Cab, car body assembly and rail vehicle

Abstract

The application discloses a driver's cab, a car body assembly and a railway vehicle, and belongs to the technical field of railway vehicles. The driver's cab comprises a head cover device, a first apron and a second apron which are separately arranged on both sides of the head cover device in the width direction. The head cover device comprises a cab outer cover, an air-tight wall assembly, a top assembly and a support corner column located between a front window and a side window. The cab outer cover, the air-tight wall assembly and the top assembly are all composite sandwich structures composed of an outer shell, an intermediate filling layer and an inner shell. The intermediate filling layer changes with the distance between the outer shell and the inner shell and fills the space therebetween. The car body assembly and the railway vehicle comprise the driver's cab. The beneficial effects are that the lightweight, high rigidity, sound and heat insulation and appearance forming are considered, the driving field of vision is expanded, the structural integration, connection reliability and assembly and maintenance convenience are improved.

Description

Technical Field

[0001] This invention relates to the field of rail vehicle technology, and more specifically, to a driver's cab. Furthermore, this invention also relates to a car body assembly including the aforementioned driver's cab, and a rail vehicle including the aforementioned car body assembly. Background Technology

[0002] Existing tram driver's cabs typically employ a structure where the driver's cab canopy, load-bearing frame, and interior trim are separate components, manufactured as independent parts and assembled using connectors. This structure involves a large number of parts and a long assembly chain, making it prone to cumulative dimensional errors between components and resulting in complex manufacturing and assembly processes. The load-bearing frame also occupies internal space within the driver's cab, especially when the frame between the front and side windows is large, potentially creating wide blind spots and affecting the driver's observation of the area in front of and to the sides of the vehicle. Furthermore, the existing driver's cab canopy primarily serves aesthetic and protective functions, with separate airtight walls, roof structure, and interior trim, making it difficult to integrate structural load-bearing capacity, airtight enclosure, sound and heat insulation, and interior styling, thus hindering the lightweighting of the driver's cab. Using a largely uniform structural thickness across different areas also makes it difficult to make targeted adjustments based on local curvature, load-bearing requirements, and internal space constraints.

[0003] In summary, how to provide a driver's cab that can guarantee structural strength, connection reliability, and appearance quality while achieving lightweight design, integrated interior and exterior components, and a wide field of vision is a problem that urgently needs to be solved by those skilled in the art. Summary of the Invention

[0004] In view of this, the purpose of the present invention is to provide a driver's cab that can ensure the structural strength, connection reliability and appearance quality of the driver's cab, while achieving lightweight, integrated interior and exterior decoration, wide field of vision, unobstructed wiring and convenient assembly and maintenance.

[0005] Another object of the present invention is to provide a car body assembly including the above-described driver's cab and a rail vehicle including the above-described car body assembly.

[0006] To achieve the above objectives, the present invention provides the following technical solution: A driver's cab includes a headgear assembly, a first skirt, and a second skirt, wherein the first skirt and the second skirt are respectively disposed on both sides of the headgear assembly along the width direction of the vehicle; The hood device includes a driver's outer hood, an airtight wall assembly located within the space enclosed by the driver's outer hood and at a lower position of the driver's outer hood, a top assembly located at the top of the driver's outer hood, and a supporting corner post located between the front window and the side window. The driver's outer shell, the airtight wall assembly, and the top assembly are all composite material sandwich structures. The composite material sandwich structure includes an outer shell, a middle filling layer, and an inner shell arranged sequentially from the outside to the inside. The thickness of the middle filling layer varies with the distance between the outer shell and the inner shell to completely fill the space between the outer shell and the inner shell.

[0007] Optionally, the hood assembly further includes an interior trim panel, the inner housing being a non-visible shaped surface that forms the basic profile of the driver's cab interior, and the interior trim panel being bonded to at least a portion of the inner housing surface facing the driver's cab interior.

[0008] Optionally, a recess is provided at the connection between the front end and the side of the driver's outer cover, and the supporting corner post is accommodated in the recess; a first continuous fiber layer is provided on the outside of the supporting corner post, which is continuously laid, spans the boundary area between the supporting corner post and the recess, and is cured.

[0009] Optionally, the hood device further includes a support corner post decorative panel, which is adhered to the inside of the driver's outer hood and covers the outside of the support corner post, and the support corner post decorative panel covers at least a portion of the first continuous fiber layer.

[0010] Optionally, both the top assembly and the airtight wall assembly are composite sandwich structures of equal thickness; And / or, both ends of the supporting corner column along its length are provided with reinforcing structures and connecting flanges.

[0011] Optionally, the driver's outer cover is provided with a bearing surface for supporting the top component, and the top component is provided with an overlapping surface for engaging with the bearing surface and a limiting step for limiting the overlap size between the overlapping surface and the bearing surface; The bearing surface is bonded to the overlapping surface, and a second continuous fiber layer is provided at the joint between the driver's outer cover and the top component. The second continuous fiber layer is used to connect the top component and the driver's outer cover.

[0012] Optionally, the inner side of the inner housing is provided with a plurality of device mounting interfaces, at least one of the device mounting interfaces including a support base plate and a groove disposed on the support base plate; The carrier substrate is bonded to the inner housing with structural adhesive, and the carrier substrate is provided with mounting holes for the connector to pass through.

[0013] Optionally, it also includes a wiring assembly, which includes a conduit disposed inside the composite sandwich structure and integrally formed with the composite sandwich structure, an in-column wiring channel formed inside the supporting corner post, and a cable passage opening opened in the conduit wall of the supporting corner post. The cable routing conduit includes a side cable routing conduit extending upward along the side of the inner housing and a top cable routing conduit extending along the width direction of the top assembly. The side cable routing conduit and the top cable routing conduit are connected, and the two ends of the top cable routing conduit are respectively connected to the internal cable routing channels of the two supporting corner columns through the corresponding cable passage ports.

[0014] Optionally, the wiring path within the wiring assembly includes wiring for the high-mounted brake light, inspection light, panoramic camera, smoke detector, radio speaker, control panel, and pyrotechnics main unit, all extending along the length of the driver's cab.

[0015] Optionally, the headgear device is provided with an adhesive connection part and a mechanical connection part for connecting to the vehicle body; The adhesive connection includes a bent edge that bends toward the vehicle body at the edge of the outer housing, and the bent edge extends along the thickness direction of the composite sandwich structure. The mechanical connection includes multiple concealed connection points distributed at the front, rear and top of the headgear device.

[0016] Optionally, both the first skirt and the second skirt are detachably connected to the lower side of the headgear device. Both the first skirt and the second skirt are detachably connected to the headgear device and the vehicle chassis. Both the first skirt and the second skirt are used to cover the load-bearing structure of the vehicle chassis, the connection seam between the headgear device and the vehicle body, and the empty area between the vehicle body and the track.

[0017] Optionally, the headgear device is provided with a limiting slot, and both the first skirt and the second skirt are provided with a locking part for engaging with the limiting slot. The locking part is inserted into the slot, and the locking part is movable relative to the slot along both the length and height directions of the vehicle. The limiting slot is provided with an elastic limiting part, which can elastically deform along the width direction of the vehicle to adjust the installation position of the first skirt and the second skirt relative to the headgear device in the width direction of the vehicle.

[0018] Optionally, it also includes an inspection cover located at the front end of the headgear and which can be opened or closed, a telescopic support mechanism for supporting the inspection cover to the open position, and a rotating connection mechanism for rotatably connecting the inspection cover to the headgear. The front end of the head cover device is provided with a recessed overlapping surface for cooperating with the inspection cover plate. The inspection cover plate is provided with an overlapping stagger for cooperating with at least part of the recessed overlapping surface. The recessed overlapping surface is provided with a sealing element. When the inspection cover plate is in the closed position, the sealing element is squeezed and together with the head cover device, they form a waterproof chamber.

[0019] Optionally, the waterproof cavity formed by the inspection cover and the headgear device is provided with at least two of the following: a windshield wiper, a water tank, a sand injection device, a headlight, a decorative light, and an anti-climb device.

[0020] Optionally, it also includes an opening and closing mechanism located at the front end of the headgear device, which can be switched to a shielding position or a rescue position; When the opening and closing mechanism is in the shielding position, the opening and closing mechanism covers the front coupler of the vehicle and is continuous with the outer contour of the hood device to protect the front coupler of the vehicle. When the opening and closing mechanism is in the rescue position, the opening and closing mechanism avoids the front hook of the vehicle so that the front hook of the vehicle can be connected to the external rescue vehicle.

[0021] A vehicle body assembly includes a vehicle body, a vehicle body underframe, and a driver's cab as described in any of the preceding claims; The hood device is connected to the end of the vehicle body, and the first skirt and the second skirt are detachably connected to the hood device and the vehicle body frame, respectively; a composite connection interface is formed between the hood device and the vehicle body, and the composite connection interface includes an adhesive area for transmitting distributed load and achieving sealing, as well as a mechanical connection area for preventing the hood device from detaching from the vehicle body.

[0022] Optionally, the bonding area includes a bent edge, and the outer shell of the driver's outer cover is provided with the bent edge that bends toward the vehicle body, and the bent edge is bonded to the corresponding surface of the vehicle body.

[0023] Optionally, the mechanical connection area includes multiple mechanical connection points located at the front end, rear end, and top end of the headgear device, with at least some of the mechanical connection points located in the non-visual space enclosed by the vehicle's electrical cabinet or the driver's cab control panel.

[0024] Optionally, the top end of the supporting corner post is connected to the roof of the vehicle body via a connecting beam, and the bottom end of the supporting corner post is connected to the vehicle body chassis.

[0025] A rail vehicle includes a power supply device, a front-end electrical device, and a vehicle body assembly as described in any of the preceding claims, wherein the power supply device is located at the top of the vehicle body and the front-end electrical device is located at the end of the vehicle body.

[0026] Optionally, the rail vehicle is provided with a driver's cab as described above at both ends along its length.

[0027] Optionally, it also includes a wiring assembly. The front-end electrical equipment includes a display device located at the front of the driver's cab exterior and rearview cameras located on both sides of the driver's cab. The wiring assembly forms branch channels at the positions corresponding to the top assembly or the supporting corner posts, with each branch channel facing the display device and the rearview camera respectively.

[0028] Optionally, the rail vehicle is a low-floor tram, and the first skirt and the second skirt respectively cover the underframe structure of the car body on the corresponding side and the empty area between the car body and the track.

[0029] The driver's cab provided by the present invention includes a headlight assembly, a first skirt panel, and a second skirt panel, which are respectively disposed on both sides of the headlight assembly along the width direction of the vehicle. The headlight assembly includes a driver's outer cover, an airtight wall assembly located within the space enclosed by the driver's outer cover and at a lower position of the driver's outer cover, a top assembly located at the top of the driver's outer cover, and a supporting corner post located between the front window and the side window. The driver's outer cover, the airtight wall assembly, and the top assembly are all composite material sandwich structures. The composite material sandwich structure includes an outer shell, a middle filling layer, and an inner shell arranged sequentially from the outside to the inside. The thickness of the middle filling layer varies with the distance between the outer shell and the inner shell to completely fill the space between the outer shell and the inner shell.

[0030] Before this solution is put into use, the driver's outer canopy, airtight wall assembly, and top assembly are each fabricated as a composite sandwich structure. The outer shell forms the streamlined outline of the vehicle's front end, while the inner shell forms the basic spatial outline of the driver's cab. An intermediate filling layer is configured according to the actual distance between the two shells, allowing the filling layer to change thickness with local spatial variations and continuously fill the sandwich. The airtight wall assembly is then positioned in the lower part of the space enclosed by the driver's outer canopy. The top assembly is then fitted to the top area of ​​the driver's outer canopy, and supporting corner posts are placed between the front and side windows, thus forming a headliner device with external protection, internal enclosure, top support, and window support functions. Finally, the first and second skirts are arranged on both sides of the headliner device along the vehicle's width direction, providing continuous shielding to the lower areas on both sides, and completing the assembly of the driver's cab module with the vehicle's end. During vehicle operation, the driver's cab exterior shell withstands external forces such as wind, rain, snow, flying stones, and everyday collisions. Airtight wall components separate the driver's cab from adjacent vehicle spaces, while the roof components provide enclosure and related loads for the top area. Support columns transfer structural loads between the front and side windows and maintain window area stability. The intermediate filling layer continuously supports the inner and outer shells in areas of varying thickness, suppressing local buckling and vibration while also blocking noise and heat transfer. The inner shell maintains the required contours of the driver's cab interior, avoiding the need for a separate, large-volume independent frame and a complete interior substrate. The first and second skirts shield the lower sides of the driver's cab during operation, ensuring that the hood assembly, the mezzanine structure, and the lower side exterior together form a continuous driver's cab structure.

[0031] This solution unifies the driver's cab exterior shell, airtight wall assembly, and top assembly into a composite sandwich structure. This structure leverages the synergistic force distribution between the outer shell, the intermediate filling layer, and the inner shell to achieve high bending stiffness and overall stability with a smaller mass. It also reduces the number of parts, space occupation, and cumulative assembly errors associated with traditional layered structures like headliners, metal frames, and independent interior components. The intermediate filling layer varies in thickness according to the spacing between the inner and outer shells and is fully filled, providing matching support in areas with varying curvature, load-bearing requirements, and internal spaces. Larger spacing areas enhance local stiffness, while smaller spacing areas help control weight, thus improving the balance between strength, stiffness, and mass. Continuous filling also reduces the risk of sandwich cavities, voids, and localized debonding, while improving sound insulation, heat insulation, and vibration damping performance. The airtight wall assembly is located in the lower part of the space enclosed by the exterior shell, and the top assembly is located at the top of the exterior shell, clearly defining the main enclosure relationship, facilitating modular manufacturing and final assembly, and contributing to the stability of the driver's cab's internal space and airtight boundary. The supporting corner pillars are positioned between the front and side windows, which can bear the load of the window area while reducing the visual obstruction caused by the traditional wide frame, thus expanding the driver's continuous observation range in front of and to the sides of the vehicle. The first and second skirts are located on both sides of the hood assembly, making the lower protection and exterior coverage of the driver's cab independent functional areas, facilitating the assembly, maintenance, or replacement of the left and right side structures. Therefore, this solution achieves a comprehensive improvement in terms of lightweighting, structural reliability, occupant environment, driving visibility, appearance integrity, manufacturing consistency, and life-cycle maintenance convenience. Attached Figure Description

[0032] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0033] Figure 1 This is a front view of the driver's cab provided by the present invention.

[0034] Figure 2 This is a side view of the driver's cab provided for the present invention.

[0035] Figure 3 This is a schematic diagram of the axonal structure of the driver's cab provided by the present invention.

[0036] Figure 4 for Figure 3 A magnified view of part A in the middle.

[0037] Figure 5 This is a structural diagram of a specific embodiment of the installation interface.

[0038] Figure 6 This is a schematic diagram of the headgear device for the driver's cab provided by the present invention.

[0039] Figure 7 This is a cross-sectional schematic diagram of the driver's exterior canopy and top assembly.

[0040] Figure 8 A cross-sectional view of the location where the corner post is installed.

[0041] Figure 9 This is a schematic diagram of the structure supporting the corner column.

[0042] Figure 10 This is a schematic diagram of the structure of the first skirt panel.

[0043] Figure 11 This is a cross-sectional view of the installation location of the first skirt panel.

[0044] Figure 12 This is a structural diagram of the adhesive connection and the mechanical connection.

[0045] Figure 13 This is a cross-sectional schematic diagram of the limiting slot and the locking part.

[0046] Figure 14 This is a structural diagram of the limiting slot and the locking part.

[0047] Figure 15 A frontal view diagram for inspecting the cover plate.

[0048] Figure 16 A schematic diagram of the axial structure of the cover plate for inspection.

[0049] Figure 17 A schematic diagram for inspecting the overlap between the cover plate and the headgear.

[0050] Figure 18 A schematic diagram showing the structure when the cover is in the open position.

[0051] Figure 19 A side view diagram of the wiring layout inside the driver's cab.

[0052] Figure 20 A bottom-view diagram showing the wiring layout inside the driver's cab.

[0053] Figure 21 A top-down view of the wiring layout inside the driver's cab.

[0054] Figure 1-21 middle: 1. Headgear device; 11 Driver's Exterior Cover, 111 Recess, 112 First Continuous Fiber Layer, 113 Bearing Surface, 114 Limiting Slot, 115 Elastic Limiting Part, 12 Airtight Wall Assembly, 13 Top Assembly, 131 Overlapping Surface, 132 Limiting Step, 14 Supporting Corner Post, 141 Supporting Corner Post Decorative Panel, 142 Reinforcing Structure, 143 Connecting Flange, 144 Cable Access Port, 145 Metal A-Post, 15 Composite Material Sandwich Structure, 151 Outer Shell, 152 Intermediate Filling Layer, 153 Inner Shell, 16 Interior Decorative Panel, 17 Mounting Interface, 171 Bearing Base Plate 172 Slide groove, 173 Mounting hole, 174 Adhesive surface, 18 Conduit, 181 Conduit opening, 19 High-mounted brake light wiring, 110 Inspection light wiring, 120 Panoramic camera wiring, 130 Smoke detector wiring, 140 Radio speaker wiring, 150 Control panel wiring, 160 Pyrotechnics main unit wiring, 170 Electrical cabinet wiring, 180 Destination display wiring, 190 Wiring inside top conduit, 101 Connecting beam, 102 First bolt connection point, 103 Skirt assembly restricted area, 104 Side window recess, 105 Front window recess, 106 Adhesive seam, 107 Base frame edge; 2. First skirt board; 21 Adhesive connection part, 22 Mechanical connection part, 221 Second bolt connection point, 222 Slot mounting point, 23 Snap-fit ​​part; 3. Second skirt board; 4. Inspect the cover plate; 41 Telescopic support mechanism, 42 Rotary connection mechanism, 43 Rotary tongue lock, 44 Overlapping platform, 45 Mounting base, 46 Sealing element; 5. Opening and closing mechanism. Detailed Implementation

[0055] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0056] The core of this invention is to provide a driver's cab that can ensure structural strength, connection reliability, and appearance quality while achieving lightweight design, integrated interior and exterior components, a wide field of vision, unobstructed wiring, and convenient assembly and maintenance.

[0057] Another core aspect of the present invention is to provide a car body assembly including the aforementioned driver's cab and a rail vehicle including the aforementioned car body assembly.

[0058] In one specific embodiment, such as Figures 1 to 3 , Figure 6As shown, the driver's cab includes a hood assembly 1, a first skirt 2, and a second skirt 3. The first skirt 2 and the second skirt 3 are respectively located on both sides of the hood assembly 1 along the width direction of the vehicle. The hood assembly 1 constitutes the main enclosure structure of the front of the driver's cab. The first skirt 2 and the second skirt 3 extend along the lower left and right sides of the hood assembly 1 to form a basically symmetrical external outline of the front of the driver's cab in the width direction. The hood assembly 1 includes an outer cover 11 for the driver's cab, an airtight wall assembly 12, a top assembly 13, and supporting corner posts 14. The airtight wall assembly 12 is located in the lower part of the space enclosed by the outer cover 11 for separating the interior of the driver's cab from the lower front area of ​​the vehicle body. The top assembly 13 is located on top of the outer cover 11 for completing the upper enclosure outline. The supporting corner post 14 is located between the front window and the side window and serves as the support for the junction area. The driver's outer shell 11, the airtight wall assembly 12 and the top assembly 13 all constitute a composite sandwich structure 15. The composite sandwich structure 15 includes an outer shell 151, an intermediate filling layer 152 and an inner shell 153 from the outside to the inside. The outer shell 151 forms a streamlined surface facing the outside of the vehicle, and the inner shell 153 forms a basic outline facing the inside of the driver's cabin. The intermediate filling layer 152 can be a foam core layer and completely occupies the space between the two shells. Its local thickness varies continuously or in sections with the distance between the outer shell 151 and the inner shell 153, thereby adapting to different curvatures and spatial dimensions.

[0059] During manufacturing, the outer shell 151 and inner shell 153 corresponding to the driver's exterior cover 11, airtight wall assembly 12, and top assembly 13 are first formed separately. Then, the distance between the two shells is determined according to the curvature of each area, load-bearing requirements, and internal space. The intermediate filling layer 152 is then filled between the two shells and composite curing is completed, so that the intermediate filling layer 152, the outer shell 151, and the inner shell 153 jointly transfer the load. The large-area non-load-bearing curved surface of the driver's exterior cover 11 can maintain a small interlayer thickness to reduce material usage. The areas adjacent to the front window and side windows can be combined with the window frame perimeter. The edge needs to be set with a corresponding thickness. The airtight wall assembly 12 and the top assembly 13 respectively form the lower airtight boundary and the upper enclosure boundary. During final assembly, the airtight wall assembly 12 is arranged in the lower part of the driver's outer cover 11, the top assembly 13 is arranged in the top of the driver's outer cover 11, the supporting corner column 14 is arranged in the narrow area between the front window and the side window, and the first skirt 2 and the second skirt 3 are arranged in the lower left and right sides respectively, thus forming the driver's cab basic structure with the cooperation of the front outer cover, the top enclosure, the lower airtight partition, the window support and the lower shielding on both sides.

[0060] Through this application, since the headgear device 1 organizes the driver's outer cover 11, airtight wall assembly 12, top assembly 13, and supporting corner posts 14 into mutually cooperating modules, and allows the main enclosure components to share a composite material sandwich structure 15 formed by the outer shell 151, intermediate filling layer 152, and inner shell 153, the number of parts and assembly chains generated by manufacturing the headgear, load-bearing frame, and interior separately can be reduced, and the cumulative error of multiple components can be reduced; the intermediate filling layer 152 changes its thickness according to the distance between the two shells and fills completely, which can achieve the desired effect without destroying the external streamlined shape and the internal... Under the premise of the basic outline, the material distribution is adapted to the local space, taking into account weight reduction, sound insulation, heat insulation and structural reinforcement; the supporting corner columns 14 are concentrated between the front window and the side window, which can control the width of obstruction while maintaining the rigidity of the window area, and expand the driver's effective field of vision to the front and sides; the first skirt 2 and the second skirt 3 complete the lower shape of the two sides of the driver's cab, thereby solving the problems of the existing driver's cab components being scattered, the structure being bulky, the internal space being limited and the blind spot being wide, forming a driver's cab basic scheme that coordinates strength, appearance, space utilization and lightweight.

[0061] In one specific embodiment, such as Figure 7 As shown, the headliner device 1 also includes an interior trim panel 16. The inner shell 153 is a non-visible molded surface that forms the basic shape outline of the driver's cab interior. This molded surface does not need to be the final visible surface of the vehicle interior, and can retain the texture formed by the composite molding and the surface state that meets the bonding requirements. The interior trim panel 16 is bonded to at least a portion of the surface of the inner shell 153 facing the driver's cab interior, preferentially covering the area that the driver and passengers can directly observe, and can be set in sections according to the boundaries of the control panel, electrical cabinet, doors and windows and maintenance space. The area not covered by the interior trim panel 16 can be located in the equipment obstruction area or other non-visible area. The exposed surface of the interior trim panel 16 is molded according to the vehicle interior shape and decoration requirements, and its back side is adapted to the partial outline of the inner shell 153. A continuous or spaced adhesive layer is provided between the two to keep the interior trim panel 16 stably in the designed position, while avoiding the formation of exposed connectors on the visible surface of the vehicle interior.

[0062] During production, the outer shell 151 is formed into the visible curved surface of the vehicle exterior using a high-precision mold, while the inner shell 153 is shaped according to the boundaries of the driver's cab interior space and does not bear the final appearance requirements of the decorative surface. After the composite sandwich structure 15 is cured and its dimensions are checked, the areas of the inner shell 153 that need to be bonded are cleaned and surface-treated. Then, the prefabricated interior decorative panels 16 are positioned according to the boundaries of the front window, side windows, and internal equipment, so that the interior decorative panels 16 cover the rough-formed surface from inside the driver's cab and form a continuous, flat, visible inner surface. When the panels are set in sections, the splicing positions between each section of the interior decorative panels 16 can avoid the main observation area and reserve assembly and maintenance space for the control panel, electrical cabinet, or other equipment. During use, the composite sandwich structure 15 bears the main enclosure and load transfer, while the interior decorative panels 16 mainly bear the functions of interior styling, surface protection, and easy cleaning. When local decorative parts need maintenance, the corresponding sections can be treated without remanufacturing the driver's outer shell 11.

[0063] Through this application, since the inner shell 153 only needs to form the basic shape outline of the driver's cab and is not the final visible surface, and the interior trim panel 16 covers at least part of the inward-facing surface, the surface precision, polishing quality and complexity requirements of the large inner molding mold can be reduced, and the molding preparation cycle of the composite material body can be shortened. The interior trim panel 16 and the inner shell 153 are bonded together, which can avoid a large number of exposed fasteners from disrupting the visual continuity of the vehicle interior and reduce the local weakening caused by drilling to the composite material sandwich structure 15. The main load-bearing function and the decorative function are set separately, and the outer shell 151, the middle filling layer 152 and the inner shell 153 can be prioritized in the design of strength, lightweight and sound and heat insulation, and the interior trim panel 16 can be prioritized in the design of color, texture and maintenance requirements. Thus, while ensuring the aesthetics and flatness of the driver's cab interior, the mold development cost and processing difficulty can be reduced.

[0064] In one specific embodiment, such as Figure 8As shown, a recess 111 is formed at the connection between the front end and the side of the driver's exterior cover 11. The recess 111 extends along the length of the supporting corner post 14 and forms a semi-open receiving area. The supporting corner post 14 is placed in the recess 111, so that the supporting corner post 14 corresponds to the boundary position of the front window and the side window. The supporting corner post 14 can be a tubular metal component with a cross-sectional dimension adapted to the recess 111. A first continuous fiber layer 112 is provided on the outside. The first continuous fiber layer 112 spans the boundary area between the supporting corner post 14 and the recess 111 and extends continuously along the boundary area. After being laid and solidified... After the process, the outer surface of the supporting corner post 14 and the adjacent surface of the driver's exterior cover 11 are combined to form a whole; the first continuous fiber layer 112 can be composed of multiple layers of fiber-reinforced materials, and the coverage of each layer can be varied layer by layer to make the stiffness transition of the junction area smoother; under the condition of meeting the molding and design requirements, the intermediate filling layer 152 of the area adjacent to the supporting corner post 14 can be thicker than the area around the window frame, and the area around the window frame can be thicker than the non-load-bearing coverage area that only forms the appearance curve, so that the local thickness is adapted to the load-bearing level.

[0065] Specifically, in combination Figure 6 , Figure 8 , Figure 9 As shown, the supporting corner post 14 includes a metal A-post 145, which extends along the height of the driver's cab and is located between the front window and the side window. The driver's cab exterior cover 11 forms a front window recess 105 at the edge of the front window and a side window recess 104 at the edge of the side window. The front window recess 105 and the side window recess 104 provide positioning, load-bearing and sealing interfaces for the front window and the side window, respectively. The metal A-post 145 is located between the front window recess 105 and the side window recess 104 and is embedded in the recess 111 formed by the driver's cab exterior cover 11. The outer side of the metal A-post 145 is connected to the adjacent area of ​​the recess 111 via a first continuous fiber layer 112, thereby forming a mutually cooperating window support structure with the metal A-post 145, the front window recess 105, the side window recess 104 and the driver's cab exterior cover 11.

[0066] When assembling the metal A-pillar 145, the front window recess 105 and the side window recess 104 are used as the positioning references for window installation and the inter-window area. The metal A-pillar 145 is placed into the recess 111, and the position of the metal A-pillar 145 relative to the front window recess 105 and the side window recess 104 is adjusted so that the width of the front window opening, the side window opening, and the inter-window obstruction meets the design requirements. Then, fiber-reinforced material is continuously laid, so that the first continuous fiber layer 112 spans the junction of the metal A-pillar 145 and the driver's exterior cover 11 and is cured. When installing the front window and the side window, the window body cooperates with the front window recess 105 and the side window recess 104 respectively, so that while ensuring the window body positioning and sealing space, the metal A-pillar 145 bears the supporting load of the area between the front window and the side window.

[0067] During assembly, first check the contour of the recess 111 and the straightness of the support corner post 14. Place the prefabricated support corner post 14 into the recess 111 along its length and position it so that the support corner post 14 does not encroach on the effective openings of the front and side windows. Then, treat the surfaces adjacent to the recess 111 and the outer surfaces of the support corner post 14 to be suitable for composite connection. Continuously lay fiber-reinforced material in the junction area so that the fiber material crosses the outside of the support corner post 14 from one side of the driver's outer cover 11 and extends to the other side of the driver's outer cover 11. Remove air bubbles in the layup and complete curing to form the first continuous fiber layer 112. When the vehicle is running, the vibration, aerodynamic pressure and local impact borne by the area adjacent to the front and side windows can be transmitted through the driver's outer cover 11 to the first continuous fiber layer 112, and then dispersed by the first continuous fiber layer 112 to the support corner post 14. The support corner post 14 also restricts the deformation at the junction of the front and side surfaces, keeping the window area stable.

[0068] Through this application, since the recess 111 provides a space for the supporting corner post 14 to accommodate the contour of the driver's outer shell 11, and the first continuous fiber layer 112 spans the interface area between the two and is cured, the supporting corner post 14 can form an integral load-bearing structure with the composite material outer shell without relying on a large external frame. The continuous laying method can increase the connection area and reduce the stress concentration caused by point fastening, so that the load on the driver's outer shell 11 is smoothly transferred to the supporting corner post 14, improving the stiffness, strength and vibration resistance reliability of the interface area between the front window and the side window. The supporting corner post 14 embedded in the recess 111 can also control the outward convexity of the window structure, reduce the blind spot and expand the area of ​​the front window and the side window within the range allowed by safety performance. Thus, the problems of space occupation by traditional load-bearing frames, wide window supports and insufficient local connection reliability of composite material outer shell can be solved at the same time.

[0069] In one specific embodiment, such as Figure 8 As shown, the headliner assembly 1 also includes a support corner pillar decorative panel 141, which is bonded to the inside of the driver's outer cover 11 and extends along the length of the support corner pillar 14. The cross-section of the support corner pillar decorative panel 141 forms a covering profile that can accommodate the support corner pillar 14, and its edge connects with the adjacent area inside the driver's outer cover 11. The support corner pillar decorative panel 141 is located between the driver's inner viewing direction and the support corner pillar 14, covering the support corner pillar 14 and at least part of the first continuous lay-up fiber layer 112, so that the metal components, lay-up edges and cured connection areas are not directly exposed to the driver's inner interior. The support corner pillar decorative panel 141 can be coordinated with the adjacent interior trim surface to form a narrow and continuous interior trim frame between the front window and the side window, while retaining the necessary gaps that do not hinder the operation of the window body, sealing structure and other adjacent components.

[0070] After the first continuous fiber layer 112 has cured and passed appearance and connection quality inspection, the corresponding bonding area on the inside of the driver's exterior cover 11 is treated. The supporting corner pillar decorative panel 141 is aligned with the supporting corner pillar 14 from the inside of the vehicle, so that the outline of the decorative panel corresponds to the shape of the supporting corner pillar 14, and then fixed by adhesive. During the bonding process, the relative position of the supporting corner pillar decorative panel 141 with the edges of the front and side windows is controlled so that it covers at least part of the first continuous fiber layer 112 without obstructing the effective view or compressing the window sealing area. In use, the supporting corner pillar 14 continues to bear the inter-window support and load transfer, the first continuous fiber layer 112 maintains the composite connection, and the supporting corner pillar decorative panel 141 separates the occupants from the metal surface, fiber layer and connection boundary, and provides a continuous surface for cleaning, touching and interior styling. When it is necessary to inspect the supporting corner pillar area, the supporting corner pillar decorative panel 141 can be treated first, and then its internal structure can be inspected.

[0071] Through this application, since the support corner pillar trim panel 141 covers the support corner pillar 14 from the inside of the vehicle and covers at least part of the first continuous fiber layup layer 112, the structurally reinforced area and the final visible area each have a clear function, and a clean interior appearance of the driver's cab can be obtained without increasing the finishing requirements of the support corner pillar 14 and the layup surface; the bonding method does not require a large number of exposed connectors in the narrow window area, which can reduce the risk of secondary opening of the first continuous fiber layup layer 112 and make the trim panel boundary easier to connect with adjacent interior trim; the support corner pillar trim panel 141 can also provide touch protection and surface protection for the internal structure, so that the narrow frame support scheme takes into account structural reliability, interior aesthetics and maintenance convenience.

[0072] In one specific embodiment, such as Figure 3 As shown, the top component 13 and the airtight wall component 12 can each form a composite sandwich structure 15 of equal thickness. That is, the outer shell 151 and inner shell 153 within the corresponding components maintain a designed spacing, and the intermediate filling layer 152 is continuously filled with a basically consistent thickness, thereby adapting to the relatively regular load-bearing and forming requirements of the top and airtight wall areas; Figure 9 As shown, as a reinforcement scheme that can be used alone or in combination, both ends of the support corner post 14 in the length direction are provided with reinforcement structures 142 and connecting flanges 143. The reinforcement structures 142 are distributed on the corresponding sides of the ends of the support corner post 14 and connected to the support corner post 14. The connecting flanges 143 are located in the external connection area at the ends and are used to transfer the load borne by the support corner post 14 to the adjacent vehicle body structure. The reinforcement structure 142 can be a reinforcing member welded to the tubular support corner post 14, so that the end section is locally reinforced near the connecting flanges 143.

[0073] When manufacturing the top component 13 and the airtight wall component 12, the outer shell 151, the inner shell 153, and the intermediate filling layer 152 are set according to their respective stable thickness requirements. The lay-up, core filling, and curing are completed in the molding die to reduce the positioning and processing steps caused by complex variable thickness areas. When manufacturing the support corner column 14, the reinforcing structure 142 is set at both ends of the tubular component and welded or equivalently reliably connected. Then, the connecting flange 143 is set and the position of the connection surface is checked, so that the support corner column 14 becomes a prefabricated component that can transmit longitudinal and lateral loads. During final assembly and operation, the top component 13 maintains the uniformity of the top enclosure of the driver's cab, the airtight wall component 12 maintains the lower airtight separation, the middle of the support corner column 14 supports the area between the front window and the side window, and the end load is diffused to the connecting flange 143 through the reinforcing structure 142 to avoid large connection forces being concentrated on the weak parts of the pipe wall. The connecting flange 143 then cooperates with the adjacent load-bearing parts to complete the force flow transmission.

[0074] Through this application, since the top component 13 and the airtight wall component 12 use equal-thickness interlayers according to the shape and function of the corresponding areas, the filling, positioning and quality control can be simplified, and the sound insulation, heat insulation and airtight enclosure performance can be kept stable in the corresponding areas; since the two ends of the support corner column 14 are enhanced with local deformation resistance through the reinforcement structure 142 and a clear load output interface is provided through the connecting flange 143, the risk of damage to the end weld or pipe wall due to concentrated stress can be reduced, and the reinforcement effect of the support corner column 14 can be reliably transferred to the adjacent structure; the equal-thickness enclosure component and the end reinforcement support component work together to improve the overall structural efficiency without increasing the material thickness of all areas, taking into account manufacturability, local strength and lightweight cab.

[0075] In one specific embodiment, such as Figure 7 As shown, the driver's outer cover 11 has a bearing surface 113, and the top component 13 has an overlapping surface 131 that mates with the bearing surface 113 and a limiting step 132 that limits the overlapping size. The bearing surface 113 and the overlapping surface 131 are not simply joined together with their two end faces flush, but rather form a staggered overlapping interface with a height difference in the connection area. When the limiting step 132 abuts against the corresponding boundary, it determines the insertion or covering size of the overlapping surface 131 relative to the bearing surface 113. Structural adhesive is provided between the bearing surface 113 and the overlapping surface 131 to form an adhesive connection. A second continuous fiber layer is also provided at the joint between the driver's outer cover 11 and the top component 13. The second continuous fiber layer crosses the joint and bonds to the surfaces of the two components respectively, so that the top component 13 and the driver's outer cover 11 form a continuous fiber-reinforced connection outside the adhesive interface.

[0076] During final assembly, the top component 13 is gradually moved toward the top of the driver's outer cover 11, so that the overlapping surface 131 overlaps with the bearing surface 113. When the limiting step 132 reaches the predetermined limiting position, the relative movement stops, thereby controlling the height, front-back position and effective overlap width of the top component 13. Before overlapping, structural adhesive is evenly applied to the bearing surface 113 or the overlapping surface 131. During the bonding process, the structural adhesive fills the interface and removes excess adhesive. After curing, a continuous bonding area is formed. Subsequently, glass fiber mat or other suitable fiber-reinforced materials are laid around the joint between the driver's outer cover 11 and the top component 13, so that the layup completely covers the gap and extends to both sides. After impregnation, compaction and curing, a second continuous fiber layer is formed. When the vehicle is running, the self-weight, vibration and aerodynamic load borne by the top component 13 are first transferred as a surface load through the overlapping surface 131 and the bearing surface 113, and then dispersed across the joint through the second continuous fiber layer. The limiting step 132 maintains the assembly reference and reduces the risk of insufficient overlap.

[0077] Through this application, since the bearing surface 113 and the overlapping surface 131 form a staggered overlap rather than an end-to-end collision, the connection area can be significantly increased and the top component 13 can be provided with assembly support. The limiting step 132 further stabilizes the overlap size, making it easier to control the consistency of batch assembly. The structural adhesive can continuously transfer shear loads and also ensure sealing within a large area interface. The second continuous fiber layer also crosses the butt joint to form an integrated reinforcement, which can reduce the risk of joint opening, local stress concentration, and moisture entering from the gap. This combined connection makes the driver's outer cover 11 and the top component 13 form a continuous force and continuous shape, which simplifies the positioning process while improving the overall rigidity, connection strength and appearance quality.

[0078] In one specific embodiment, such as Figure 3 , Figure 4As shown, multiple equipment mounting interfaces 17 are distributed on the inner side of the inner housing 153 to provide a base for fixing or adjusting the position of different equipment in the driver's cab; at least one equipment mounting interface 17 includes a support base plate 171 and a slide groove 172. The slide groove 172 is disposed on the support base plate 171, which is bonded to the inner housing 153 by structural adhesive. The support base plate 171 also has mounting holes 173, through which connectors pass and enter the corresponding connection area of ​​the composite sandwich structure 15, so that the support base plate 171 forms a glued base that combines adhesive bonding and mechanical connection; the slide groove 172 can accommodate... The movable fasteners provide positional adjustment along the groove direction, the bearing base plate 171 distributes the equipment load to a larger area of ​​the inner housing 153, and the end of the connector can be recessed into the interlayer area to reduce exposed protrusions on the inner side of the vehicle; other mounting interfaces may also include pre-embedded rivet nuts configured for the control panel or mounting structures adapted to specific equipment, and the outer curved surface of the driver's outer cover 11 may also form openings and interfaces corresponding to the front window, side windows, headlights and decorative lights during molding; when there is a design basis, the intermediate filling layer 152 in the area adjacent to the equipment mounting interface 17 may be locally thickened to improve the interface's ability to withstand the weight of the equipment and operating vibrations.

[0079] Combination Figure 4 , Figure 5 , Figure 7 As shown, an adhesive surface 174 is formed on the side of the support substrate 171 facing the inner housing 153. The outline of the adhesive surface 174 is adapted to the corresponding area of ​​the inner housing 153. Structural adhesive is distributed between the adhesive surface 174 and the inner housing 153. The adhesive surface 174 can be a continuous plane or a curved surface adapted to the local curvature of the inner housing 153. The area of ​​the adhesive surface 174 is larger than the projected area directly corresponding to the slide groove 172, thereby diffusing the concentrated load transmitted by the device through the slide groove 172 to a larger area of ​​the inner housing 153.

[0080] When setting up the equipment installation interface 17, the corresponding areas of the bonding surface 174 and the inner shell 153 are cleaned and surface treated. After applying structural adhesive to the bonding surface 174, the bearing substrate 171 is attached to the inner shell 153, and then the connector passing through the mounting hole 173 is used for positioning and mechanical constraint. After the structural adhesive is cured, the bonding surface 174 bears the planar transmission of the equipment load, and the connector bears the positioning and anti-peeling function. The two form a glued composite connection, which can reduce the concentration of equipment vibration load on a single position of the composite material sandwich structure 15.

[0081] When fabricating the equipment mounting interface 17, the slide 172 is first reliably joined to the support base plate 171. Then, according to the interface position of the electrical equipment, control panel, sandbox assembly, wiper assembly, skirt plate, or front inspection cover, structural adhesive is applied to the corresponding area of ​​the inner housing 153 and the support base plate 171 is placed. Rivets or other connectors are set through the mounting holes 173 to keep the support base plate 171 in position during the curing of the structural adhesive, and the structural adhesive and connectors share the subsequent load. The protruding part of the connector avoids the final equipment mating surface. When assembling the equipment, the fasteners can be moved along the slide 172 to the position corresponding to the equipment hole, and then the equipment is locked, thereby absorbing the dimensional deviations caused by composite material molding, equipment manufacturing, and final assembly. For the control panel area, nuts can be pre-embedded in the structure and fixed by bonding and riveting, so that the larger equipment load is diffused through the interface to the inner housing 153 and the adjacent area of ​​the intermediate filling layer 152.

[0082] Through this application, since the equipment mounting interface 17 establishes a standardized load-bearing interface between the composite material body molding and the internal assembly, the load-bearing substrate 171 expands the force-bearing area, the structural adhesive uniformly transfers the load, and the connectors passing through the mounting holes 173 provide anti-peeling and positioning constraints, the connection strength of the equipment mounting points in a vibration environment can be improved; the slide 172 allows for adjustment of the fastening position, which can reduce the impact of the cumulative error of the hole position on the assembly, improve the adaptability and installation efficiency of different batches of equipment; the interface is integrated on one side of the inner housing 153, which can also reduce the independent frame and additional brackets, and the connector end sinking into the interlayer area can keep the interior surface clean, thereby achieving the synergy of equipment interface, lightweight body and convenient assembly.

[0083] In one specific embodiment, combined with Figure 7 As shown, based on any of the above corresponding structures, the driver's cab also includes a wiring assembly, which includes a conduit 18, an internal wiring channel inside the supporting corner post 14, and a cable passage 144. The conduit 18 is pre-installed inside the composite sandwich structure 15 and integrally formed with the sandwich structure to avoid the conduit 18 occupying the available space in the driver's cab. The supporting corner post 14 is a tubular component, and its internal cavity forms an internal wiring channel. The cable passage 144 is opened on the wall of the supporting corner post 14 and serves as a transition port between the conduit 18 and the internal wiring channel. The conduit 18 includes a side conduit extending upward along the side of the inner shell 153 and a top conduit extending along the width direction of the top component 13. The side conduit and the top conduit are connected, and the two ends of the top conduit are connected to the left and right supporting corner posts 14 through the corresponding cable passage 144, thereby forming a through path between the side, top, and both side corner posts.

[0084] like Figure 20As shown, a conduit opening 181 is formed at the end of the conduit 18 or at the branch position of the line. The conduit opening 181 is connected to the internal channel of the conduit 18 and faces the support corner post 14, the equipment installation area or the adjacent conduit channel. The opening size of the conduit opening 181 is adapted to the number and outer diameter of the wire harness to be installed. The edge of the conduit opening 181 forms a smooth transition structure, or a protective part is provided to isolate the cable from the edge of the conduit opening, so as to avoid repeated friction between the cable and the conduit opening 181 during vehicle vibration.

[0085] When laying cables, the cables enter the conduit 18 from the side equipment area through the corresponding conduit port 181 and extend along the side conduit towards the top component 13. When it is necessary to enter the support corner post 14, the cables are led out from the conduit port 181 at the end of the top conduit and then enter the conduit channel inside the post through the cable passage port 144. When it is necessary to connect to nearby equipment, the cables can be led out from the conduit port 181 at the corresponding branch position and fixed and bundled by the cable tie, thereby keeping the entry, turning, branching and leading-out paths of the cables clear.

[0086] When manufacturing the composite sandwich structure 15, the cable conduit 18 is positioned between the outer shell 151 and the inner shell 153 according to the wiring path, and the intermediate filling layer 152 is completely filled around the cable conduit 18, keeping the cavity unobstructed during the composite curing process. When the support corner post 14 is prefabricated, the cable passage 144 is processed, and the edge of the opening is treated to protect the cable. During final assembly, the end of the top cable conduit is aligned with the corresponding cable passage 144. When wiring, the cable can enter the side cable conduit from the equipment area on the side of the driver's cab, go up to the top cable conduit, and then be distributed to the left and right sides along the width direction of the top component 13. It enters the wiring channel inside the column through the cable passage 144 and extends to the front or lower part of the driver's cab. Maintenance personnel can thread or replace the cable in the order of the side cable conduit, the top cable conduit, and the wiring channel inside the column. The tubular support corner post 14 provides a closed and protected longitudinal path for the wiring while bearing the structural load.

[0087] Through this application, since the cable conduit 18 and the composite material sandwich structure 15 are integrally formed, the wiring path does not require an additional large-volume cable tray in the driver's cab, which can reduce space occupation and secondary fixing components; the side cable conduit, the top cable conduit, the cable passage 144 and the cable channel inside the column are interconnected, allowing the cable to cross the height and width of the driver's cab and enter the front areas on both sides, avoiding multiple exposed jumpers; the supporting corner column 14 has both load-bearing and wiring functions, which can improve the utilization rate of components, and the cavity and cable conduit 18 can also isolate the cable from sharp structural edges and moving equipment, reducing the risk of wear; thus, the problems of scattered wiring inside the driver's cab, insufficient layout space and discontinuous power supply path of front-end equipment can be solved, and a clear channel can be provided for subsequent equipment expansion.

[0088] In one specific embodiment, such as Figures 19 to 21As shown, the wiring assembly includes specific wiring paths extending in different directions. The wiring extending along the length of the driver's cab includes the high-mounted brake light wiring 19, the inspection light wiring 110, the panoramic camera wiring 120, the smoke detector wiring 130, and the radio speaker wiring 140. The wiring extending along the height of the driver's cab includes the control panel wiring 150 and the pyrotechnics main unit wiring 160. Based on the wiring area shown in the diagram, the wiring paths may also include electrical cabinet wiring 170, destination display wiring 180, and wiring within the overhead conduit 190. The electrical cabinet wiring 170 connects the power supply side on the top of the vehicle body with the side cabinet of the driver's cab. The destination display wiring 180 faces the display device at the front of the driver's cab exterior cover 11. The wiring 190 in the top wiring conduit is located in the wiring conduit 18 corresponding to the top component 13 and the wiring is distributed in the left and right directions. Various types of wiring can be bundled according to voltage level, signal attributes and equipment location, and identification and maintenance margins are reserved at the intersection. If necessary, wire binding frames are set to group and release the wires leaving the wiring conduit 18 to prevent the wires from swinging with vehicle vibration.

[0089] During wiring, power supply or signal lines first enter the side cabinet of the driver's cab via electrical cabinet wiring 170, and then connect to the corresponding cabinet and host via control panel wiring 150 or pyrotechnic main unit wiring 160 along the height direction; cables that need to reach the top or front of the driver's cab enter the wiring conduit 18, of which the wiring 190 in the top wiring conduit extends along the top component 13, and the wiring 19 for the high-mounted brake light, 110 for the inspection light, 120 for the panoramic camera, 130 for the smoke detector, and 140 for the radio speaker respectively reach the vicinity of the corresponding equipment along the length of the driver's cab; the wiring 180 for the destination display turns from the top or support corner post 14 area to the front of the driver's cab outer cover 11 to provide power supply or signal connection for the display equipment; during wiring and maintenance, each wire harness is marked according to its purpose and the allowable bending radius is maintained, and necessary protection is provided at the locations of line branches, turns, and cable crossings 144 to prevent the lines from rubbing against sharp edges and from interfering with adjacent structures.

[0090] Through this application, the wiring network formed by the high-mounted brake light wiring 19, inspection light wiring 110, panoramic camera wiring 120, smoke detector wiring 130, radio speaker wiring 140, control panel wiring 150, pyrotechnics main unit wiring 160, electrical cabinet wiring 170, destination display wiring 180, and wiring within the top conduit 190, according to the equipment orientation, combines the length, height, and top horizontal directions. Therefore, various types of lighting, sensing, communication, control, and display equipment can be systematically connected, reducing mutual intersections and irregular exposure. The wiring path, in coordination with the conduit 18 and the channels within the supporting corner posts 14, can provide continuous protection while maintaining the integrity of the driver's cab interior, and allows maintenance personnel to quickly locate faulty sections based on the wiring name and direction. This improves the integration, wiring consistency, and maintenance efficiency of the driver's cab electrical system.

[0091] In one specific embodiment, such as Figure 12 As shown, the headgear device 1 is provided with an adhesive connection part 21 and a mechanical connection part 22 for connecting to the vehicle body, which together form a composite connection structure. The adhesive connection part 21 includes a bent edge located at the edge of the outer shell 151 and bent towards the vehicle body. The bent edge extends along the thickness direction of the composite material sandwich structure 15, so that the edge of the outer shell 151 turns from the outer surface to the vehicle body connection interface and forms a larger adhesive surface. The adhesive surface can cover the thickness range corresponding to the sandwich structure to increase the contact area between the headgear device 1 and the vehicle body. The mechanical connection part 22 includes multiple hidden connection positions distributed at the front end, rear end and top end of the headgear device 1. Each connection position avoids the main external visible curved surface and allows bolts or equivalent mechanical connectors to pass through, thereby restricting the headgear device 1 from detaching from the vehicle body in addition to the adhesive connection.

[0092] When connecting the hood assembly 1 to the vehicle body, the bent edge and the corresponding surface of the vehicle body are first cleaned and positioned. Structural adhesive is applied to the adhesive connection 21, and then the hood assembly 1 is brought into contact with the vehicle body to form a continuous adhesive interface along the thickness direction of the interlayer and control the thickness of the adhesive layer. Subsequently, mechanical connectors are installed at the hidden connection positions at the front, rear and top of the hood assembly 1. Pre-tightening is completed according to the design sequence to keep the hood assembly 1 in position during the curing of the structural adhesive and to transfer the running load together with the adhesive connection after curing. When the vehicle is running, the large adhesive connection 21 distributes the vibration, aerodynamic load and interface shear and seals the connection seam. The mechanical connection 22 provides constraints on the peeling direction and extreme working conditions. The connection position is hidden in a non-primary visible area, and there is no need to set obvious fastening structures that would disrupt the streamlined shape.

[0093] Through this application, since the adhesive connection part 21 expands the adhesive area along the thickness direction of the composite sandwich sandwich structure 15 by using the bending edge, the load can be transformed from point transmission to more uniform surface transmission, and the sealing and vibration resistance of the hood device 1 and the vehicle body interface can be improved; the mechanical connection part 22 forms multi-point mechanical constraints at the front end, rear end and top end, which can limit the hood device 1 from detaching under abnormal load or aging conditions of the adhesive layer, forming connection redundancy; the hidden connection position can also maintain the integrity of the front appearance of the vehicle, reduce wind noise, water accumulation and visual abrupt changes caused by exposed fasteners, thereby taking into account connection strength, safety and reliability, sealing performance and overall vehicle appearance.

[0094] In one specific embodiment, such as Figures 1 to 3 , Figure 10 and Figure 11As shown, the first skirt 2 and the second skirt 3 are both detachably connected as independent components to the lower side of the headgear device 1. The two skirts are detachably connected to the headgear device 1 and the car body underframe, respectively, and cover the corresponding area along the lower side of the vehicle. The outer surfaces of the first skirt 2 and the second skirt 3 continue the streamlined contour of the headgear device 1, and the inner sides are provided with connection positions that cooperate with the headgear device 1 and the car body underframe. Most of the main body area can be fastened with bolts. The first skirt 2 and the second skirt 3 spatially cover the load-bearing structure of the car body underframe, the connection seam between the headgear device 1 and the car body, and the empty area between the car body and the track, so that the underframe steel structure, adhesive gaps and lower equipment are not directly exposed, while maintaining the necessary intervals to accommodate wheel-rail clearance, vehicle movement and maintenance operations.

[0095] Combination Figure 10 , Figure 11 As shown, a glue seam 106 is formed between the headgear device 1 and the vehicle body. The glue seam 106 is located at the corresponding connection boundary between the driver's outer cover 11 and the vehicle body. The underframe forms an underframe edge 107 on the outer side in the vehicle width direction. The first skirt 2 and the second skirt 3 cross the glue seam 106 on the corresponding side and extend to the outer side of the underframe edge 107. From the external view of the vehicle, they cover the glue seam 106, the underframe edge 107 and the adjacent load-bearing structure, so that the headgear device 1, the vehicle body and the underframe form a continuous lower side appearance.

[0096] The first skirt panel 2 and the second skirt panel 3 are respectively provided with multiple second bolt connection points 221. The second bolt connection points 221 are distributed in the area with bolt operation space in the main body of the skirt panel, and correspond to the connection interface of the head cover device 1 or the vehicle body frame respectively. The bolts pass through the second bolt connection points 221 to detachably fix the skirt panel to the head cover device 1 and the vehicle body frame. The second bolt connection points 221 are kept at an appropriate distance from the edge of the skirt panel to reduce the risk of cracking or local deformation of the skirt panel edge caused by fastening load.

[0097] When assembling the skirt panel, first maintain a set distance between the inner side of the skirt panel and the adhesive seam 106 and the edge of the chassis 107, then align each of the second bolt connection points 221 in sequence, and fix the main body of the skirt panel to the head cover device 1 and the chassis frame respectively with bolts; after tightening, check the coverage of the skirt panel on the adhesive seam 106 and the edge of the chassis 107, and confirm that there is no compression between the inner side of the skirt panel and the adhesive seam 106, so as to avoid the skirt panel load directly acting on the adhesive seam 106 that has not been fully cured or needs to retain deformation space.

[0098] During vehicle assembly, the main body connection between the hood device 1 and the vehicle body and chassis is completed first. Then, the first skirt 2 and the second skirt 3 are aligned with the corresponding lower sides from both sides of the vehicle, so that the edges of the skirts connect with the shape of the hood device 1 and the inner connection positions correspond to the hood device 1 and the chassis. After adjusting the posture and gaps of the skirts, they are fixed by detachable connectors. The installers can tighten the bolts from the accessible area and check the safety distance between the skirts and the rails, chassis load-bearing structures and surrounding components. During vehicle operation, the two skirts provide shielding and general environmental protection for the lower connection interface and structure. When the skirts need to be treated due to collision damage, surface repair or styling updates, the corresponding side connection can be disconnected and the first skirt 2 or the second skirt 3 can be removed separately without disassembling the hood device 1 and the other side skirt.

[0099] Through this application, since the first skirt 2 and the second skirt 3 are independently set and simultaneously detachably connected to the headgear device 1 and the vehicle body underframe, the shape of the lower side of the driver's cab can be completed and the load-bearing structure of the underframe, the connection seam between the headgear and the vehicle body, and the empty area between the rails can be covered, thus serving both aesthetic decoration and bottom protection functions. The independent detachable structure allows for replacement of only one side skirt when there is local damage, reducing the disassembly and assembly range and maintenance cost of the large headgear device 1, and also facilitating subsequent changes in appearance. The two connected objects jointly constrain the skirt, allowing the running vibration load to be transmitted to the headgear device 1 and the vehicle body underframe respectively, improving the stability of the large-sized lower side covering.

[0100] In one specific embodiment, such as Figure 13 , Figure 14 As shown, the hood device 1 is provided with a limiting slot 114, and the first skirt panel 2 and the second skirt panel 3 are respectively provided with a snap-fit ​​part 23. The snap-fit ​​part 23 is inserted into the corresponding limiting slot 114 and snaps into it. The limiting slot 114 and the snap-fit ​​part 23 have a fit allowance for fine-tuning of the assembly along the length and height directions of the vehicle, so that the skirt panel can change its position in both directions before it is finally tightened, in order to correct the gap between the skirt panel and the hood device 1, the vehicle body frame and adjacent outer surfaces. The limiting slot 114 also includes an elastic limiting part 115. The elastic limiting part 115 can elastically deform along the width direction of the vehicle and apply a limiting effect to the inserted snap-fit ​​part 23, thereby adjusting the installation position of the first skirt panel 2 and the second skirt panel 3 in the width direction of the vehicle and restricting their disengagement. This structure is particularly suitable for skirt panel assembly areas where it is difficult to arrange and operate bolts above the glue joint between the hood device 1 and the frame.

[0101] Combination Figure 6 , Figure 11As shown, a skirt assembly restricted area 103 is formed near the glue seam 106 between the headgear device 1 and the vehicle body frame. The skirt assembly restricted area 103 is located in a narrow space that is difficult for conventional fastening tools to enter, so it is inconvenient to set a second bolt connection point 221. Corresponding to the skirt assembly restricted area 103, the skirt is provided with a slot mounting point 222. The snap-fit ​​part 23 is located at the slot mounting point 222 and is inserted and engaged with the limiting slot 114 of the headgear device 1, so that the skirt can still be supported and limited in the position where conventional bolt fastening is not possible.

[0102] When assembling the first skirt panel 2 or the second skirt panel 3, if Figure 10 As shown, first, the mounting point 222 is aligned with the restricted area 103 of the skirt panel assembly, and the snap-fit ​​part 23 is inserted into the limiting slot 114. The position of the skirt panel along the length and height of the vehicle is adjusted using the fit allowance between the two, and the position in the width direction of the vehicle is adjusted by the elastic limiting part 115. After the mounting point 222 is positioned, the second bolt connection point 221 in other areas of the skirt panel is tightened, thereby forming a detachable connection structure that combines the mounting point 222 and the second bolt connection point 221.

[0103] When assembling the first skirt panel 2 or the second skirt panel 3, first insert the snap-fit ​​part 23 of the skirt panel into the limiting slot 114 of the headgear device 1 in an appropriate direction. During the insertion process, the elastic limiting part 115 elastically yields along the width direction of the vehicle. After the snap-fit ​​part 23 reaches the mating area, the elastic limiting part 115 rebounds and forms a width constraint on the snap-fit ​​part 23. The installer then uses the mating allowance between the snap-fit ​​part 23 and the limiting slot 114 in the length and height directions of the vehicle to move the skirt panel, so that the outer surface of the skirt panel smoothly transitions with the outer surface of the headgear device 1, and the edge gaps and the lower distance from the rail meet the requirements. Then, tighten the bolts in other accessible areas of the skirt panel body. When disassembly is required, release the bolts and allow the elastic limiting part 115 to deform to allow withdrawal, so that the snap-fit ​​part 23 can be moved out of the limiting slot 114. Alternatively, other combinations of slots and bolts with corresponding adjustment and limiting functions can also be used for independent skirt panels.

[0104] Through this application, since the snap-fit ​​part 23 and the limiting snap-fit ​​groove 114 establish a connection in a narrow and confined area without the need for front-operated bolts, the problem of insufficient tool space above the glue joint between the head cover device 1 and the vehicle body underframe can be solved; the movable fit in the length and height directions absorbs the manufacturing and assembly errors of the head cover device 1, the vehicle body underframe and the skirt, and improves the interchangeability and versatility between different skirts; the elastic limiting part 115 provides position adjustment and continuous limiting through elastic deformation in the width direction, so that the three-dimensional assembly relationship can be controlled separately; the combination of the snap-fit ​​connection with bolt connections in other areas can take into account assembly convenience, running rigidity and disassembly maintenance, and reduce the risk of skirt deformation or surface misalignment caused by forced hole alignment.

[0105] In addition, by coordinating the skirt assembly restricted area 103, the slot mounting point 222, and the second bolt connection point 221, snap-fit ​​connection and bolt connection can be selected according to the operating space, maintaining the skirt rigidity and positional constraint in a narrow area and obtaining reliable mechanical fastening in an open area; the side window sill 104, the front window sill 105, and the metal A-pillar 145 jointly define the structural relationship between windows, which can take into account the window positioning, sealing, and front structural strength; the adhesive surface 174 and the conduit port 181 respectively complete the equipment interface and the line interface, while the connecting beam 101 and the first bolt connection point 102 complete the load transfer and mechanical anti-detachment path between the headliner and the vehicle body.

[0106] In one specific embodiment, such as Figures 15 to 18 As shown, the headgear device 1 has an inspection cover 4 that can be opened or closed at the front end. The inspection cover 4 is rotatably connected to the headgear device 1 via a rotating connection mechanism 42 and is supported in the open position by a telescopic support mechanism 41. The rotating connection mechanism 42 may include a hinge, and the telescopic support mechanism 41 may include a pneumatic strut, so that the inspection cover 4 can be manually opened and remain stable when the inspection angle is reached. The front end of the headgear device 1 forms a recessed overlapping surface, and the edge of the inspection cover 4 forms an overlapping staggered platform 44. The overlapping staggered platform 44 overlaps and cooperates with at least part of the recessed overlapping surface. The recessed overlapping surface is provided with a sealing element 46, which may be a continuous sealing rubber strip. When the inspection cover 4 is in the closed position, the overlapping staggered platform 44 squeezes the sealing element 46 and together with the headgear device 1 forms a waterproof chamber. The inspection cover 4 may also be provided with a rotary latch 43, which cooperates with the headgear device 1 to keep it in the closed state.

[0107] During routine maintenance, the operator releases the rotary latch lock 43 and opens the inspection cover 4 outward. The inspection cover 4 rotates around the rotary connection mechanism 42. The telescopic support mechanism 41 extends during rotation and provides support at the predetermined opening position, allowing the operator to access the interior of the waterproof chamber without removing the entire cover. After maintenance, the inspection cover 4 is pushed to rotate in the opposite direction, and the telescopic support mechanism 41 retracts in a controlled manner. The overlapping platform 44 gradually enters the recessed overlapping surface at the front end of the headgear device 1 and presses the sealing element 46, and then the rotary latch lock 43 is locked. During the closing process, the overlapping platform insertion relationship guides the inspection cover 4 back to the designed position, and the sealing element 46 forms a continuous pressure seal along the cavity boundary, blocking external rainwater from entering the cavity. Figure 15 Show the front outline of inspection cover 4. Figure 16 Showcasing its spatial form, Figure 17 The fit between the overlapping joint 44 and the seal 46 is shown. Figure 18 The inspection cover 4 is shown in the state where it is open and supported by the telescopic support mechanism 41.

[0108] Through this application, since the inspection cover 4 achieves non-disassembly opening and stable support through the rotating connection mechanism 42 and the telescopic support mechanism 41, the approach time of the front-end equipment can be shortened and the risk of manual lifting can be reduced; the overlapping platform 44 and the recessed overlapping surface form an overlapping embedded platform, and the continuous compression of the sealing element 46 when closed can increase the tortuosity of the rainwater entry path and form a pressure-sealed boundary, and the rotating tongue lock 43 maintains the sealed and pressed state, thereby improving the waterproofness and operational reliability of the front-end cavity; the inspection cover 4 continues the outer contour of the head cover device 1 when closed, and provides a larger maintenance access when open, thus simultaneously meeting the needs of vehicle front-end aesthetics, equipment protection and convenient maintenance.

[0109] In one specific embodiment, such as Figures 15 to 18 As shown, the waterproof cavity formed by the inspection cover 4 and the headlight assembly 1 integrates at least two of the following: a windshield wiper, a water tank, a sand injection device, a headlight, decorative lights, and an anti-climb device. All of these devices can be arranged within the cavity depending on the vehicle's space. A mounting base 45 corresponding to each device is provided within the cavity. The mounting base 45 is fixed to an appropriate load-bearing area inside the inspection cover 4 or at the front end of the headlight assembly 1, providing positioning and load transfer interfaces for each device. The windshield wiper works in conjunction with the windshield area, the water tank provides liquid to the cleaning system, the sand injection device addresses the rail surface adhesion requirements, the headlight and decorative lights respectively meet lighting and appearance identification needs, and the anti-climb device is located in the area at the front of the vehicle that bears the impact force. Space is reserved between the devices for maintenance, refueling, wiring connections, and relative movement to avoid interference when the inspection cover 4 is opened and closed.

[0110] When arranging the equipment, the distribution of each mounting base 45 is determined according to weight, operating frequency, and position. The headlights and decorative lights are positioned to correspond to the external openings of the headlight housing 1, and the windshield wipers are positioned to correspond to the windshield area. The filling or maintenance ends of the water tank and sand injection device are oriented towards the accessible area after the inspection cover 4 is opened. The anti-climb device is matched with the front-end load-bearing structure of the vehicle. After opening the inspection cover 4, the operator can directly inspect the windshield wiper transmission, replenish the water tank fluid, perform sand injection operations, maintain the headlights and decorative lights, or inspect the anti-climb device without having to remove the control panel and large decorative parts from inside the vehicle. When closing the inspection cover 4, first confirm that the equipment, cables, and pipelines are all within the boundary of the waterproof chamber, then press the overlapping platform 44 to tighten the sealing element 46 and lock the rotary lock 43, so that each front-end device receives uniform shielding protection in the operating environment.

[0111] Through this application, since multiple front-end devices are centrally arranged in the waterproof cavity formed by the inspection cover plate 4 and the head cover device 1, and the mounting base 45 provides a clear interface, the originally scattered functions of rain wiping, water storage, sand injection, lighting, decoration and anti-climbing can be organized in the same maintenance area. The inspection cover plate 4 can be opened to expose the equipment operating surface, which significantly reduces the steps of removing exposed bolts and decorative parts one by one, and improves the efficiency of daily inspection, fluid replenishment, sand injection and fault replacement. When closed, each device is protected by the head cover shape and the seal 46 at the same time, which can reduce the direct impact of rainwater, dust and flying stones. The mounting base 45 is also conducive to transferring the equipment load to the main structure, thus taking into account integration, maintainability, protection and the appearance of the front of the vehicle.

[0112] In one specific embodiment, such as Figure 1 , Figure 18 As shown, the front end of the headgear device 1 is provided with an opening and closing mechanism 5. The opening and closing mechanism 5 can be switched to a shielding position or a rescue position under manual or applicable driving action. In the shielding position, the opening and closing mechanism 5 covers the front coupler of the vehicle, and its outer surface is continuous with the outer contour of the headgear device 1. The opening and closing mechanism 5 and the surrounding outer cover maintain a gap that meets the appearance requirements, shielding and protecting the coupler from the outside. In the rescue position, the opening and closing mechanism 5 moves away from the coupling operation space in front of the coupler, avoiding the front coupler of the vehicle, so that the coupler can be aligned and coupled with the external rescue vehicle. The opening and closing mechanism 5 is set in a position that does not obstruct the first skirt 2, the second skirt 3 and the main structure of the headgear device 1. Its movement path is coordinated with the coupler, the front equipment and the vehicle clearance, and it has a limiting or locking relationship to maintain the state in the two positions respectively.

[0113] When the vehicle is running normally, the opening and closing mechanism 5 is kept in the shielded position. The opening and closing mechanism 5 completes the streamlined shape of the front of the driver's cab and isolates the coupler from external rainwater, dust, and general foreign objects. When a rescue coupling is required, the operator releases the lock of the shielded position and operates the opening and closing mechanism 5 to move to the rescue position. During the movement, it is confirmed that its edge does not collide with the head cover device 1, the skirt, or adjacent equipment. After reaching the rescue position, it is limited to ensure that there is space in front of the coupler and around it for the rescue vehicle coupler to approach and connect. When the rescue is completed or the preparation for resumption of operation is completed, the rescue position limit is released, the opening and closing mechanism 5 is returned to the shielded position and locked again, and at the same time, it is checked whether its outer contour is smooth with the head cover device 1. The opening and closing mechanism 5 can adopt a rotation, flip, or other opening and closing form suitable for the front space of the vehicle, as long as it achieves the function of covering and avoiding between the two positions.

[0114] Through this application, since the opening and closing mechanism 5 covers the coupler and extends the outer contour of the head cover device 1 in the normal state, it can protect the coupler from direct environmental impact and reduce the impact of exposed parts on the front streamline and overall aesthetics of the vehicle; in the event of a malfunction or the need for towing and rescue, the opening and closing mechanism 5 can be switched to the rescue position to release the coupler coupling space without removing a large area of ​​the head cover structure, which helps to shorten the rescue preparation time; the two states of shielding and avoidance are concentrated in the same mechanism, making the vehicle front protection, appearance and emergency coupling function compatible with each other, and resolving the contradiction between fixed outer cover shielding the coupler or long-term exposure of the coupler.

[0115] In addition to the above embodiments, the present invention also provides a vehicle body assembly, which includes a vehicle body, a vehicle body underframe, and a driver's cab corresponding to any of the above. A hood device 1 is connected to the end of the vehicle body. A first skirt 2 and a second skirt 3 are detachably connected to the hood device 1 and the vehicle body underframe, respectively, thereby forming a complete front end assembly with the driver's cab body, the vehicle body load-bearing structure, and the side lower cover. A composite connection interface is formed between the hood device 1 and the vehicle body. The composite connection interface includes both an adhesive area and a mechanical connection area. The adhesive area is distributed along the connection boundary and transmits the distributed load through structural adhesive and seals the gap between the outside and the vehicle interior. The mechanical connection area forms a constraint on the hood device 1 at discrete connection positions to restrict the hood device 1 from detaching from the vehicle body. The two areas cooperate with each other in space, so that the continuous adhesive interface undertakes the conventional load and sealing task, and the mechanical connection interface undertakes the position holding, anti-peeling, and extreme working condition constraints.

[0116] During final assembly, the vehicle body and the vehicle body underframe are first established as a stable end mounting reference. The bonding area between the hood device 1 and the vehicle body is then treated with surface treatment and structural adhesive is applied. The hood device 1 is then moved to the end of the vehicle body so that its shape connects with the side wall and roof contour of the vehicle body. While maintaining the designed adhesive layer thickness, the mechanical connection area is aligned and mechanical connectors are installed. The mechanical connectors can hold the hood device 1 in position during the curing of the structural adhesive and share the force with the bonding area after curing. Subsequently, the first skirt 2 and the second skirt 3 are connected to the hood device 1 and the vehicle body underframe, respectively. The appearance gaps on both sides are adjusted and detachable fastening is completed. When the vehicle is running, the aerodynamic pressure, vibration, and inertial loads on the driver's cab are distributed to the vehicle body through the bonding area. Local peeling tendencies and abnormal loads are limited by the mechanical connection area, while the lower side loads are transmitted to the hood device 1 and the vehicle body underframe through the connection points of the two skirts, respectively.

[0117] Through this application, since the vehicle body assembly uses the driver's cab as the end module of the vehicle body, and a composite connection interface containing both adhesive and mechanical connection areas is set between the headliner device 1 and the vehicle body, large-area adhesive bonding can be used to improve load distribution uniformity, vibration resistance and sealing, while mechanical connection is used to prevent abnormal peeling or overall separation, and improve connection safety redundancy; the first skirt 2 and the second skirt 3 cross the headliner device 1 and the vehicle body underframe and remain detachable, which can cover the final assembly connection boundary and facilitate individual maintenance; this structure forms a clear force flow and assembly sequence between the composite material driver's cab, the metal vehicle body and the underframe, which is conducive to modular manufacturing, continuous vehicle appearance and later maintenance.

[0118] In one specific embodiment, the bonding area of ​​the composite connection interface includes a bent edge. The outer shell 151 of the driver's outer cover 11 forms a continuous or segmented edge that bends towards the vehicle body on the side closest to the vehicle body. The bent edge turns from the original external curved surface to the corresponding surface of the vehicle body and forms an overlapping interface suitable for adhesive application. The bent edge can extend along the thickness direction of the composite sandwich structure 15, so that the edge of the driver's outer cover 11 not only contacts the vehicle body with a thin-walled end face, but also bonds to the vehicle body with a surface having a set width and height. The corresponding surface of the vehicle body is adapted to the contour of the bent edge, and a structural adhesive layer is formed between the two. The adhesive layer is continuously distributed along the boundary of the driver's outer cover 11 or continuously distributed in sections according to the connection design, while coordinating with adjacent sealing paths. When there is structural calculation or test basis, the intermediate filling layer 152 of the connection area between the driver's outer cover 11 and the vehicle body can be locally thickened to improve the stiffness and load diffusion capacity of the area adjacent to the bent edge.

[0119] Before assembly, check the dimensions, surface integrity, and gap between the bent edge and the corresponding surface of the vehicle body. Clean the two bonding surfaces and pre-treat them for structural adhesive. After applying the adhesive, place the driver's outer cover 11 against the vehicle body along with the head cover device 1, so that the bent edge gradually fits against the corresponding surface of the vehicle body. Use positioning fixtures or mechanical connection areas to control the thickness of the adhesive layer, clean up any excess adhesive, and maintain it until the specified curing state. During operation, the external pressure and vibration of the driver's outer cover 11 are first transmitted to the bent edge along the outer shell 151, and then transmitted to the vehicle body by the larger area adhesive layer in a shearing manner. The moisture channel at the connection boundary is simultaneously sealed by the continuous adhesive layer. During maintenance, the connection area can be inspected from the non-externally visible side without damaging the streamlined surface of the driver's cab.

[0120] Through this application, since the edge of the outer shell 151 is extended from the thin-walled end face to the bonding interface facing the vehicle body through bending and edging, the effective bonding area can be significantly increased and the stress per unit area can be reduced, making the load transition between the composite material outer shell and the vehicle body smoother. The bending and edging extends along the thickness direction of the sandwich structure, which can also make full use of the edge space of the composite material sandwich structure 15, avoiding high-stress connection only on the thin edge of the single-layer shell. The continuous structural adhesive layer has both load transfer and sealing functions, which can reduce the entry of rainwater, dust and airflow from the joint between the driver's cab and the vehicle body, and buffer the local relative deformation of the two structures in the vibration environment, thereby improving the connection reliability and the airtight and waterproof performance of the vehicle body end.

[0121] In one specific embodiment, the mechanical connection area of ​​the composite connection interface includes multiple mechanical connection points distributed at the front end, rear end, and top end of the headgear device 1. Each mechanical connection point constrains the headgear device 1 to the end of the vehicle body by bolts or other suitable connectors. At least some of the mechanical connection points are arranged in the non-visual space enclosed by the vehicle's electrical cabinet or the driver's cab control panel, so that the connectors are not visible from the outside of the vehicle. Other connection points are also preferentially located in the external contour obscured area. The front end connection point, rear end connection point, and top end connection point form multi-directional constraints in space to restrict the longitudinal, lateral, and vertical relative movement of the headgear device 1, respectively, and together with the adhesive area, constitute a composite connection system that is resistant to shearing, peeling, and detachment.

[0122] like Figure 4 As shown, multiple mechanical connection points include first bolt connection points 102. The first bolt connection points 102 are distributed in the front, rear, or top areas corresponding to the vehicle body of the headgear device 1, and avoid the main external visible surface of the driver's cab cover 11. At least some of the first bolt connection points 102 are located in the non-visible space enclosed by the vehicle's electrical cabinet or the driver's cab control panel. The bolts connect the headgear device 1 to the vehicle body through the first bolt connection points 102, so that the headgear device 1 obtains mechanical anti-detachment restraint on the basis of adhesive connection.

[0123] After the head cover device 1 is bonded and positioned to the vehicle body, the first bolt connection points 102 are aligned in sequence, and the bolts are tightened in a sequence from the middle to both sides or symmetrically alternately to avoid the head cover device 1 shifting position due to unilateral connection force. After the electrical cabinet and driver's cab control panel are assembled, the corresponding first bolt connection points 102 are covered, so the bolts cannot be directly observed from outside the vehicle. At the same time, the first bolt connection points 102 can be inspected and maintained through the maintenance space of the cabinet or control panel.

[0124] When setting up mechanical connection points, the positions of the front, rear, and top are determined based on the force exerted on the hood device 1 and the layout of the equipment inside the vehicle. Connection interfaces are reserved at corresponding locations on the vehicle body and the hood device 1, while ensuring that the connection points to be hidden fall within the internal shielding range of the electrical cabinet or the driver's cab control panel. After the hood device 1 is positioned and glued to the vehicle body, the connectors are inserted from the operable side and pre-tightened. Tightening is completed in a symmetrical or zoned sequence to avoid local deformation of the composite material caused by excessive pre-tightening at a single point. After the electrical cabinet and control panel are assembled, the corresponding connection points are shielded, but necessary accessibility for maintenance is maintained. When the vehicle is running, each mechanical connection point restricts the hood device 1 from detaching from the vehicle body. When inspection is required, the corresponding maintenance area of ​​the cabinet or control panel can be opened to access the hidden connectors without affecting the visible surface outside the vehicle.

[0125] Through this application, since the mechanical connection points are distributed at the front, rear and top of the hood device 1, a stable constraint can be formed on the large-size hood module from multiple directions, reducing the risk of relying on a single connection edge or a single adhesive layer to bear the ultimate load; at least some connection points are hidden in the non-visible space formed by the electrical cabinet or the driver's cab control panel, which can avoid exposed bolts from damaging the complete appearance of the front of the vehicle and reduce the direct corrosion of the connection parts by the external environment; the mechanical connection area cooperates with the continuous bonding area, so that the adhesive bears the distributed load and sealing, and the bolt connection bears the anti-detachment and redundant constraint, which improves safety and reliability and maintains the streamline and flatness of the front of the vehicle.

[0126] In one specific embodiment, the top end of the support corner post 14 is connected to the vehicle roof via a connecting beam, and the bottom end of the support corner post 14 is connected to the vehicle chassis, so that the support corner post 14 spans the top and bottom load-bearing areas of the vehicle body; the connecting beam is arranged in a direction suitable for the roof structure, one side of which mates with the connecting flange 143 at the top of the support corner post 14, and the other side mates with the corresponding position on the roof, and the connection can be formed by bolts to form an inspectable mechanical connection; the bottom end of the support corner post 14 is connected to the vehicle chassis via the corresponding connecting flange 143 and bolts, and the reinforcing structure 142 is distributed at both ends of the support corner post 14 to improve the local stiffness of the ends; thus, the support corner post 14 not only strengthens the area of ​​the driver's outer canopy 11 between the front window and the side window, but also forms a continuous support path from the roof to the vehicle chassis.

[0127] like Figure 3 As shown, a connecting beam 101 is provided between the top of the supporting corner post 14 and the roof. The connecting beam 101 extends along the width of the vehicle or in a direction compatible with the roof load-bearing structure. One end or the middle area of ​​the connecting beam 101 is connected to the top of the supporting corner post 14, and the other areas of the connecting beam 101 are connected to the roof. The connecting beam 101 can expand the load transfer range of the top of the supporting corner post 14 on the roof and compensate for the positional difference between the connection position of the top of the supporting corner post 14 and the main load-bearing parts of the roof.

[0128] When connecting the support corner post 14 to the roof, first position the connecting beam 101 and the corresponding interface of the roof, then make the connecting flange 143 at the top of the support corner post 14 fit with the corresponding area of ​​the connecting beam 101, and complete the connection with bolts; during vehicle operation, the front vibration, window area load and local impact borne by the support corner post 14 are transmitted to the connecting beam 101 through the connecting flange 143, and then the connecting beam 101 distributes the load to the roof load-bearing structure, thereby avoiding the load from being concentrated on a single connection position on the roof.

[0129] During the final assembly of the vehicle body, the structural references of the roof and the vehicle body underframe are first determined, and the support corner post 14 is positioned between the front window and the side window along with the headgear device 1. A connecting beam is set at the top, and the connecting beam is aligned with the top of the support corner post 14 and the roof interface, respectively. The connecting parts are inserted and tightened. At the bottom, the bottom connecting flange 143 of the support corner post 14 is aligned with the vehicle body underframe interface and tightened. During the connection process, the posture of the support corner post 14, the window frame opening size and the headgear shape are checked to avoid the corner post deflection caused by the connection pre-tightening. When the vehicle is running, the longitudinal impact, lateral vibration and top load of the front area of ​​the driver's cab can be transmitted to both ends along the support corner post 14. The top load is diffused to the roof through the connecting beam, and the bottom load is transmitted to the vehicle body underframe through the connecting flange 143. The reinforced structure 142 reduces the deformation of the end pipe wall and maintains the stability of the connection surface.

[0130] Through this application, since the supporting corner post 14 establishes clear connections with the roof and the vehicle body underframe at its top and bottom respectively, forming a load-bearing path running through the height of the vehicle body, the window support no longer relies solely on the local composite material area of ​​the driver's cab exterior cover 11, and can directly transfer larger loads to the main load-bearing structure of the vehicle body; the top connecting beam expands and adjusts the load transfer range, making the supporting corner post 14 easier to adapt to the roof interface, while the bottom connection provides a stable support point for the front structure, and the strengthening structure 142 and the connecting flange 143 jointly improve the end reliability; this solution can improve the overall rigidity, vibration resistance and connection safety of the front end of the driver's cab while maintaining the narrow shape of the supporting corner post 14 and expanding the driver's field of vision.

[0131] In addition to the above embodiments, the present invention also provides a rail vehicle, which includes power supply equipment, front-end electrical equipment, and a car body assembly corresponding to any of the above. The car body assembly forms a driver's cab and its supporting, enclosing, and connecting structures at the end of the car body. The power supply equipment is located on the top of the car body and may include a power supply and distribution section for supplying power to the vehicle's low-voltage equipment or related front-end equipment. The front-end electrical equipment is located at the end of the car body and distributed in the front, top, or side areas of the driver's cab. The power supply equipment and the front-end electrical equipment are electrically connected through vehicle lines. The lines enter the corresponding area of ​​the driver's cab from the top of the car body and are then distributed to the front end according to the equipment location. The top component 13, supporting corner posts 14, and internal space of the driver's cab provide conditions for line transition and equipment interface. The headgear device 1, the first skirt 2, and the second skirt 3 form the structure and protective boundary around the front-end equipment.

[0132] During vehicle assembly, the power supply equipment is first installed in the equipment area on the top of the vehicle body. The vehicle body assembly, including the driver's cab, is then connected to form the main body of the vehicle. The front-end electrical equipment is then arranged at the designed positions at the ends of the vehicle body. Cables enter the driver's cab from the output side of the power supply equipment along the wiring path on the roof. They can pass through the wiring position on the roof to the side cabinet of the driver's cab, and then connect to the front-end electrical equipment along the internal path of the driver's cab. When wiring, power supply lines and signal lines are distinguished and necessary protection is set. During vehicle operation, the power supply equipment continuously provides power to the front-end lighting, display, camera, sensing, or control equipment. The vehicle body assembly bears and transmits the load of the driver's cab and equipment. The driver's cab enclosure structure isolates the external environment. During maintenance, the power supply end on the roof, the transition wiring in the driver's cab, and the power supply end at the end of the vehicle body can be checked in sequence to quickly determine whether the fault is in the power supply, transmission, or equipment links.

[0133] Through this application, since the power supply equipment is concentrated on the top of the vehicle body and the front-end electrical equipment is concentrated at the end of the vehicle body, the two form a clear spatial and electrical relationship through the vehicle body assembly including the driver's cab. This allows full utilization of the roof equipment area and reduces the occupation of the driver's cab driving space. The driver's cab structure provides a continuous boundary for the transition from the roof wiring to the front-end equipment, and the composite material enclosure and vehicle body connection structure simultaneously ensure the strength and protection of the equipment's surroundings. This vehicle-level combination makes the driver's cab no longer just an independent outer shell, but an integrated module between the power supply path, front-end functional equipment, and vehicle body load-bearing structure, which is conducive to modular assembly of the whole vehicle, wiring management, and fault location.

[0134] In one specific embodiment, driver's cabs corresponding to any of the above-mentioned features are provided at both ends of the rail vehicle along its length. The driver's cabs at both ends are respectively connected to the corresponding ends of the car body and can form the same, mirror, or functionally equivalent structures according to the shape and direction of the vehicle. Each driver's cab may include a head cover device 1, a first skirt 2, and a second skirt 3, and is provided with interior decoration, support connection, wiring, inspection cover 4, or opening and closing mechanism 5 according to the corresponding subordinate scheme. The driving area, front-end equipment, and rescue interface of the driver's cabs at both ends face opposite directions, so that the corresponding ends can undertake driving control and forward observation functions without the need for the vehicle to turn around as a whole. The middle part of the car body connects the driver's cabs at both ends and provides them with common power supply, communication, and load-bearing foundation.

[0135] In actual use, the driver's cab at the forward end is activated according to the planned train running direction. The driver completes vehicle control and forward and side observation at this end, while the driver's cab at the other end remains in a non-driving state, but its head cover device 1 and skirt still provide end protection. After the vehicle reaches the turnaround point, the driver moves to the driver's cab at the other end and switches the control end. The original forward end becomes the rear end, and there is no need to change the overall direction of the vehicle with the aid of turning facilities. During manufacturing and maintenance, the driver's cabs at both ends can use a unified interface to connect to the car body, and share the structural standards of the head cover device 1, the first skirt 2, the second skirt 3, and the front end equipment as much as possible. When a part at one end is damaged, it can be repaired within the scope of not affecting the main structure of the other end. The lines at both ends are respectively connected to the common power supply and control system of the vehicle, and perform the corresponding functions according to the currently activated end.

[0136] This application enables bidirectional driving and rapid turnaround by providing driver's cabs at both ends of the rail vehicle, reducing the need for turning facilities and shunting time at the terminal station. This is particularly suitable for the frequent round-trip operation mode of urban rail lines. The use of identical or functionally equivalent modular structures for the driver's cabs at both ends improves the commonality of parts, the interchangeability of spare parts, and the efficiency of manufacturing and assembly, and facilitates the formation of a consistent driving view and operating environment. When a partial maintenance is required at either end of the driver's cab, the structure at the other end remains independent, and the end protection and equipment layout of the entire vehicle have clear boundaries, thereby improving operational flexibility and maintenance organization efficiency.

[0137] In one specific embodiment, based on the aforementioned corresponding rail vehicle, the rail vehicle further includes a track layout component. The front-end electrical equipment includes a display device located at the front of the driver's cab outer canopy 11 and rear-view camera devices located on both sides of the driver's cab. The track layout component forms branch channels at corresponding positions on the top component 13 or the supporting corner pillars 14. Each branch channel extends toward the display device and the rear-view camera devices on both sides, respectively. The line toward the display device can correspond to the destination display wiring 180, and the common line located in the top wiring conduit can correspond to the wiring 190 in the top wiring conduit. The lines toward the rear-view camera devices on both sides can enter the wiring channels inside the left and right supporting corner pillars 14 from both ends of the top component 13 through cable access ports 144. The branch channels are provided with exit positions near the equipment so that the power supply lines and signal lines of the display and camera devices are distributed within the protected path.

[0138] During wiring, the cable leading from the power supply equipment on the top of the vehicle body first enters the common passage on the top or side of the driver's cab. The cable 190 in the top conduit runs along the width of the top component 13 to the branch position. The cable for the front-end display device extends along the destination display cable 180 to the front of the driver's cab outer cover 11 and connects to the display device from the corresponding outlet. The cables for the left and right rear-view cameras enter the corresponding branch passage from both sides of the top component 13, and extend to the equipment position through the cable outlet 144 and the inside of the support corner post 14. Each branch can be marked separately and maintenance margin can be reserved to avoid confusion between the left and right equipment lines. When the vehicle is running, the display device displays vehicle information to the outside, and the rear-view camera captures images from both sides and rear and transmits them to the driver. The wiring components continuously provide power and signal connection for the equipment. During maintenance, the common passage can be checked section by section to the branch passage.

[0139] Through this application, since the wiring components form branch channels facing the front-end display device and the rear-view camera devices on both sides at the position of the top component 13 or the support corner column 14, the common power supply and signal paths can be orderly distributed near the equipment, reducing the exposed wiring harnesses crossing the driver's cab; the top component 13 is suitable for lateral distribution, and the left and right support corner columns 14 are suitable for longitudinal paths extending to the equipment on both sides. The combination of the two can shorten the line and protect the cable; the display device and the rear-view camera device each obtain independent and identifiable branches, which is conducive to equipment replacement and fault location, while avoiding the wiring occupying the driving space or damaging the interior surface, thereby improving the front-end electrical integration and the vehicle operation observation capability.

[0140] In one specific embodiment, based on the aforementioned corresponding rail vehicle, the rail vehicle is a low-floor tram. The car body underframe and interior floor are set according to the space requirements of low-floor vehicles. The first skirt 2 and the second skirt 3 are located below the driver's cab on both sides and cover the corresponding side of the car body underframe structure and the empty area between the car body and the track. The lower edge contour of the two skirts is determined by the vehicle clearance, track position and low-floor underframe height. Their outer surface is continuous with the side contour of the head cover device 1, and their inner side maintains a safe distance from the underframe load-bearing components, undercarriage equipment and movement boundaries. The first skirt 2 and the second skirt 3 are independent detachable covers, so that the side under-floor structure and space caused by the low-floor arrangement are not directly exposed, and a disassembly channel is reserved for the underframe area that needs to be inspected.

[0141] During the final assembly of the low-floor tram, the car body underframe, low-level interior floor, and driver's cab are integrated into the vehicle structure. Then, the first skirt 2 and the second skirt 3 are positioned from both sides of the vehicle, with the upper part of the skirts connecting to the head cover device 1, and the inner connection position of the skirts corresponding to the car body underframe. The distance between the lower edge of the skirts and the rails, switches, and allowable motion envelope is checked. After the position adjustment is completed, the two skirts are fixed. When the vehicle is running, the two skirts cover the steel structure of the low-level underframe, the connection area, and the empty part between the rails, blocking general splashes and maintaining the complete shape of the lower side of the front of the tram. When inspecting the car body underframe, repairing skirt damage, or changing the shape, the corresponding side skirt can be disconnected and removed individually. After the operation is completed, the skirt is repositioned to restore its outer contour and off-rail clearance to the design state.

[0142] Through this application, because the underframe of the low-floor tram is located at a lower position, the space between the side under-support structure and the rail is more easily visible to the outside. The first skirt 2 and the second skirt 3 respectively shield the areas on both sides, forming a continuous and neat front appearance of the vehicle and providing general protection for the underframe structure. The skirt outline is determined in conjunction with the track clearance, which can achieve a balance between the shielding range and the safe operating clearance. The detachable connection also ensures that the equipment and support structure in the low-floor area are still accessible for maintenance. This solves the problems of exposed side under-support structure, discontinuous appearance, and difficulty in balancing maintenance access and coverage protection in low-floor trams, improving the overall appearance quality, operational adaptability, and maintenance convenience of the vehicle.

[0143] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on its differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. Any combination of all embodiments provided by this invention is within the scope of protection of this invention and will not be elaborated upon here.

[0144] The driver's cab, car body assembly, and rail vehicle provided by this invention have been described in detail above. Specific examples have been used to illustrate the principles and implementation methods of this invention. The descriptions of the embodiments above are merely for the purpose of helping to understand the method and core ideas of this invention. It should be noted that those skilled in the art can make various improvements and modifications to this invention without departing from its principles, and these improvements and modifications also fall within the protection scope of the claims of this invention.

Claims

1. A driver's cab, characterized in that, It includes a headgear device (1), a first skirt (2) and a second skirt (3), wherein the first skirt (2) and the second skirt (3) are respectively disposed on both sides of the headgear device along the width direction of the vehicle; The hood device includes a driver's outer hood (11), an airtight wall assembly (12) located in the space enclosed by the driver's outer hood (11) and located at the lower part of the driver's outer hood (11), a top assembly (13) located at the top of the driver's outer hood (11), and a support corner post (14) located between the front window and the side window. The driver's outer cover (11), the airtight wall assembly, and the top assembly (13) are all composite material sandwich structures (15). The composite material sandwich structure includes an outer shell (151), a middle filling layer (152), and an inner shell (153) arranged sequentially from the outside to the inside. The thickness of the middle filling layer varies with the distance between the outer shell and the inner shell to completely fill the space between the outer shell and the inner shell.

2. The driver's cab according to claim 1, characterized in that, The headgear device (1) also includes an interior decorative panel (16), the inner shell (153) being a non-visible shaped surface that forms the basic shape outline of the driver's cab interior, and the interior decorative panel being bonded to at least a portion of the inner shell facing the driver's cab interior.

3. The driver's cab according to claim 1, characterized in that, The driver's outer cover (11) has a recess (111) at the connection between the front end and the side, and the supporting corner post (14) is accommodated in the recess; the outside of the supporting corner post (14) is provided with a first continuous fiber layer (112) that is continuously laid, spans the boundary area between the supporting corner post (14) and the recess, and is cured.

4. The driver's cab according to claim 3, characterized in that, The headgear device (1) further includes a support corner post decorative panel (141), which is adhered to the inside of the driver's outer cover (11) and covers the outside of the support corner post (14), and the support corner post decorative panel (141) covers at least a portion of the first continuous fiber layer (112).

5. The driver's cab according to claim 1, characterized in that, Both the top component (13) and the airtight wall component (12) are composite sandwich structures (15) of equal thickness. And / or, both ends of the supporting corner post (14) in the length direction are provided with a reinforcing structure (142) and a connecting flange (143).

6. The driver's cab according to claim 1, characterized in that, The driver's outer cover (11) is provided with a bearing surface (113) for bearing the top component (13), and the top component (13) is provided with an overlapping surface (131) for cooperating with the bearing surface and a limiting step (132) for limiting the overlap size between the overlapping surface and the bearing surface. The bearing surface is bonded to the overlapping surface, and a second continuous fiber layer is provided at the joint between the driver's outer cover (11) and the top component (13). The second continuous fiber layer is used to connect the top component (13) and the driver's outer cover (11).

7. The driver's cab according to claim 1, characterized in that, The inner side of the inner housing (153) is provided with a plurality of device mounting interfaces (17), at least one of the device mounting interfaces including a carrier base plate (171) and a groove (172) provided on the carrier base plate. The carrier substrate is bonded to the inner housing with structural adhesive, and the carrier substrate is provided with mounting holes (173) for the connector to pass through.

8. The driver's cab according to any one of claims 1 to 7, characterized in that, It also includes a wiring assembly, which includes a conduit (18) disposed inside the composite sandwich structure (15) and integrally formed with the composite sandwich structure, an in-column wiring channel formed inside the support corner post (14), and a cable passage (144) opened on the conduit wall of the support corner post (14). The cable routing conduit includes a side cable routing conduit extending upward along the side of the inner housing (153) and a top cable routing conduit extending along the width direction of the top assembly (13). The side cable routing conduit is connected to the top cable routing conduit, and the two ends of the top cable routing conduit are respectively connected to the internal cable routing channels of the two supporting corner posts (14) through the corresponding cable passage ports.

9. The driver's cab according to claim 8, characterized in that, The wiring path within the wiring assembly includes a high-mounted brake light wiring (19) extending along the length of the driver's cab, a maintenance light wiring (110), a panoramic camera wiring (120), a smoke detector wiring (130), a radio speaker wiring (140), an operating console wiring (150) extending along the height of the driver's cab, and a pyrotechnics main unit wiring (160).

10. The driver's cab according to any one of claims 1 to 7, characterized in that, The headgear device (1) is provided with an adhesive connection part (21) and a mechanical connection part (22) for connecting the vehicle body. The adhesive connection includes a bent edge that bends toward the vehicle body at the edge of the outer shell (151), the bent edge extending along the thickness direction of the composite sandwich structure (15). The mechanical connection includes multiple concealed connection points distributed at the front, rear and top of the headgear device.

11. The driver's cab according to any one of claims 1 to 7, characterized in that, Both the first skirt panel (2) and the second skirt panel (3) are detachably connected to the lower side of the headgear device (1). Both the first skirt panel (2) and the second skirt panel (3) are detachably connected to the headgear device and the vehicle body frame. Both the first skirt panel (2) and the second skirt panel (3) are used to cover the load-bearing structure of the vehicle body frame, the connection seam between the headgear device and the vehicle body, and the empty area between the vehicle body and the track.

12. The driver's cab according to claim 11, characterized in that, The headgear device (1) is provided with a limiting slot (114). The first skirt (2) and the second skirt (3) are both provided with a snap-fit ​​part (23) for engaging with the limiting slot (114). The snap-fit ​​part is inserted into the limiting slot (114), and the snap-fit ​​part can move relative to the limiting slot (114) along the length and height directions of the vehicle. The limiting slot (114) is provided with an elastic limiting part (115), which can elastically deform along the vehicle width direction to adjust the installation position of the first skirt (2) and the second skirt (3) relative to the headgear device (1) in the vehicle width direction.

13. The driver's cab according to any one of claims 1-7, characterized in that, It also includes an inspection cover (4) located at the front end of the head cover device (1) and which can be opened or closed, a telescopic support mechanism (41) supporting the inspection cover to the open position, and a rotating connection mechanism (42) rotatably connecting the inspection cover to the head cover device. The front end of the head cover device is provided with a recessed overlapping surface for cooperating with the inspection cover plate. The inspection cover plate is provided with an overlapping stagger (44) for cooperating with at least part of the recessed overlapping surface. The recessed overlapping surface is provided with a sealing element (46). When the inspection cover plate is in the closed position, the sealing element is squeezed and together with the head cover device, they form a waterproof chamber.

14. The driver's cab according to claim 13, characterized in that, The waterproof chamber formed by the inspection cover (4) and the headgear device (1) is equipped with at least two of the following: a windshield wiper, a water tank, a sand injection device, a headlight, a decorative light, and an anti-climb device.

15. The driver's cab according to any one of claims 1 to 7, characterized in that, It also includes an opening and closing mechanism (5) located at the front end of the headgear device (1), which can be switched to a shielding position or a rescue position; When the opening and closing mechanism (5) is in the shielding position, the opening and closing mechanism (5) covers the front hook of the vehicle and is continuous with the outer contour of the hood device to protect the front hook of the vehicle. When the opening and closing mechanism (5) is in the rescue position, the opening and closing mechanism (5) avoids the front hook of the vehicle so that the front hook of the vehicle can be connected to the external rescue vehicle.

16. A vehicle body assembly, characterized in that, Includes a vehicle body, a vehicle body frame, and a driver's cab as described in any one of claims 1 to 15; The headgear device (1) is connected to the end of the vehicle body. The first skirt (2) and the second skirt (3) are detachably connected to the headgear device and the vehicle body frame, respectively. A composite connection interface is formed between the headgear device and the vehicle body. The composite connection interface includes an adhesive area for transmitting distributed load and achieving sealing, as well as a mechanical connection area for restricting the headgear device from detaching from the vehicle body.

17. The vehicle body assembly according to claim 16, characterized in that, The bonding area includes a bent edge, and the outer shell (151) of the driver's outer cover (11) is provided with the bent edge bending toward the vehicle body, and the bent edge is bonded to the corresponding surface of the vehicle body.

18. The vehicle body assembly according to claim 16, characterized in that, The mechanical connection area includes multiple mechanical connection points located at the front end, rear end and top end of the headgear device (1), and at least some of the mechanical connection points are located in the non-visual space enclosed by the vehicle electrical cabinet or the driver's cab control panel.

19. The vehicle body assembly according to claim 16, characterized in that, The top of the supporting corner post (14) is connected to the roof of the vehicle body via a connecting beam, and the bottom of the supporting corner post is connected to the chassis of the vehicle body.

20. A rail vehicle, characterized in that, It includes power supply equipment, front-end electrical equipment, and a vehicle body assembly as described in any one of claims 16 to 19, wherein the power supply equipment is located at the top of the vehicle body, and the front-end electrical equipment is located at the end of the vehicle body.

21. The rail vehicle according to claim 20, characterized in that, The rail vehicle is provided with a driver's cab as described in any one of claims 1-15 at both ends along its length.

22. The rail vehicle according to claim 20, characterized in that, It also includes a wiring assembly. The front-end electrical equipment includes a display device located at the front of the driver's cab exterior cover (11) and rear-view camera devices located on both sides of the driver's cab. The wiring assembly forms branch channels at the positions corresponding to the top assembly (13) or the supporting corner column (14). Each branch channel faces the display device and the rear-view camera device respectively.

23. The rail vehicle according to claim 20, characterized in that, The rail vehicle is a low-floor tram, and the first skirt (2) and the second skirt (3) respectively cover the car body underframe structure on the corresponding side and the empty area between the car body and the track.

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