A side wall plate lap joint structure for a rail transit vehicle and a rail transit vehicle

Abstract

The utility model provides a kind of for rail transit vehicle's side wall board lap joint structure and rail transit vehicle, it is related to vehicle interior technical field, side wall board lap joint structure includes first interior side wall board, second interior side wall board, auxiliary wall board, flexible adhesive and fastening assembly;Auxiliary wall board is located between second interior side wall board and the vehicle body side wall of vehicle, and one end is fixedly connected with first interior side wall board;Auxiliary wall board is connected in vehicle body side wall by fastening assembly;Second interior side wall board is connected in auxiliary wall board by flexible adhesive, so that the lap joint edge of second interior side wall board is flush with the lap joint edge of first interior side wall board, effectively solve the problem of side wall board lap joint seam misalignment, ensure that adjacent side wall board lap joint edge keeps flush during installation and use process.Rigid collision damage is avoided by flexible connection mode, improve structural reliability, overall scheme meets the lightweight design requirement of vehicle under the premise of guaranteeing function.

Description

Technical Field

[0001] This utility model relates to the field of vehicle interior technology, and more specifically, to a side wall panel overlap structure for rail transit vehicles and the rail transit vehicle itself. Background Technology

[0002] The interior quality of rail transit vehicles directly affects the passenger experience, and the flatness and aesthetics of the side wall panel overlap joints are key indicators of interior quality. Currently, there are two main methods for side wall panel overlap in the industry, but both have obvious drawbacks.

[0003] The natural overlapping method, as a traditional solution, has inherent structural design flaws. Please combine... Figure 1 In this design, adjacent interior sidewall panels 01 are attached to independent wall panel brackets 02 using Velcro 03, and then the wall panel brackets 02 are fixed to the vehicle body sidewall 04. This separate connection method leads to the superposition of multiple error sources: First, the manufacturing tolerances of the wall panel brackets 02 themselves are unavoidable; second, the installation position of the brackets on the vehicle body cannot be guaranteed to be absolutely coplanar; third, the thermal expansion and contraction characteristics of interior materials such as fiberglass will exacerbate the deformation of the panels. These factors together cause a significant height difference at the overlapping edges of adjacent sidewall panels 01, forming a visually discontinuous "misalignment" phenomenon. This defect not only affects aesthetics, but may also cause abnormal noises at the overlapping points due to vibration during long-term use.

[0004] To address the aforementioned issues, the grout strip method was developed. Please refer to... Figure 2 This design improves the visual appeal by using a shared wall panel bracket 007 and adding decorative covering strips, but it introduces new problems: the increased structural complexity leads to a surge in the number of parts. The interior side wall panel 001 is connected to the wall panel bracket 007 via multiple additional components, including snap-fit ​​profiles 005, PVC sealant strips 003, anti-loosening rubber strips 004, and Velcro fasteners 006. The wall panel bracket is then connected to the vehicle body side wall 002. This design not only increases material costs and assembly time but also runs counter to the trend of lightweight development in rail transit vehicles. The complex assembly structure also increases maintenance difficulty, and the sealant strips are prone to aging and detachment during long-term use.

[0005] To address the problems of poor flatness, complex structure, and difficult maintenance in existing side wall panel overlapping structures, there is an urgent need to develop a new overlapping solution. Utility Model Content

[0006] The purpose of this utility model is to provide a side wall panel overlap structure for rail transit vehicles and a rail transit vehicle, so as to improve the flatness of the side wall panel overlap, simplify the structure, and improve the convenience of maintenance.

[0007] To solve the above problems, this utility model provides a side wall panel overlapping structure for rail transit vehicles and a rail transit vehicle.

[0008] In a first aspect, this utility model provides a side wall panel overlap structure for rail transit vehicles, including a first interior side wall panel, a second interior side wall panel, an auxiliary wall panel, a flexible adhesive, and a fastening assembly; the auxiliary wall panel is located between the second interior side wall panel and the vehicle body side wall, and one end is fixedly connected to the first interior side wall panel; the auxiliary wall panel is connected to the vehicle body side wall through the fastening assembly; the second interior side wall panel is connected to the auxiliary wall panel through the flexible adhesive, so that the overlap edge of the second interior side wall panel is flush with the overlap edge of the first interior side wall panel.

[0009] The beneficial effects of the side wall panel overlap structure for rail transit vehicles of this utility model are: The first interior side wall panel forms a rigid connection with the vehicle body side wall through an auxiliary wall panel, establishing a stable installation reference surface. The second interior side wall panel is attached to the surface of the auxiliary wall panel through a flexible adhesive, and the overlapping edge position can be adjusted during installation by utilizing the deformation characteristics of the flexible medium. Since the overlapping edges of the two side wall panels share the auxiliary wall panel as a common support surface, the installation error is limited to a single reference surface. The elastic deformation of the flexible adhesive can absorb the deformation of the panel itself, ensuring that the overlapping edges remain flush during long-term use. This utility model establishes a unified reference surface through the auxiliary wall panel, fundamentally eliminating the risk of misalignment caused by multiple reference surfaces. At the same time, it eliminates the need for additional parts such as snap-fit ​​profiles and sealant strips, achieving functionality solely through the combination of the auxiliary wall panel and the flexible adhesive, reducing structural layers. In terms of assembly process, there is no need for sealant strip insertion and rubber strip anti-loosening operations, simplifying the installation steps and effectively solving the problem of misalignment at the overlapping seams of the side wall panels, ensuring that the overlapping edges of adjacent side wall panels remain flush during installation and use. Flexible connection methods avoid rigid collision damage and improve structural reliability. The overall solution meets the vehicle lightweight design requirements while ensuring functionality.

[0010] Optionally, it also includes a pre-embedded connecting rail; the pre-embedded connecting rail is connected to the side wall of the vehicle body and is used to cooperate with the fastening components.

[0011] Optionally, the cross-section of the pre-embedded connecting rail is one of C-type, T-type, or dovetail type.

[0012] Optionally, the track section of the pre-embedded connecting rail is C-shaped; the fastening component (4) includes a T-bolt and a fastening nut, the T-bolt is slidably set in the pre-embedded connecting rail, and the fastening nut cooperates with the T-bolt.

[0013] Optionally, the cross section of the pre-embedded connecting rail is C-shaped; the fastening component (4) includes a sliding nut and a screw; the sliding nut is slidably set in the pre-embedded connecting rail, and the screw cooperates with the sliding nut.

[0014] Alternatively, the flexible adhesive can be Velcro or reusable double-sided tape.

[0015] Optionally, when the flexible adhesive is a nylon hook and loop fastener, the hook side and the rough side of the hook and loop fastener are respectively fixed to the overlapping surfaces of the auxiliary wall panel and the second interior side wall panel.

[0016] Optionally, the first interior side wall panel and the auxiliary wall panel are welded parts or integrally molded parts.

[0017] Optionally, elastic pads for compensating for gaps and absorbing vibrations are provided at the connection between the auxiliary wall panel and the pre-embedded connecting rail.

[0018] Secondly, this utility model provides a rail transit vehicle, including a car body side wall and a side wall panel overlap structure as described above. Attached Figure Description

[0019] Figure 1 This is a schematic diagram of the natural overlapping method of the overlapping structure in the background art; Figure 2 A schematic diagram of the overlapping structure of the Sino-US seam strip method in the background technology; Figure 3 This is a schematic diagram of the side wall panel overlap structure in an embodiment of this utility model; Figure 4 This is a schematic diagram of one possible structural connection between the fastening component and the pre-embedded connecting rail in an embodiment of this utility model.

[0020] Explanation of reference numerals in the attached figures: In the background technology: 01. Interior side wall panel; 02. Wall panel bracket; 03. Velcro; 04. Vehicle body side wall; 001. Interior side wall panel; 002. Vehicle body side wall; 003. PVC sealant strip; 004. Rubber strip; 005. Clip-on profile; 006. Nylon Velcro; 007. Wall panel bracket; In this utility model: 1. First interior side wall panel; 2. Second interior side wall panel; 3. Auxiliary wall panel; 4. Flexible adhesive component; 5. Fastening assembly; 51. T-bolt; 52. Fastening nut; 6. Embedded connecting rail; 7. Vehicle body side wall. Detailed Implementation

[0021] To make the above-mentioned objects, features, and advantages of this utility model more apparent and understandable, specific embodiments of this utility model will be described in detail below with reference to the accompanying drawings. Although some embodiments of this utility model are shown in the drawings, it should be understood that this utility model can be implemented in various forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided to provide a more thorough and complete understanding of this utility model. It should be understood that the drawings and embodiments of this utility model are for illustrative purposes only and are not intended to limit the scope of protection of this utility model.

[0022] The term "comprising" and its variations as used herein are open-ended, meaning "including but not limited to"; the term "based on" means "at least partially based on"; the term "one embodiment" means "at least one embodiment"; the term "another embodiment" means "at least one additional embodiment"; the term "some embodiments" means "at least some embodiments"; and the term "optionally" means "optional embodiments". Definitions of other terms will be given in the following description. It should be noted that the concepts of "first," "second," etc., mentioned in this utility model are only used to distinguish different devices, modules, or units, and are not used to limit the order of functions performed by these devices, modules, or units or their interdependencies.

[0023] It should be noted that the terms "one" and "multiple" used in this utility model are illustrative rather than restrictive. Those skilled in the art should understand that, unless otherwise expressly indicated in the context, they should be understood as "one or more".

[0024] like Figure 3-4 As shown in the figure, an embodiment of the present invention provides a side wall panel overlap structure for rail transit vehicles, including a first interior side wall panel 1, a second interior side wall panel 2, an auxiliary wall panel 3, a flexible adhesive 4, and a fastening assembly 5; the auxiliary wall panel 3 is located between the second interior side wall panel 2 and the vehicle body side wall 7, and one end is fixedly connected to the first interior side wall panel 1; the auxiliary wall panel 3 is connected to the vehicle body side wall 7 through the fastening assembly 5; the second interior side wall panel 2 is connected to the auxiliary wall panel 3 through the flexible adhesive 4, so that the overlap edge of the second interior side wall panel 2 is flush with the overlap edge of the first interior side wall panel 1.

[0025] The first interior side wall panel 1 and the second interior side wall panel 2 refer to any two adjacent interior side wall panels within the rail transit vehicle. The auxiliary wall panel 3 refers to the transition support structure set between the vehicle body side wall 7 and the second interior side wall panel 2, which can be implemented using metal profiles or composite material panels, and is used to establish a common installation benchmark for the first interior side wall panel 1 and the second interior side wall panel 2. The flexible adhesive component 4 refers to a connecting medium with elastic deformation capability, which can be implemented using nylon hook and loop fasteners or reusable double-sided tape, and is used to allow for fine-tuning of the position when fixing the second interior side wall panel 2. The fastening assembly 5 refers to the mechanical connection device that fixes the auxiliary wall panel 3 to the vehicle body side wall 7, which can be implemented using a combination of sliding bolts and nuts, and is used to provide an adjustable installation fixing point.

[0026] Specifically, the first interior side wall panel 1 forms a rigid connection with the vehicle body side wall 7 through the auxiliary wall panel 3, establishing a stable installation reference surface. The second interior side wall panel 2 is attached to the surface of the auxiliary wall panel 3 through a flexible adhesive 4. During installation, the overlapping edge position can be adjusted by utilizing the deformation characteristics of the flexible medium. Since the overlapping edges of the two interior side wall panels share the auxiliary wall panel 3 as a common support surface, the installation error is limited to a single reference surface. The elastic deformation of the flexible adhesive 4 can absorb the deformation of the panel itself, ensuring that the overlapping edges remain flush during long-term use. This embodiment establishes a unified reference surface through the auxiliary wall panel 3, fundamentally eliminating the risk of misalignment caused by multiple reference surfaces. At the same time, it eliminates the need for additional parts such as snap-fit ​​profiles and sealant strips, achieving functionality solely through the combination of the auxiliary wall panel 3 and the flexible adhesive 4, reducing structural layers. In terms of assembly process, there is no need for sealant strip insertion and rubber strip anti-loosening operations, simplifying the installation steps and effectively solving the problem of misalignment at the side wall panel overlapping seams, ensuring that the overlapping edges of adjacent side wall panels remain flush during installation and use. By reducing structural layers and the number of parts, flush joints are achieved while lowering material costs and assembly time. Flexible connections prevent damage from rigid collisions, improving structural reliability. The overall solution meets vehicle lightweight design requirements while ensuring functionality.

[0027] Optionally, the pre-embedded connecting rail 6 is connected to the side wall 7 of the vehicle body for use with the fastening component 5.

[0028] The pre-embedded connecting rail 6 refers to a guide profile that is pre-embedded inside or fixedly installed on the surface of the vehicle side wall 7. It can be manufactured using metal extrusion profiles or injection molding processes, and for example, fixed to the steel structure of the vehicle side wall 7 by welding or bolting. Its function is to provide a sliding mounting track for the fastening assembly 5, enabling an adjustable connection between the auxiliary wall panel 3 and the vehicle side wall 7. The fastening assembly 5 is a locking mechanism that cooperates with the pre-embedded connecting rail 6. Its function is to allow sliding relative to the pre-embedded connecting rail 6 when not locked to adjust and eliminate installation errors, ensuring the positioning accuracy between the auxiliary wall panel 3 and the vehicle side wall 7. Simultaneously, after locking, it is fixed relative to the pre-embedded connecting rail 6 to ensure the position of the auxiliary wall panel 3 is locked.

[0029] Specifically, the pre-embedded connecting rail 6 is installed during the manufacturing stage of the vehicle body side wall 7, and its length can extend longitudinally along the vehicle. When the auxiliary wall panel 3 is connected to the pre-embedded connecting rail 6 via the fastening assembly 5, the operator can slide and adjust the position of the fastening assembly 5 along the rail to achieve precise installation positioning of the auxiliary wall panel 3. For example, after the vehicle body side wall 7 is welded, the pre-embedded connecting rail 6 is fixed to its surface by continuous welding to form a straight track of the same length as the vehicle body. By forming a continuous straight track with the pre-embedded connecting rail 6, the installation position of the auxiliary wall panel 3 is directly controlled by the geometric accuracy of a single track, eliminating the cumulative error of multiple independent supports. At the same time, as a component of the vehicle body side wall 7, the pre-embedded connecting rail 6 has higher structural strength than traditional riveted supports and can withstand greater loads. This design effectively solves the problem of misalignment at the overlapping edges of the interior side wall panels. Through the cooperation of the pre-embedded connecting rail 6 and the fastening component 5, it ensures that the mounting plane of the auxiliary wall panel 3 is at the same height as the vehicle body side wall 7. This allows the second interior side wall panel 2 to naturally form a flush overlap when connected to the auxiliary wall panel 3 via the flexible adhesive component 4. Simultaneously, it reduces the use of multiple bracket parts in traditional solutions, simplifying the assembly process.

[0030] Optionally, the cross-section of the pre-embedded connecting rail 6 is one of C-type, T-type, or dovetail type.

[0031] Among them, the C-shaped track section refers to a metal profile with an open slot along its length, specifically made by bending cold-rolled steel sheet. The open slot is used to accommodate the sliding portion of the T-bolt 51 or sliding nut. The T-shaped track section refers to a metal profile with a T-shaped cross-section, specifically made by processing extruded aluminum profiles. Its lateral flange is used to limit the lateral displacement of the fastener. The dovetail-shaped track section refers to a metal profile with a trapezoidal cross-section and inclined guide surfaces on both sides, specifically made by injection molding composite materials. Its inclined structure enables the fastener to self-lock.

[0032] Specifically, when the pre-embedded connecting rail 6 adopts a C-shaped cross-section, the fasteners can be inserted laterally and adjusted longitudinally through the open slot. For example, during installation, the head of the T-bolt 51 can slide along the slot of the C-shaped rail to the target position, and then the auxiliary wall panel 3 can be locked in place by the nut. If a T-shaped cross-section is used, the fasteners are limited by the lateral flange to prevent displacement during installation. The dovetail-shaped cross-section utilizes the guiding effect of the inclined plane to automatically center and stabilize the fasteners during insertion. By using a pre-embedded connecting rail 6 with a specific cross-sectional shape, the load-bearing capacity of the traditional structure is retained, and the continuous adjustable positioning of the fasteners is achieved through the rail guiding feature, effectively compensating for the installation error between the vehicle side wall 7 and the interior panel.

[0033] Optionally, please combine Figure 4 The pre-embedded connecting rail 6 has a C-shaped track section. The fastening component 5 includes a T-bolt 51 and a fastening nut 52. The T-bolt 51 is slidably disposed in the pre-embedded connecting rail 6, and the fastening nut 52 cooperates with the T-bolt 51.

[0034] The opening width of the C-shaped track section matches the head size of the T-bolt 51, allowing the T-bolt 51 to slide longitudinally within the track. The T-bolt 51 refers to a flat structure with a laterally extending bolt head, which can be manufactured by forging or machining. Its head is embedded in the C-shaped track, and its shank passes through the auxiliary wall plate 3 and engages with the fastening nut 52. The relative position of the auxiliary wall plate 3 and the vehicle side wall 7 is adjusted by sliding. The fastening nut 52 is a fastener that threads with the T-bolt 51; it can be a hexagonal fastening nut 52 or a flange fastening nut 52. Tightening the nut presses and fixes the auxiliary wall plate 3 onto the vehicle side wall 7.

[0035] Specifically, the C-shaped pre-embedded connecting rail 6 is pre-installed on the surface of the vehicle side wall 7 by welding or bolting, and the auxiliary wall panel 3 is connected to the pre-embedded connecting rail 6 by fastening assembly 5. During installation, the head of the T-bolt 51 is embedded in the C-shaped groove of the pre-embedded connecting rail 6 and slides longitudinally along the rail to the target position. Then, the mounting hole of the auxiliary wall panel 3 is aligned with the shank of the T-bolt 51, and the fixing is completed by tightening the fastening nut 52. Since the T-bolt 51 can slide freely in the rail, the installation position of the auxiliary wall panel 3 can be finely adjusted to compensate for manufacturing errors of the vehicle side wall 7 or the pre-embedded connecting rail 6, ensuring that the overlapping edge of the second interior side wall panel 2 is flush with that of the first interior side wall panel 1.

[0036] Optionally, the cross-section of the pre-embedded connecting rail 6 is C-shaped; the fastening component 5 includes a sliding nut and a screw; the sliding nut is slidably disposed within the pre-embedded connecting rail 6, and the screw cooperates with the sliding nut.

[0037] The sliding nut refers to a threaded connector that can slide inside the pre-embedded connecting rail 6. Specifically, it can be a square nut with a flange, whose flange forms a limit with the open side of the C-shaped rail to prevent the sliding nut from rotating inside the rail. The screw refers to a fastener that forms a threaded engagement with the sliding nut. Specifically, it can be a hexagonal head screw, which is screwed into the sliding nut to press the auxiliary wall plate 3 onto the side wall 7 of the vehicle body.

[0038] Specifically, the pre-embedded connecting rail 6 is fixed to the surface of the vehicle side wall 7 by welding or bolting, and its C-shaped cross-section forms a continuous sliding channel. During installation, the sliding nut is embedded inside the rail and moves freely along its length. When the auxiliary wall panel 3 needs to be fixed, the sliding nut is pushed to the preset position, and then the screw passes through the mounting hole on the auxiliary wall panel 3 and is screwed into the sliding nut. The axial pressure is generated by the threaded locking, so that the auxiliary wall panel 3 and the vehicle side wall 7 form a rigid connection.

[0039] Optionally, the flexible adhesive 4 is a Velcro fastener or a reusable double-sided tape.

[0040] Among them, the nylon hook and loop fastener refers to a detachable connector consisting of a hook side and a rough side, specifically made of high-density polyethylene or polypropylene. The mechanical engagement of the hook and loop sides enables a flexible connection between the auxiliary wall panel 3 and the second interior side wall panel 2. The reusable double-sided adhesive tape refers to a strip material with a pressure-sensitive adhesive layer, specifically made of a polyester film substrate coated with acrylic or silicone adhesives. The adhesive force enables an adjustable connection between the auxiliary wall panel 3 and the second interior side wall panel 2.

[0041] Specifically, the overlapping surfaces of the auxiliary wall panel 3 and the second interior side wall panel 2 are connected non-rigidly by a flexible adhesive 4. When using Velcro, the hook side is pre-fixed to the overlapping surface of the auxiliary wall panel 3, and the rough side is correspondingly fixed to the overlapping surface of the second interior side wall panel 2. The two are engaged by pressing. When using reusable double-sided tape, one side is adhered to the auxiliary wall panel 3, and the other side is adhered to the second interior side wall panel 2, allowing for minor adjustments during installation. Because the flexible adhesive 4 itself has uniform thickness and elastic deformation capability, it can absorb minor deformation deviations between the auxiliary wall panel 3 and the second interior side wall panel 2 during assembly, thus ensuring that the overlapping edges of the two are always on the same plane. By directly connecting the second interior side wall panel 2 to the auxiliary wall panel 3, which is fixedly connected to the first interior side wall panel 1, the superposition of installation errors from two independent supports is eliminated. Only a single flexible adhesive 4 is needed to achieve flush overlapping edges, avoiding the structural complexity and increased weight problems caused by assembling multiple parts. This effectively solves the misalignment problem caused by installation errors and material deformation at the overlapping edges of the side wall panels. The elastic deformation compensation function of the flexible adhesive component 4 ensures that the overlapping edges are flush. At the same time, the detachable nature of the nylon hook and loop fasteners facilitates later maintenance, and the reusable double-sided tape simplifies the installation and adjustment process. Both implementation methods achieve structural simplification and improved assembly efficiency.

[0042] Optionally, the first interior side wall panel 1 and the auxiliary wall panel 3 are welded parts or integrally molded parts.

[0043] Among them, welded parts refer to combined structures formed by connecting two independent components through welding processes, specifically arc welding or laser welding. Welded connections ensure rigid fixation between the first interior side wall panel 1 and the auxiliary wall panel 3, avoiding misalignment of overlapping edges due to assembly errors. Iso-molded parts refer to components where the first interior side wall panel 1 and the auxiliary wall panel 3 are processed into a single integral structure using molds or casting processes, specifically injection molding or die casting. Iso-molding eliminates assembly steps and directly ensures the geometrical consistency of the two components.

[0044] Specifically, the first interior side wall panel 1 and the auxiliary wall panel 3 are fixedly connected by welding or integral molding. In the welding embodiment, the connecting surfaces of the two are fused together by welding to form a rigid, non-removable connection; in the integral molding embodiment, the two are directly formed into a seamless integral structure through mold processing. Thus, the relative position between the first interior side wall panel 1 and the auxiliary wall panel 3 is strictly defined, and the overlapping edges of the two can be aligned without relying on additional assembly adjustments.

[0045] Optionally, an elastic pad for compensating for gaps and absorbing vibrations is provided at the connection between the auxiliary wall panel 3 and the pre-embedded connecting rail 6.

[0046] Elastic gaskets are thin, sheet-like components made of elastic materials, such as rubber, silicone, or polyurethane, with an elastic modulus ranging from 0.5 to 5 MPa. This feature, by incorporating a compressible dielectric layer at the connection interface, can accommodate dimensional deviations that occur during assembly. Gap compensation refers to filling the assembly gaps between connectors using the deformation capacity of the elastic material. This can be achieved by selecting an elastomer with a Shore hardness of 40-80 A, a hardness range that ensures both support strength and effective deformation. Vibration absorption utilizes the damping properties of the elastic material to attenuate mechanical vibration energy. This can be achieved using closed-cell foam structures or composite layered structures, such as rubber gaskets with honeycomb cavities.

[0047] Specifically, elastic gaskets are installed at the bolt connection points between the auxiliary wall panel 3 and the pre-embedded connecting rail 6. These gaskets are pressed between the connecting surfaces to form a flexible buffer layer. When assembly gaps occur between the vehicle side wall 7 and the auxiliary wall panel 3 due to manufacturing errors, the elastic gaskets fill the gaps through their own compression deformation, ensuring that the auxiliary wall panel 3 maintains its predetermined installation position. During vehicle operation, the elastic gaskets dissipate vibration energy through periodic compression and rebound, effectively blocking the transmission path of vibration to the second interior side wall panel 2. This structure ensures that the overlapping edges of the second interior side wall panel 2 and the first interior side wall panel 1 remain flush, eliminating the need for high-precision machining or frequent adjustments.

[0048] In some embodiments, the elastic gasket can be designed as a ring structure fitted onto the fastening bolt, and its outer diameter can be 1.2-1.5 times larger than the bolt head diameter. In another embodiment, the elastic gasket can be stacked in the mounting groove of the pre-embedded connecting rail 6, with a pre-compression allowance of 0.5-2mm in the thickness direction.

[0049] This embodiment utilizes the deformation compensation function of the elastic gasket to adaptively absorb assembly deviations of up to 3mm, while simultaneously reducing the vibration acceleration transmission rate, thus fundamentally suppressing overlap displacement caused by vibration. This effectively solves the problem of misalignment at the side wall panel overlap caused by vehicle body manufacturing errors and operational vibrations. The elastic gasket, while compensating for gaps, also forms a vibration isolation layer, maintaining a stable relative position between the second interior side wall panel 2 and the auxiliary wall panel 3, ensuring the overlap remains flush over the long term, and significantly improving the aesthetics and reliability of the interior panel seams.

[0050] This utility model provides a rail transit vehicle, including the side wall panel overlap structure for rail transit vehicles as described above.

[0051] The advantages of the rail transit vehicle in this embodiment compared to the prior art are the same as those of the side wall panel overlapping structure for rail transit vehicles described above, and will not be repeated here.

[0052] Although the present invention has been disclosed above, its protection scope is not limited thereto. Those skilled in the art can make various changes and modifications without departing from the spirit and scope of the present invention, and all such changes and modifications will fall within the protection scope of the present invention.

Claims

1. A side wall panel overlap structure for rail transit vehicles, characterized in that, The system includes a first interior side wall panel (1), a second interior side wall panel (2), an auxiliary wall panel (3), a flexible adhesive component (4), and a fastening assembly (5). The auxiliary wall panel (3) is located between the second interior side wall panel (2) and the vehicle body side wall (7), and one end is fixedly connected to the first interior side wall panel (1). The auxiliary wall panel (3) is connected to the vehicle body side wall (7) through the fastening assembly (5). The second interior side wall panel (2) is connected to the auxiliary wall panel (3) through the flexible adhesive component (4), so that the overlapping edge of the second interior side wall panel (2) is flush with the overlapping edge of the first interior side wall panel (1).

2. The side wall panel overlap structure for rail transit vehicles according to claim 1, characterized in that, It also includes a pre-embedded connecting rail (6); the pre-embedded connecting rail (6) is connected to the side wall of the vehicle body (7) and is used to cooperate with the fastening assembly (5).

3. The side wall panel overlap structure for rail transit vehicles according to claim 2, characterized in that, The cross-section of the pre-embedded connecting rail (6) is one of C-type, T-type, or dovetail type.

4. The side wall panel overlap structure for rail transit vehicles according to claim 3, characterized in that, The pre-embedded connecting rail (6) has a C-shaped track section; the fastening assembly (5) includes a T-bolt (51) and a fastening nut (52). The T-bolt (51) is slidably disposed in the pre-embedded connecting rail (6), and the fastening nut (52) is threadedly engaged with the T-bolt (51) to lock the auxiliary wall panel (3) onto the pre-embedded connecting rail (6).

5. The side wall panel overlap structure for rail transit vehicles according to claim 3, characterized in that, The pre-embedded connecting rail (6) has a C-shaped track section; the fastening component (5) includes a sliding nut and a screw; the sliding nut is slidably disposed in the pre-embedded connecting rail (6), and the screw is threadedly engaged with the sliding nut to lock the auxiliary wall panel (3) onto the pre-embedded connecting rail (6).

6. The side wall panel overlap structure for rail transit vehicles according to claim 1, characterized in that, The flexible adhesive (4) is a nylon hook and loop fastener or a reusable double-sided adhesive tape.

7. The side wall panel overlap structure for rail transit vehicles according to claim 6, characterized in that, When the flexible adhesive (4) is a nylon hook and loop fastener, the hook side and the rough side of the nylon hook and loop fastener are respectively fixed to the overlapping surfaces of the auxiliary wall panel (3) and the second interior side wall panel (2).

8. The side wall panel overlap structure for rail transit vehicles according to claim 1, characterized in that, The first interior side wall panel (1) and the auxiliary wall panel (3) are welded parts or integrally formed parts.

9. The side wall panel overlap structure for rail transit vehicles according to claim 2, characterized in that, The connection between the auxiliary wall panel (3) and the pre-embedded connecting rail (6) is provided with an elastic pad for compensating for gaps and absorbing vibrations.

10. A rail transit vehicle, characterized in that, Includes the vehicle body sidewall (7) and the sidewall panel overlap structure as described in any one of claims 1 to 9.

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