Straddle-type monorail vehicle body structure and straddle-type monorail vehicle

Abstract

The utility model provides a kind of straddle-type monorail car body structure and straddle-type monorail vehicle, it is related to rail transit vehicle technical field, straddle-type monorail car body structure includes underframe, side wall, roof, cab and end wall;Underframe includes two intervally arranged bottom edge beams;Two side walls are connected on two bottom edge beams respectively;The top of side wall has the curved extension of upper bending beam in the direction of car body center line;Upper bending beam is connected in the side of roof;Cab is connected in one end of underframe, and is connected with side wall;End wall is connected in one end of underframe, side wall and roof away from cab;Wherein, the length of roof in the width direction of car body is less than the width between two edge beams;Multiple window installation openings are arranged in the length direction of car body in side wall at intervals;The top of window installation opening is located in upper bending beam, realizes the significant improvement of visual field permeability under sightseeing scene.

Description

Technical Field

[0001] This utility model relates to the field of rail transit vehicle technology, specifically to a straddle-type monorail car body structure and a straddle-type monorail vehicle. Background Technology

[0002] Straddle-type monorail transit systems are widely used in urban public transportation and tourist routes due to their advantages such as small footprint, strong climbing ability, small turning radius, and low noise. The existing straddle-type monorail vehicle body structure usually consists of a chassis, side walls, roof, end walls, and driver's cab, and its structural design is similar to that of traditional subway and light rail vehicles.

[0003] In sightseeing and tourism applications, passengers have higher requirements for the visibility of the outside world. However, existing straddle-type monorail vehicles have the following shortcomings: First, the roof width is usually similar to the underframe width or even directly connected to the side walls via a curved surface, which limits the effective area of ​​the side walls and makes it impossible to install sufficiently large windows. Second, the traditional vertical or inward-sloping side wall design is limited in height by the roof structure, further compressing the vertical field of vision through the windows. Utility Model Content

[0004] The purpose of this invention is to increase the effective area of ​​the side wall, thereby allowing for larger windows to improve passenger visibility and comfort.

[0005] To address the aforementioned problems, this utility model provides a straddle-type monorail body structure and a straddle-type monorail vehicle.

[0006] In a first aspect, this utility model provides a straddle-type monorail vehicle body structure, including a base frame, side walls, a roof, a driver's cab, and end walls; the base frame includes two spaced-apart bottom edge beams; the two side walls are respectively connected to the two bottom edge beams; the top of the side walls has an upper curved beam extending towards the centerline of the vehicle body; the upper curved beam is connected to the side of the roof; the driver's cab is connected to one end of the base frame and to the side walls; the end walls are connected to the base frame, the side walls, and the end of the roof away from the driver's cab; The roof is smaller than the width between the two side beams in the width direction of the vehicle body; the side walls are provided with multiple window mounting openings at intervals along the length direction of the vehicle body; the top of the window mounting openings is located inside the upper curved beam.

[0007] The beneficial effects of the vehicle body structure of this utility model are: The underframe consists of two spaced-apart bottom beams, with side walls connected to them. A curved beam extends upwards towards the vehicle's centerline, further connecting to the side of the roof. This structural design ensures the roof's length in the width direction is less than the width between the two side beams, thus providing space for expanding the effective area of ​​the side walls. This overcomes the traditional limitation imposed by excessively wide roofs on side wall area, allowing for larger windows in the vertical direction. Simultaneously, the window mounting openings fully utilize the curved portion of the upper beam, increasing the height of the top of the window and resolving the problem of compressed visibility caused by traditional vertical side walls, significantly enhancing the passenger's vertical field of vision. Through optimized overall layout and key component design, a significant improvement in visibility during sightseeing scenarios is achieved.

[0008] Optionally, the side wall includes an upper curved beam, door pillars, window pillars, and window side panels; the upper curved beam connects to the roof at the top and is connected to the bottom edge beam at both ends via side pillars; two door pillars are spaced apart and are connected to the upper curved beam and the bottom edge beam at their respective ends; the window side panels are connected to adjacent door pillars and side pillars at their respective ends; multiple window pillars are spaced apart between adjacent door pillars and side pillars, and the upper and lower ends of the window pillars are connected to the bottom of the upper curved beam and the top of the window side panel at their respective ends; the enclosed area formed by the side pillars, window pillars, window side panels, and the upper curved beam, as well as the area formed by the window side panels, the upper curved beam, and two adjacent window pillars, is the window mounting opening.

[0009] Optionally, the bottom of the upper curved beam is provided with a first groove recessed towards the roof side, located between the side pillar and the window pillar, and between adjacent window pillars; the bottom of the first groove is provided with a rounded chamfer.

[0010] Optionally, a second groove is provided at the top of the window side panel between the side post and the window post, and between adjacent window posts; the bottom of the second groove is provided with a rounded chamfer.

[0011] Optionally, the roof includes a top edge beam, an air conditioning roof assembly, and a top assembly; two top assemblies are connected to both ends of the air conditioning roof assembly in the vehicle length direction; two top edge beams are symmetrically arranged in the vehicle width direction, and the top edge beams are connected to the side walls of the air conditioning roof assembly and the side walls of the top assembly; wherein, the upper surface of the top edge beam is an arc surface; the upper surface of the top assembly is an arc-shaped surface; the upper surface of the air conditioning roof assembly is a flat surface, and an air conditioning positioning profile is installed on the flat surface.

[0012] Optionally, the sides of the top edge beam and the upper curved beam that mate are both configured as butt surfaces for transverse welding.

[0013] Optionally, both the top side beam and the upper curved beam are provided with internal mounting slots on their sides facing the underframe; the internal mounting slots extend along the length of the vehicle.

[0014] Optionally, the driver's cab includes a chamber frame and a viewing glass; the chamber frame is welded to the base frame, and the side walls are welded to the side walls; the viewing glass is installed on the chamber frame.

[0015] Optionally, the underframe also includes a front frame, a traction connection frame, a floor support frame, and a rear frame welded between two bottom edge beams along the length of the vehicle body; the driver's cab is connected to the front frame; a front coupler mounting seat and an anti-climb device mounting seat are provided on the side of the front frame away from the rear frame, and a guide groove is provided on the front coupler mounting seat; the guide groove extends along the length of the vehicle, and both ends of the guide groove pass through the front coupler mounting seat.

[0016] Secondly, this utility model provides a straddle-type monorail vehicle, including the straddle-type monorail vehicle body structure as described above. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the vehicle body structure in an embodiment of this utility model; Figure 2 This is a schematic diagram of the side wall structure in an embodiment of the present utility model; Figure 3 This is a schematic diagram of the roof structure in an embodiment of this utility model; Figure 4 This is a side view of the vehicle roof in an embodiment of this utility model; Figure 5 for Figure 4 Enlarged view of the structure at point A in the middle; Figure 6 This is a schematic diagram of the base frame in an embodiment of the present utility model; Figure 7 This is a schematic diagram of the front frame structure of the base frame in an embodiment of this utility model; Explanation of reference numerals in the attached figures: 1. Underframe; 110. Bottom edge beam; 120. Front end frame; 1201. Front-mounted coupler mounting bracket; 12011. Guide groove; 1202. Anti-climb device mounting bracket; 130. Traction connection frame; 140. Floor support frame; 150. Rear end frame; 2. Side wall; 210. Upper curved beam; 2101. First groove; 220. Side pillar; 230. Window pillar; 240. Door pillar; 250. Window side panel; 2501. Second groove; 260. Window mounting opening; 3. Roof; 310. Top edge beam; 320. Top assembly; 330. Air conditioning roof assembly; 340. Interior mounting groove; 4. Driver's cab; 5. End wall. Detailed Implementation

[0018] 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.

[0019] 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.

[0020] 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".

[0021] like Figure 1-7 As shown in the figure, the present invention provides a straddle-type monorail vehicle body structure, including a base frame 1, side walls 2, roof 3, driver's cab 4, and end walls 5; the base frame 1 includes two spaced bottom edge beams 110; the two side walls 2 are respectively connected to the two bottom edge beams 110; the top of the side wall 2 has an upper curved beam 210 extending towards the center line of the vehicle body; the upper curved beam 210 is connected to the side of the roof 3; the driver's cab 4 is connected to one end of the base frame 1 and to the side wall 2; the end wall 5 is connected to the base frame 1, the side wall 2, and the end of the roof 3 away from the driver's cab 4; the dimension of the roof 3 in the width direction of the vehicle body is smaller than the width between the two side beams; the side wall 2 is provided with a plurality of window mounting openings 260 spaced along the length direction of the vehicle body; the top of the window mounting opening 260 is located inside the upper curved beam 210.

[0022] The upper curved beam 210 can be understood as a transition structure connecting the side wall 2 and the roof 3. Its main function is to expand the effective area of ​​the side wall 2 through bending and extension. Specifically, the upper curved beam 210 can be achieved by using curved metal plates or segmented curved profiles, such as curved beam segments formed by extrusion of aluminum alloy or an approximately curved structure spliced ​​from multiple straight beams. Its main purpose is to achieve effective extension of the side wall 2 in the height direction, thereby providing more space for window installation. The length of the roof 3 in the width direction of the vehicle body is less than the width between the two side beams. This design can be achieved by adjusting the position of the two sides of the roof 3, for example, by shrinking the two sides of the roof 3 inward by a certain distance, or by optimizing the cross-sectional shape of the roof 3 so that its width is significantly smaller than the width of the underframe 1. The purpose is to avoid the roof 3 compressing the area of ​​the side wall 2, thereby providing conditions for the upward extension of the side wall 2. The top of the window mounting opening 260 is located inside the upper curved beam 210. This feature can be achieved by opening a mounting groove or reserving a mounting area in the curved part of the upper curved beam 210, such as setting a rectangular or trapezoidal opening area on the inner side of the upper curved beam 210. This is mainly to make full use of the space of the upper curved beam 210 so that the window can be extended upward to a higher position.

[0023] The innovation of this embodiment lies in the design where the width of the roof 3 is smaller than the spacing between the bottom edge beams 110, combined with the curved extension structure of the upper curved beam 210 of the side wall 2. This breaks through the limitation of the traditional roof 3 directly covering the top of the side wall 2, expanding the vertical height range of the side wall 2. At the same time, by extending the top of the window mounting opening 260 into the upper curved beam 210, the problem of the traditional vertical side wall 2 causing the window's field of vision to be compressed is solved, thus significantly enhancing the passenger's vertical field of vision. By optimizing the overall layout and the design of key components, a significant improvement in the transparency of vision in sightseeing scenarios is achieved. The chassis 1 consists of two spaced bottom edge beams 110, and the side walls 2 are respectively connected to the bottom edge beams 110. The top of the side walls is provided with an upper curved beam 210 that curves and extends towards the centerline of the vehicle body, and the upper curved beam 210 is further connected to the side of the roof 3. This design makes the length of the roof 3 in the width direction of the vehicle body smaller than the width between the two edge beams, thus providing space for the effective expansion of the side wall 2. Through the curved extension structure of the upper curved beam 210, the side wall 2 can be tilted outward in the height direction, significantly increasing the effective area of ​​the side wall 2. This design breaks through the limitation of the side wall 2 area caused by the excessive width of the traditional roof 3, allowing the window to have a larger size in the vertical direction. At the same time, the window mounting opening 260 makes full use of the curved part of the upper curved beam 210, increasing the height of the top of the window and solving the problem of the window's field of vision being compressed due to the traditional vertical side wall 2.

[0024] Optionally, please combine Figure 2The side wall 2 includes an upper curved beam 210, a doorpost 240, a window post 230, and a window side panel 250. The upper curved beam 210 is connected to the roof 3 at the top and to the bottom side beam 110 at both ends via side posts 220. Two doorposts 240 are spaced apart and connected to the upper curved beam 210 and the bottom side beam 110 at both ends respectively. The window side panel 250 is connected to the adjacent doorposts 240 and side posts 220 at both ends respectively. Multiple window posts 230 are spaced apart between the adjacent doorposts 240 and side posts 220, and the upper and lower ends of the window posts 230 are connected to the bottom of the upper curved beam 210 and the top of the window side panel 250 respectively. The enclosed area formed by the side posts 220, window posts 230, window side panels 250 and the upper curved beam 210, as well as the window side panel 250, the upper curved beam 210 and the two adjacent window posts 230, is the window mounting opening 260.

[0025] Specifically, the door pillar 240 is a vertical structural component used to support the door area. It can be fixed between the upper curved beam 210 and the bottom edge beam 110 by riveting, aiming to provide independent support for the door while reserving space in the non-door area for the centralized installation of larger windows. The window pillar 230 refers to a spaced-apart vertical support component, which can be made of aluminum alloy profiles or high-strength steel. Its purpose is to reduce obstruction of vision by flexibly adjusting the spacing density, while ensuring the structural stability of the window mounting opening 260. The window side panel 250 is a lateral support structure connecting adjacent door pillars 240 and side pillars 220. It can be fixed by welding, aiming to form lateral support for the window and optimize the horizontal width of the window.

[0026] Specifically, the aforementioned side wall 2 structure maximizes the field of vision through the organic cooperation between its components. The bending extension characteristic of the upper curved beam 210 allows the top of the window mounting opening 260 to extend upwards, breaking through the limitations of traditional vertical side wall 2 designs and significantly increasing the vertical field of vision. The connection between the upper curved beam 210 and the top of the roof 3, as well as its fixation to the bottom of the side beam 110 via the side pillar 220, ensures the structural stability of the side wall 2 in the vehicle width direction. At the same time, the side pillar 220, as the outer boundary, cooperates with the upper curved beam 210 to precisely define the outer contour of the window mounting opening 260, avoiding the compression of the side wall 2 area by the width of the roof 3. The spaced arrangement of the door pillars 240 provides independent support for the door area and reserves continuous space in the non-door area, allowing the area between adjacent door pillars 240 to be concentrated for installing larger windows. The window side panel 250 connects to adjacent door pillars 240 and side pillars 220, forming the side support structure of the window. Its position and length are optimized according to the spacing between the door pillars 240 and side pillars 220, directly determining the horizontal width of the window. Window pillars 230 are spaced between the door pillars 240 and side pillars 220, connecting the bottom of the upper curved beam 210 and the top of the window side panel 250. This connection method allows the top of the window mounting opening 260 to be completely embedded in the curved area of ​​the upper curved beam 210, making full use of the curved part to increase the viewing height. At the same time, the spacing density of the window pillars 230 can be flexibly adjusted according to sightseeing needs, reducing the obstruction of the view by the pillars. Finally, the closed area formed by the side pillars 220, window pillars 230, window side panel 250 and upper curved beam 210 serves as the window mounting opening 260. Through the synergistic effect of the curved extension of the upper curved beam 210 and the spaced layout of the window pillars 230, the effective area of ​​the window is maximized, significantly improving the transparency of the outside view and the passenger's sightseeing experience.

[0027] Optionally, please combine Figure 2 The bottom of the upper curved beam 210 is located between the side pillar 220 and the window pillar 230, and between adjacent window pillars 230, and is provided with a first groove 2101 recessed towards the roof 3; the bottom of the first groove 2101 is provided with a rounded chamfer.

[0028] Specifically, the first groove 2101 refers to a rectangular groove structure opened in a specific area at the bottom of the upper curved beam 210, which can be achieved by machining. The purpose of introducing this feature is to optimize the window installation space by removing some material, while reducing the overall weight of the upper curved beam 210. The rounded chamfer refers to the arc transition structure set at the corner of the bottom of the first groove 2101, which can be achieved by machining. Its main purpose is to eliminate stress concentration points caused by right angle design, thereby improving the fatigue resistance of the structure.

[0029] In detail, by creating a first groove 2101 at a specific location at the bottom of the upper curved beam 210, the installation space for the windows is effectively expanded. The first groove 2101 is precisely positioned between the side pillar 220 and the window pillar 230, and between adjacent window pillars 230. This design not only ensures the overall strength of the upper curved beam 210 but also provides more vertical installation space for the windows, thereby improving passenger visibility. Furthermore, the recessed design of the first groove 2101 towards the roof 3 facilitates a smooth transition between the roof 3 and the side wall 2, reducing stress disturbances caused by structural abrupt changes. The rounded chamfer at the bottom of the groove significantly enhances the fatigue resistance of this area, preventing cracks from initiating and propagating during long-term operation, thus ensuring the reliability and durability of the vehicle structure in sightseeing applications. This design, together with components such as the upper curved beam 210, side pillar 220, and window pillar 230, forms a comprehensive solution that balances lightweight design, optimized visibility, and structural strength.

[0030] Optionally, please combine Figure 2 The top of the window side panel 250 is provided with a second groove 2501 between the side post 220 and the window post 230, and between adjacent window posts 230; the bottom of the second groove 2501 is provided with a rounded chamfer.

[0031] In practical applications, the second groove 2501 refers to a structural design where material is removed (machined) in a specific area at the top of the window side panel 250. Similar to the first groove 2101, it serves the same purpose. By creating the second groove 2501 at a key location at the top of the window side panel 250, combined with the rounded chamfer at the bottom of the groove, the stress distribution in the connection area of ​​the side wall 2 is effectively optimized. As an important component of the side wall 2, the connection between the window side panel 250 and the edge column 220 and window column 230 is often a weak point where stress concentrates. By setting the second groove 2501 at these key locations, the material distribution can be precisely adjusted, allowing the load to be transferred along a more reasonable path. Simultaneously, the rounded chamfer at the bottom of the groove ensures a smooth stress distribution in the transition area, significantly reducing the risk of crack initiation. This design not only maintains the overall stiffness requirements of the side wall 2 but also provides the necessary structural support for increasing the window size, thereby meeting the higher requirements for transparent views in sightseeing scenarios. Optionally, please combine Figure 3-5The roof 3 includes a top edge beam 310, an air conditioning roof assembly 330, and a top assembly 320; two top assemblies 320 are connected to both ends of the air conditioning roof assembly 330 in the length direction of the vehicle; two top edge beams 310 are symmetrically arranged in the width direction of the vehicle, and the top edge beams 310 are connected to the side walls of the air conditioning roof assembly 330 and the side walls of the top assembly 320; wherein, the upper surface of the top edge beam 310 is an arc surface; the upper surface of the top assembly 320 is an arc surface; the upper surface of the air conditioning roof assembly 330 is a plane, and an air conditioning positioning profile is provided on the plane.

[0032] Specifically, the top edge beam 310 refers to the beam arranged along the width direction of the vehicle in the roof structure 3. It can be made of metal materials, such as aluminum alloy, and is fixedly connected to the air conditioning roof assembly 330 and the top assembly 320 by welding. Its purpose is to provide overall support strength for the roof 3 and optimize the sightseeing view. The top assembly 320 refers to the components located on both sides of the roof 3. Its upper surface is designed as an arc surface, which can be achieved by stamping or segmented splicing. Its purpose is to improve the aerodynamic performance of the vehicle body and enhance the sightseeing experience. The air conditioning roof assembly 330 refers to the area located in the center of the roof 3. Its upper surface is flat. The structural stability can be improved by setting reinforcing ribs or internal frames. Its purpose is to provide a stable base for equipment installation. It should be noted that the air conditioning positioning profile can be integrally formed with the air conditioning roof assembly 330. The air conditioning positioning profile mainly provides a positioning base for the air conditioner and generally has a C-shaped groove. If necessary, the C-shaped groove can also be directly formed on the surface of the air conditioning roof assembly 330.

[0033] In detail, the refined design of the roof 3's geometry and functional zoning effectively solves the problems of limited sightseeing views and insufficient equipment installation reliability. The upper surface of the top edge beam 310 is designed as a curved surface, with an inclined angle generated according to the structural transition requirements at the connection between the roof 3 and the side wall 2. This avoids the physical obstruction of the side window view by right-angled edges, thus providing passengers with a more continuous lateral observation view while the vehicle is in motion, especially enhancing the visibility in the curved beam 210 area on the side wall 2. The upper surface of the top component 320 adopts a curved surface, generating a smooth curved surface shape according to the requirements of the sightseeing scene for a streamlined appearance and panoramic view. This not only optimizes the aerodynamic performance of the vehicle body but also allows passengers to naturally look up and obtain an unobstructed upward view, significantly enhancing the immersiveness of the sightseeing experience. The upper surface of the air conditioning roof assembly 330 is designed as a flat surface, creating a flat and stable mounting base based on the precise positioning and vibration suppression requirements of the air conditioning equipment. This ensures that the air conditioner remains in a fixed position during operation, while confining the equipment area to the center of the roof 3, avoiding interference with the view of the sightseeing area and maintaining the overall design harmony and functionality of the roof 3. It also eliminates the water accumulation hazard caused by traditional recessed structures. Specifically, the curved surface design allows water to flow quickly along the slope towards the side of the vehicle, effectively reducing the risk of long-term dampness at the side wall connection points. The curved surface design naturally guides the water flow to both sides, preventing it from accumulating in the central area of ​​the roof 3. The flat design of the air conditioning roof not only meets the precise positioning requirements of the air conditioning unit but also avoids water retention problems caused by stepped recesses, ensuring the overall drainage efficiency of the roof 3 surface.

[0034] Optionally, the sides of the top edge beam 310 and the upper curved beam 210 that mate with each other are configured as butt surfaces for transverse welding.

[0035] Specifically, the top edge beam 310 refers to the key support component at the edge of the roof 3, which can be made of high-strength aluminum alloy profiles. Its purpose is to provide core support for the connection between the roof 3 and the side wall 2. The upper curved beam 210 refers to the part of the top of the side wall 2 that curves and extends towards the centerline of the vehicle body. Its purpose is to form a transition structure between the side wall 2 and the roof 3 and to enhance overall rigidity. The mating surface can be understood as a special surface that allows two components to achieve planar contact during welding. It can be formed by machining or precision casting. Its purpose is to ensure precise alignment of the two components during welding and to improve welding quality.

[0036] In detail, by designing the side of the top edge beam 310 and the upper curved beam 210 to be mated, the welding problem at the vehicle body connection point is effectively solved. As a key supporting component of the roof edge 3, the connection between the top edge beam 310 and the upper curved beam 210 directly affects the overall structural performance of the vehicle body. The mating surface design allows for precise planar contact alignment of the two components during transverse welding, avoiding welding defects or deformation caused by uneven gaps. A key feature of this design is that the mating surface provides a continuous and flat welding path, facilitating smooth operation of welding tools along the vehicle's length and ensuring uniform and continuous welds, thus significantly improving the strength and rigidity of the connection. For sightseeing vehicles, the stable connection between the top edge beam 310 and the upper curved beam 210 provides reliable support for the window area, preventing structural deformation from interfering with visibility, while also enhancing the vehicle body's torsional resistance and ensuring the stability and safety of large windows during operation. Furthermore, the optimized mating surface improves the welding sealing effect, reduces external noise and vibration transmission, and further enhances the passenger experience.

[0037] Optionally, please combine Figure 5 Both the top edge beam 310 and the upper curved beam 210 have internal mounting grooves 340 on their sides facing the base frame 1; the internal mounting grooves 340 extend along the length of the vehicle.

[0038] Specifically, the interior mounting slot 340 can be designed with different cross-sectional forms such as T-slots, dovetail slots, or recesses to accommodate different types of clips or fasteners, thereby meeting the rapid assembly needs of various interior components. The design of the mounting slot extending along the length of the vehicle aims to utilize the longitudinal continuity of the vehicle body to ensure consistency and flexibility in the installation process.

[0039] In detail, the interior mounting slot 340 allows interior components to directly and stably connect to the vehicle body frame, avoiding the need for additional support structures. Simultaneously, the interior mounting slot 340 features a standardized interface designed based on the inherent rigidity of the profile, allowing for rapid assembly using universal clips or fasteners, significantly simplifying the installation process and improving positioning accuracy. Furthermore, since the interior mounting slot 340 extends along the length of the vehicle, combined with the vehicle's longitudinal continuity, it flexibly adapts to the installation needs of interior components at different locations within the entire vehicle length, thereby systematically optimizing interior assembly efficiency and quality.

[0040] Optionally, please combine Figure 1 The driver's cab 4 includes a chamber frame and a viewing glass; the chamber frame is welded to the base frame 1, and the side walls are welded to the side walls 2; the viewing glass is installed on the chamber frame.

[0041] The chamber frame refers to the frame assembly used to support and fix the overall structure of the driver's cab 4. It can be made of high-strength steel or aluminum alloy profiles and formed into a rigid frame through welding. The purpose is to ensure that the driver's cab 4 has sufficient structural strength to withstand dynamic loads during operation. The viewing glass refers to the viewing component made of a large area of ​​transparent material, which can be laminated safety glass or polycarbonate material. The purpose is to provide a continuous transparent interface to expand the passenger's field of vision. In practical applications, the welding connection between the chamber frame and the base frame 1 and the side walls 2 can adopt full welding or intermittent welding processes to meet the structural strength requirements under different operating conditions.

[0042] Specifically, this solution constructs a stable driver's cab 4 frame system through the rigid connection of the chamber skeleton with the base frame 1, side walls 2, and roof 3, providing a reliable installation reference surface for the sightseeing glass. Relying on the geometry and positioning accuracy of the chamber skeleton, the sightseeing glass is securely embedded in the front frame of the driver's cab 4, maintaining the vehicle's sealing performance while eliminating visual obstruction that may occur with traditional fixing methods. Based on this structural design, the driver's cab 4 achieves an uninterrupted panoramic view, fully meeting the immersive landscape requirements of sightseeing routes. Simultaneously, the connection method between the chamber skeleton and the front frame 120 ensures that the driver's cab 4 maintains structural stability under operating loads, avoiding the risk of deformation caused by the installation of a large area of ​​sightseeing glass. Through this technical solution, the visibility of the front of the vehicle is significantly improved, solving the problem of limited visibility in sightseeing scenarios.

[0043] Optionally, please combine Figure 6-7 The underframe 1 also includes a front frame 120, a traction connection frame 130, a floor support frame 140, and a rear frame 150 welded between two bottom side beams 110 along the length of the vehicle body; the driver's cab 4 is connected to the front frame 120; a front coupler mounting seat 1201 and an anti-climb device mounting seat 1202 are provided on the side of the front frame 120 away from the rear frame 150, and a guide groove 12011 is provided on the front coupler mounting seat 1201; the guide groove 12011 extends along the length of the vehicle, and both ends of the guide groove 12011 pass through the front coupler mounting seat 1201.

[0044] Specifically, an efficient force transmission path is formed through the integrated design of the bottom edge beam 110 and multiple frames. The two parallel bottom edge beams 110 serve as a basic support platform, providing a stable load-bearing benchmark for the base frame 1. The front frame 120, traction connection frame 130, floor support frame 140, and rear frame 150 are longitudinally welded between the edge beams, forming a continuous load-bearing system that ensures that traction and braking forces can be evenly distributed.

[0045] Furthermore, the front-mounted coupler mounting base 1201 refers to a key component used for mounting the coupler. It can be made by welding high-strength steel plates, with the aim of providing a stable mounting base for the coupler and optimizing the traction transmission path. The anti-climb device mounting base 1202 can be understood as a dedicated structure for fixing the anti-climb device. It can be welded to the front frame 120 to improve the vehicle's anti-climb capability in the event of a collision.

[0046] In detail, the rational layout of the front coupler mounting base 1201 and the anti-creep mount 1202 significantly improves the functionality and safety of the front frame 120. The guide groove 12011 design on the front coupler mounting base 1201 not only achieves precise coupler guidance but also effectively disperses concentrated stress generated during traction, avoiding fatigue damage caused by stress concentration in traditional structures. Simultaneously, the introduction of the anti-creep mount 1202 enhances the vehicle's protection capabilities under extreme conditions, forming a complete front-end safety system together with the front coupler mounting base 1201. Furthermore, the above structure forms a close working relationship with components such as the front frame 120, side beams, and traction connection frame 130, further optimizing the overall structure's load-bearing capacity and fatigue resistance, thereby solving the problems of difficult bogie installation and debugging and limited operating space caused by welds concentrated on a single vertical plane.

[0047] In detail, by changing the coupler installation position from the traditional top-mounted type to a front-mounted type, and through the design of the guide groove 12011, the directional guidance of the broken coupler is achieved. This improvement effectively solves the problem of the traditional top-mounted coupler encroaching on the passenger compartment space, while reducing the risk of the broken coupler part intruding into the passenger compartment in a collision, thereby optimizing the space utilization efficiency of the front structure of the underframe 1 and improving passive safety. By optimizing the geometric design of the guide groove 12011, the guide groove 12011 is aligned with the force direction of the coupler in a collision, thereby guiding the broken part to move linearly along the vehicle's axis of motion. The design of the guide groove 12011 extending along the length of the vehicle ensures that the coupler can move reliably along a predetermined path when it breaks, effectively isolating dangerous debris. At the same time, the structure of the front-mounted coupler mounting seat 1201 penetrates both ends of the guide groove 12011, preventing the broken part from accumulating, getting stuck, or rebounding at the end, ensuring that the debris is safely discharged from the danger zone. This design is particularly suitable for the front end structure of the straddle-type monorail vehicle chassis 1, and can form an effective protection mechanism with the front-mounted coupler mounting seat 1201, ultimately achieving effective protection of the passenger compartment space.

[0048] This utility model provides a straddle-type monorail vehicle, including the straddle-type monorail body structure described above.

[0049] The beneficial effects of the straddle-type monorail vehicle in this embodiment compared to the prior art are the same as those of the straddle-type monorail vehicle body structure described above, and will not be repeated here.

[0050] 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 straddle-type monorail vehicle body structure, characterized in that, The vehicle includes a chassis (1), side walls (2), roof (3), driver's cab (4), and end walls (5); the chassis (1) includes two spaced bottom edge beams (110); the two side walls (2) are respectively connected to the two bottom edge beams (110); the top of the side wall (2) has an upper curved beam (210) that curves and extends towards the center line of the vehicle body; the upper curved beam (210) is connected to the side of the roof (3); the driver's cab (4) is connected to one end of the chassis (1) and to the side wall (2); the end wall (5) is connected to the chassis (1), the side wall (2), and the end of the roof (3) away from the driver's cab (4); Wherein, the roof (3) is smaller in the width direction of the vehicle body than the width between the two bottom side beams (110); the side wall (2) is provided with a plurality of window mounting openings (260) at intervals along the length direction of the vehicle body; the top of the window mounting opening (260) is located inside the upper curved beam (210).

2. The straddle-type monorail vehicle body structure according to claim 1, characterized in that, The side wall (2) includes the upper curved beam (210), side columns (220), door columns (240), window columns (230), and window side panels (250); the upper curved beam (210) is connected to the roof (3) at the top, and its bottom ends are connected to the bottom side beam (110) through the side columns (220); two door columns (240) are spaced apart, and their ends are respectively connected to the upper curved beam (210) and the bottom side beam (110); the two ends of the window side panels (250) are respectively connected to the adjacent door columns (240) and the side columns (220). The window pillars (230) are spaced apart between the adjacent door pillars (240) and the side pillars (220), and the upper and lower ends of the window pillars (230) are respectively connected to the bottom of the upper curved beam (210) and the top of the window side panel (250); the closed area formed by the side pillars (220), the window pillars (230), the window side panel (250) and the upper curved beam (210), and the window side panel (250), the upper curved beam (210) and two adjacent window pillars (230) is the window mounting opening (260).

3. The straddle-type monorail vehicle body structure according to claim 2, characterized in that, The bottom of the upper curved beam (210) is located between the side pillar (220) and the window pillar (230), and is also located between adjacent window pillars (230). A first groove (2101) is recessed towards the roof (3) side; the bottom of the first groove (2101) is rounded.

4. The straddle-type monorail vehicle body structure according to claim 3, characterized in that, The top of the window side panel (250) is provided with a second groove (2501) between the side post (220) and the window post (230), and between adjacent window posts (230); the bottom of the second groove (2501) is provided with rounded corners.

5. The straddle-type monorail vehicle body structure according to claim 1, characterized in that, The roof (3) includes a top edge beam (310), an air conditioning roof assembly (330), and a top assembly (320); two top assemblies (320) are connected to the two ends of the air conditioning roof assembly (330) in the vehicle length direction; two top edge beams (310) are symmetrically arranged in the vehicle width direction, and the top edge beams (310) are connected to the side walls of the air conditioning roof assembly (330) and the side walls of the top assembly (320); wherein, the upper surface of the top edge beam (310) is an arc surface; the upper surface of the top assembly (320) is an arc surface; the upper surface of the air conditioning roof assembly is a plane, and an air conditioning positioning profile is installed on the plane.

6. The straddle-type monorail vehicle body structure according to claim 5, characterized in that, The sides of the top edge beam (310) that mate with the upper curved beam (210) are both configured as butt surfaces for transverse welding.

7. The straddle-type monorail vehicle body structure according to claim 5, characterized in that, Both the top side beam (310) and the upper curved beam (210) are provided with an internal mounting groove (340) on the side facing the base frame (1); the internal mounting groove (340) extends along the length of the vehicle.

8. The straddle-type monorail vehicle body structure according to claim 1, characterized in that, The driver's cab (4) includes a chamber frame and a viewing glass; the chamber frame is welded to the base frame (1), and the side wall of the chamber frame is welded to the side wall (2); the viewing glass is installed on the chamber frame.

9. The straddle-type monorail vehicle body structure according to claim 1, characterized in that, The underframe (1) also includes a front frame (120), a traction connection frame (130), a floor support frame (140), and a rear frame (150) welded between the two bottom side beams (110) along the length of the vehicle body; the driver's cab (4) is connected to the front frame (120); a front coupler mounting seat (1201) and an anti-climb device mounting seat (1202) are provided on the side of the front frame (120) away from the rear frame (150), and a guide groove (12011) is provided on the front coupler mounting seat (1201); the guide groove (12011) extends along the length of the vehicle, and both ends of the guide groove (12011) pass through the front coupler mounting seat (1201).

10. A straddle-type monorail vehicle, characterized in that, Includes the straddle-type monorail car body structure as described in any one of claims 1 to 9.

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