 313 and the stiffness of the second connector 320 are both less than the stiffness of the wall panel body 300.

[0068] The first connector 313 and the second connector 320 have relatively low stiffness. During vibration, they absorb stress through their own deformation, reducing the stress transmitted to the wall panel body 300 and lowering the risk of deformation of the wall panel body 300 and the connector 312b. At the same time, this design avoids the connector 312b from forming a rigid confrontation with the wall panel body 300 due to excessive stiffness, further mitigating the deformation problem.

[0069] Because the first connector 313 and the second connector 320 have relatively low stiffness, they absorb stress through their own deformation during vibration, reducing the stress transmitted to the wall panel body 300 and improving the deformation of the wall panel body 300 and the connecting part 312b. At the same time, the first connector 313 and the second connector 320 can reduce the rigidity of the connecting part 312b from forming a rigid resistance with the wall panel body 300 due to excessive stiffness, further alleviating the deformation problem.

[0070] For example, the materials of the first connector 313 and the second connector 320 can be metal or composite materials that are more flexible than the wall panel body 300; or their rigidity can be reduced by setting hollow, bent or other structures.

[0071] In some alternative embodiments, please refer to Figures 2 to 6 The frame member 311 includes a first window sill member 314 and a second window sill member 315 arranged around the edge of the window 200. Both the first window sill member 314 and the second window sill member 315 extend along the thickness direction of the window 200. The first window sill member 314 and the second window sill member 315 are spaced apart, and the first window sill member 314 is located inside the second window sill member 315. A rubber member 316 is provided at one end of the second window sill member 315 near the window 200, and the rubber member 316 abuts against the window frame 220.

[0072] The first window sill 314 is used to cover the profile of the edge of the window 200 and the second window sill 315. As a visible panel part inside the carriage, it helps to provide passengers with a clean and harmonious visual experience. It is understood that there is a gap between the first window sill 314 and the window 200. This gap avoids direct contact between the first window sill 314 and the window 200, and prevents wear or noise caused by contact and collision when the vehicle vibrates during operation.

[0073] The second window sill 315 provides an installation base for the rubber component 316 and a support frame for the window 200. The rubber component 316 abuts against the window 200, ensuring a precise fit between the window 200 and the second window sill 315, which helps maintain the stability of the window 200 during vehicle operation. The rubber component 316 has good elasticity and sealing properties, forming an elastic connection between the second window sill 315 and the window frame 220. On one hand, this elastic connection buffers the transmission of vibrations between the two; on the other hand, its abutting state fills the gap between the second window sill 315 and the window frame 220, enhancing the stability of their connection.

[0074] In this embodiment, the elastic buffering of the rubber part 316 on the second window edge 315 further disperses the stress generated by vibration, reduces the fatigue deformation of each component due to long-term stress, extends the service life of the side wall panel structure, and improves the stability and durability of the overall structure.

[0075] In some alternative embodiments, please refer to Figure 6 and Figure 7 The frame assembly 310 also includes a window sill cover 317, which is fastened to the mounting base 312. The bottom of the window sill cover 317 is provided with a first snap-fit ​​portion 317a, and the wall panel body 300 includes a second snap-fit ​​portion 301 located at the bottom of the window sill cover 317. The first snap-fit ​​portion 317a and the second snap-fit ​​portion 301 are engaged in a snap-fit ​​relationship.

[0076] The window sill cover 317 covers the outside of the mounting base 312, forming a protective and decorative barrier. It can shield and protect the mounting base 312 and nearby components such as the first connector 313 and fasteners, preventing these components from being directly exposed to the external environment, making the exposed part of the side wall structure neater and more aesthetically pleasing, and improving the visual effect of the interior of the carriage.

[0077] The window sill cover 317 and the wall panel body 300 are engaged by the first snap-fit ​​part 317a and the second snap-fit ​​part 301, making the connection between the window sill cover 317 and the wall panel body 300 more secure. When the vehicle is running and vibration occurs, it can effectively prevent the window sill cover 317 from shifting or shaking, ensuring the positional stability of the window sill cover 317, thereby enhancing the overall stability and reliability of the entire side wall panel structure.

[0078] For example, the top surface of the mounting base 312 is bonded to the window sill cover 317 with adhesive, which helps to simplify the installation process.

[0079] In some alternative embodiments, please refer to Figure 5The second connector 320 includes a first insertion groove 321, which extends along the width of the vehicle body 100, and the bottom end of the wall panel body 300 is inserted into the first insertion groove 321.

[0080] The bottom end of the wall panel body 300 is connected to the second connector 320 through the aforementioned plug-in engagement. The first plug-in groove 321 extends along the width direction of the vehicle body 100, providing support and limiting for the bottom end of the wall panel body 300 in that direction, thereby fixing the position of the wall panel body 300 in the width direction of the vehicle body 100.

[0081] Meanwhile, the plug-in method creates a semi-rigid connection between the bottom end of the wall panel body 300 and the second connector 320. Through the buffering and stress dispersion effect of the first plug groove 321, the stress concentration at the connection part 312b between the bottom end of the wall panel body 300 and the second connector 320 is reduced, the probability of deformation in this part is reduced, the overall deformation resistance of the side wall panel structure is enhanced, and the safety of the vehicle body 100 is further guaranteed.

[0082] For example, in some embodiments, the lower end of the second connector 320 is further provided with a second insertion groove 322, the groove opening of the second insertion groove 322 is disposed downward, and the second insertion groove 322 can be used to fix the floor cloth, thereby facilitating the installation of the floor cloth.

[0083] In some alternative embodiments, please refer to Figures 8 to 9 The mounting base 312 includes a protruding edge 312a and a plurality of connecting parts 312b. The protruding edge 312a extends along the width direction of the window 200 and protrudes towards the side of the window body 210. A rubber part 316 is provided on the side of the protruding edge 312a near the window body 210. The plurality of connecting parts 312b are arranged at intervals along the width direction of the window 200 and are connected to the wall panel body 300.

[0084] The protruding structure of the flange 312a provides a mounting base for the rubber component 316, allowing the flange 312a to serve the same function as the second window sill component 315. The rubber component 316 on the flange 312a abuts against the window body 210, effectively sealing the gap between the flange 312a and the window body 210, preventing dust and moisture from entering the passenger compartment and reducing cleaning and maintenance difficulties. Simultaneously, the elastic cushioning effect of the rubber component 316 reduces collision noise caused by vibration between the flange 312a and the window body 210, further optimizing the passenger compartment environment.

[0085] In this embodiment, the mounting base 312 is fixed to the wall panel body 300 by the spaced connecting parts 312b, so that the force on the mounting base 312 in the width direction of the window 200 can be distributed to the wall panel body 300 through multiple connecting points, avoiding excessive force on a single connecting point and ensuring the stability of the connection between the mounting base 312 and the wall panel body 300.

[0086] In rail passenger cars, the temperature of the carriage is one of the factors affecting passenger comfort. To meet the installation requirements of electric heaters, openings need to be added to the bottom of the side wall panels. However, after the electric heaters are installed, there are gaps between them and the wall panels. Over time, this not only causes the side wall panels near the heaters to discolor due to heat, affecting the vehicle's appearance, but also makes it easy for dust to accumulate in the gaps, making cleaning and maintenance difficult.

[0087] In some alternative embodiments, please refer to Figures 10 to 12 The side wall panel structure also includes an air duct assembly 400, which includes an air duct. The air duct is located on the wall panel body 300 and extends along the height direction of the wall panel body 300. An air inlet 401 is provided at the top of the air duct and an air outlet 402 is provided at the bottom of the air duct.

[0088] The train's heating or cooling system can enter the air duct through the air inlet 401, thereby achieving air circulation within the carriage. For example, when the temperature inside the carriage is high, the hot air at the top of the carriage will naturally rise. At this time, cold air introduced from the outside or treated low-temperature air from inside the carriage can enter through the air inlet 401 at the top of the air duct, flow downwards along the air duct, and be discharged from the air outlet 402 at the bottom to the lower part of the carriage, mixing with the hot air inside the carriage and lowering the temperature inside the carriage. When the carriage needs to be heated, if there is a heating supply at the top of the carriage, hot air can enter the air duct through the air inlet 401, gradually dissipating to various areas of the carriage during the flow process, and being discharged from the air outlet 402 to replenish the lower part of the carriage, making the temperature inside the carriage more uniform. Since this air duct assembly 400 can achieve effective air circulation and temperature regulation, there is no need to install an electric heater in this embodiment.

[0089] Since there is no need to install electric heaters in this embodiment, the discoloration of the side wall panel electric heater installation area due to heat is avoided. At the same time, the air duct reduces the gap between the electric heater and the side wall panel, reduces the area of ​​dust accumulation, reduces the difficulty and frequency of cleaning and maintenance, and saves manpower and time costs.

[0090] In some alternative embodiments, please refer to Figures 10 to 11 The black arrows in the diagram indicate the direction of airflow. The air duct assembly 400 includes a first air duct component 410 and a second air duct component 420. The first air duct component 410 is located on the horizontal side of the frame component 311 and extends along the height direction of the wall panel body 300. The first air duct component 410 has a first air duct 411 inside, and the top of the first air duct 411 has an air inlet 401.

[0091] Please see Figure 10 and Figure 13The first air duct component 410 is installed on the horizontal side of the frame component 311, that is, it is set along one side of the frame component 311 in the horizontal direction, and it extends along the height direction of the wall panel body 300, such as from the top of the wall panel body 300 to the top of the wall panel body 300. The first air duct component 410 forms a relatively enclosed space, which is the first air duct 411. Outside air or air in the carriage that has undergone heat exchange can enter the first air duct 411 through the air inlet 401. Specifically, the first air duct component 410 plays a guiding role, enabling the air entering the air inlet 401 to flow stably in the first air duct 411 along the height direction of the wall panel body 300, thereby providing a channel for the longitudinal delivery of air.

[0092] Please see Figure 10 and Figure 14 The second air duct component 420 is located on the lower side of the frame component 311 and extends along the width direction of the wall panel body 300. The second air duct component 420 is provided with a second air duct 421, and the bottom end of the second air duct 421 is provided with an air outlet 402. The first air duct 411 and the second air duct 421 are connected to form the above-mentioned air duct.

[0093] The bottom end of the second air duct 421 is provided with an air outlet 402, through which air can be discharged into the carriage. Simultaneously, the first air duct 411 and the second air duct 421 are interconnected, allowing air in the first air duct 411 to flow smoothly into the second air duct 421. When conveying hot or cold air, the air conveyed from the first air duct 411 is distributed within the second air duct 421 along the width of the wall panel body 300 using the guiding function of the second air duct component 420, and then evenly discharged through the air outlet 402, achieving lateral air diffusion.

[0094] In this embodiment, the first air duct 411 transports air along the height direction, and the second air duct 421 distributes air along the width direction. The two are connected to form a flow path for longitudinal transport and lateral diffusion. In the wide-body carriage of a large rail passenger car, air can enter the first air duct 411 from the air inlet 401 at the top of the side wall panel, flow along the height direction to the lower side of the frame member 311, enter the second air duct 421, and then diffuse along the width direction. After being discharged from the air outlet 402, it can cover a wider area, which is beneficial to improving temperature regulation efficiency.

[0095] The first air duct component 410 is located on the horizontal side of the frame component 311, and the second air duct component 420 is located on the lower side of the frame component 311. This layout makes full use of the space around the frame component 311, allowing the air duct structure to be more tightly integrated with the vehicle body 100, frame component 311, and other components. Compared with the air ducts that are independently set in the middle of the wall panel body 300, it does not take up too much extra space inside the carriage and also avoids installation conflicts between the air ducts and other components.

[0096] Meanwhile, since the first air duct 411 and the second air duct 421 are jointly defined by the air duct component and the wall panel body 300, and are set with the frame component 311, the air duct, the frame component 311, and the wall panel body 300 form a whole. When the vehicle vibrates during operation, the connection between the air duct component and related components is more stable, reducing the possibility of collision and interference with other components due to the independent setting of the air duct.

[0097] For example, the second air duct 421 has an inlet at its horizontal end, and the first air duct 411 has an outlet corresponding to the inlet, thereby connecting the first air duct 411 and the second air duct 421. The first air duct component 410 and the second air duct component 420 can be formed by plate-shaped structural components enclosing each other to form the first air duct 411 and the second air duct 421, or they can be enclosed together with the wall panel body 300 to form the first air duct 411 and the second air duct 421.

[0098] In some embodiments, please refer to Figure 5 The bottom end of the second air duct 421 is inserted into the first insertion groove 321. That is, the bottom end of the wall panel body 300 and the bottom end of the second air duct component 420 are set in the first insertion groove 321. The bottom end of the wall panel body 300 and the bottom end of the second air duct component 420 surround each other to form an air outlet 402. The air outlet 402 extends along the length direction of the first insertion groove 321. The bottom of the first insertion groove 321 is provided with ventilation holes along its length direction. The air outlet 402 is connected to the ventilation holes, so that the airflow of the second air duct 421 can be discharged from the ventilation holes.

[0099] In some embodiments, please refer to Figure 7 The top end of the second air duct component 420 is connected to the mounting base 312. Specifically, the connecting part 312b of the mounting base 312 is provided with a snap-fit ​​groove 312c facing the top end of the second air duct component 420. The snap-fit ​​groove 312c snaps and fixes the top edge of the top end of the second air duct component 420.

[0100] A snap-fit ​​groove 312c is provided on the side of the connecting part 312b of the mounting base 312 facing the top of the second air duct component 420. The snap-fit ​​groove 312c is a groove structure on the connecting part 312b, and its shape and size are adapted to the top edge of the top of the second air duct component 420. The top edge of the second air duct component 420 is an edge structure extending along the width direction of the air duct component, which can be horizontally flanged or raised, and can be embedded in the snap-fit ​​groove 312c to form a tight snap-fit ​​fit. In this embodiment, the snap-fit ​​groove 312c and the top edge are fitted together to achieve quick fixation of the top of the second air duct component 420 to the connecting part 312b of the mounting base 312. The snap-fit ​​groove 312c provides lateral and longitudinal limiting for the top edge. Laterally, it restricts the displacement of the second air duct component 420 in the width direction, and longitudinally, the groove wall supports the top edge to prevent the second air duct component 420 from falling off under gravity or vibration. Meanwhile, the snap-fit ​​structure requires no additional fasteners, utilizing the material's own structure to achieve a tight connection, balancing connection strength and assembly flexibility.

[0101] Therefore, the snap-fit ​​groove 312c reduces the assembly time of the side wall panel structure and helps to improve the installation efficiency of the side wall panel.

[0102] In some alternative embodiments, please refer to Figure 13 The air duct assembly 400 also includes an isolation member 430, which is disposed between the second air duct member 420 and the wall panel body 300, and separates the second air duct 421 into a first ventilation duct 431 and a second ventilation duct 432.

[0103] The bottom of the frame piece 311 is provided with a third ventilation duct, which is connected to the first ventilation duct 431 so that the airflow of the first ventilation duct 411 flows to the window 200; the second ventilation duct 432 is connected to the air outlet 402.

[0104] The isolator 430 can be a partition connected to both the second air duct component 420 and the wall panel body 300, arranged along the extension direction of the second air duct 421, thus dividing the second air duct 421 into independent first ventilation duct 431 and second ventilation duct 432. Through the separating effect of the isolator 430, the airflow entering the second air duct 421 can flow along different paths. The first ventilation duct 431 is used to guide part of the airflow to the window 200 area, while the second ventilation duct 432 is responsible for delivering another part of the airflow to the air outlet 402, achieving airflow diversion control and allowing the airflow to reach different required locations more effectively. The third ventilation duct receives the airflow delivered from the first ventilation duct 431 and guides the airflow to the window 200 through its own channel structure. In this way, the airflow from the first air duct 411, after entering the second air duct 421, can be blown towards the window 200 through the conduction of the first ventilation duct 431 and the third ventilation duct.

[0105] Airflow through the third ventilation duct to the windows 200 effectively reduces condensation around the windows, especially in cases of significant temperature differences, maintaining clear visibility of the windows and facilitating passenger views. Simultaneously, the airflow also promotes a more even temperature distribution around the windows, preventing localized hot or cold conditions and further enhancing passenger comfort.

[0106] Therefore, this embodiment, through the isolation element 430 and the third ventilation duct, makes the function of the air duct assembly 400 more diversified, enabling it to adapt to the airflow distribution needs in different scenarios. It can meet the ventilation needs near the window 200 and the air circulation function in the lower part of the vehicle compartment, thereby enhancing the adaptability of the side wall panel structure.

[0107] For example, the isolation member 430 is rhomboid in shape and is disposed between the second air duct member 420 and the wall panel body 300. Its four sides are adapted to and connected to the second air duct member 420, the wall panel body 300, or the inner wall of the air duct, and are arranged along the extension direction of the second air duct 421. The two diagonals of this rhomboid structure are distributed along the height and width directions of the second air duct 421, respectively, separating the second air duct 421 into the first ventilation duct 431 and the second ventilation duct 432.

[0108] The rhomboid structure guides airflow more smoothly to the first ventilation duct 431 and the second ventilation duct 432, avoiding the formation of vortices at the edge of the separator 430 and ensuring stable airflow within the two ducts. Simultaneously, the rhomboid structure itself possesses good structural strength, is not easily deformed when subjected to airflow pressure and vehicle vibration, and can maintain effective separation of the two ducts for a long period.

[0109] In some alternative embodiments, please refer to Figure 15 The side wall panel structure also includes a roller blind assembly, which includes a roller blind element 510 and a roller blind cover 520.

[0110] The roller shutter component 510 is installed on the wall panel body 300, and the roller shutter component 510 is located on the upper side of the window 200.

[0111] The roller shutter cover plate 520 is connected to the wall panel body 300, and the roller shutter cover plate 520 and the wall panel body 300 limit the installation space of the roller shutter component 510.

[0112] The roller blind 510 is mounted on the wall panel body 300 and positioned above the window 200. It typically consists of a rollable curtain, a roller, and a drive mechanism. The drive mechanism includes springs, a motor, etc. The motor drives the roller to rotate.

[0113] The roller shutter cover 520 provides a protective shell for the roller shutter assembly 510, enclosing it within the installation space to prevent direct exposure of the roller shutter assembly 510 inside the vehicle compartment. It also serves to limit the movement of the roller shutter assembly 510 due to vibration during vehicle operation. Both ends of the roller shaft are connected and fixed to the wall panel body 300 via brackets. The curtain fabric is wound around the roller shaft, and its unfolding and retraction are achieved through the action of a drive component. The roller shutter cover 520 can be fixed to the wall panel body 300 via clips, fasteners, etc., and its shape and size are adapted to the retracted state of the roller shutter assembly 510.

[0114] The connection between the roller shutter cover plate 520 and the wall panel body 300 is simple, facilitating the installation and subsequent maintenance of the roller shutter component 510. When it is necessary to inspect or replace the roller shutter component 510, it can be operated simply by removing the roller shutter cover plate 520, which improves the convenience of maintenance.

[0115] On the other hand, this application also provides a high-speed train, including the side wall panel structure of any of the above embodiments. It is understood that the high-speed train in this embodiment has the beneficial effects of the side wall panels in any of the above embodiments, and therefore will not be described in detail here. Therefore, by adopting the above-mentioned side wall panel structure, this high-speed train can fully utilize the advantages of this side wall panel structure in improving operational safety, passenger comfort, and structural stability, thereby improving the overall performance of the high-speed train.

[0116] Other embodiments of this application will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of this application that follow the general principles of this application and include common knowledge or customary techniques in the art not disclosed herein. The specification and examples are to be considered exemplary only, and the true scope and spirit of this application are indicated by the following claims.

[0117] It should be understood that this application is not limited to the precise structure described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this application is limited only by the appended claims.

Claims

1. A sidewall panel structure, characterized in that, include: The vehicle body (100) includes a crossbeam and a longitudinal beam, the crossbeam being connected to the longitudinal beam, and the vehicle body (100) having a window portion; A vehicle window (200) includes a window body (210) and a window frame (220), wherein the window body (210) is installed inside the window frame (220) and the window frame (220) is installed at the window opening. A wall panel body (300) is provided on the side of the vehicle window (200) away from the vehicle body (100). The wall panel body (300) is connected to the vehicle body (100). The wall panel body (300) includes a frame assembly (310). The frame assembly (310) includes a frame piece (311), a mounting base (312), and a first connector (313). The frame piece (311) is provided on the edge of the vehicle window (200). The mounting base (312) is provided at the bottom of the frame piece (311). The first connector (313) is provided between the window frame (220) and the frame piece (311). One end of the first connector (313) is connected to the window frame (220) by a first fastener, and the other end is connected to the mounting base (312) by a second fastener. The wall panel body (300) also includes a second connector (320), which is located at the bottom end of the wall panel body (300). The second connector (320) is connected to the vehicle body (100) via a third fastener, and the bottom end of the wall panel body (300) is connected to the second connector (320).

2. The side wall panel structure according to claim 1, characterized in that: The frame member (311) includes a first window sill member (314) and a second window sill member (315) arranged around the edge of the window (200). The first window sill member (314) and the second window sill member (315) both extend along the thickness direction of the window (200). The first window sill member (314) and the second window sill member (315) are spaced apart, and the first window sill member (314) is located inside the second window sill member (315). The second window sill member (315) has a rubber member (316) at one end near the window (200), and the rubber member (316) abuts against the window frame (220).

3. The side wall panel structure according to claim 2, characterized in that: The frame assembly (310) also includes a window sill cover (317), which is fastened to the mounting base (312); The bottom of the window sill cover (317) is provided with a first snap-fit ​​part (317a), and the wall panel body (300) includes a second snap-fit ​​part (301) located at the bottom of the window sill cover (317), and the first snap-fit ​​part (317a) and the second snap-fit ​​part (301) are snap-fitted together.

4. The side wall panel structure according to claim 2, characterized in that: The mounting base (312) includes: A raised edge (312a) is provided, which extends along the width direction of the window (200) and protrudes towards the window body (210). The rubber part (316) is provided on the side of the raised edge (312a) near the window body (210). Multiple connecting parts (312b) are arranged at intervals along the width direction of the window (200), and the connecting parts (312b) are connected to the wall panel body (300).

5. The side wall panel structure according to claim 1, characterized in that: The second connector (320) includes a first insertion groove (321) which extends along the width direction of the vehicle body (100), and the bottom end of the wall panel body (300) is inserted into the first insertion groove (321).

6. The sidewall panel structure according to any one of claims 1 to 5, characterized in that: It also includes a duct assembly (400), which includes a duct, which is disposed on the wall panel body (300) and extends along the height direction of the wall panel body (300). The top of the duct is provided with an air inlet (401) and the bottom of the duct is provided with an air outlet (402).

7. The side wall panel structure according to claim 6, characterized in that: The air duct assembly (400) includes: The first air duct component (410) is located on the horizontal side of the frame component (311) and extends along the height direction of the wall panel body (300). The first air duct component (410) is provided with a first air duct (411), and the air inlet (401) is provided at the top of the first air duct (411). The second air duct component (420) is located on the lower side of the frame component (311) and extends along the width direction of the wall panel body (300). The second air duct component (420) is provided with a second air duct (421), and the air outlet (402) is provided at the bottom end of the second air duct (421). The first air duct (411) and the second air duct (421) are connected to form the air duct.

8. The side wall panel structure according to claim 7, characterized in that: The air duct assembly (400) further includes a separator (430), which is disposed within the second air duct assembly (420) and separates the second air duct (421) into a first ventilation duct (431) and a second ventilation duct (432); The bottom end of the frame member (311) is provided with a third ventilation duct, which is connected to the first ventilation duct (431) so that the airflow of the first ventilation duct (411) flows to the window (200); the second ventilation duct (432) is connected to the air outlet (402).

9. The side wall panel structure according to claim 6, characterized in that: It also includes a roller blind assembly, the roller blind assembly comprising: A roller shutter (510) is installed on the wall panel body (300) and the roller shutter (510) is located on the upper side of the window (200); A roller shutter cover plate (520) is connected to the wall panel body (300), and the roller shutter cover plate (520) and the wall panel body (300) limit the installation space of the roller shutter component (510).

10. A high-speed train, characterized in that: Includes the sidewall panel structure as described in any one of claims 1 to 9.

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