Straddle-type monorail vehicle side wall structure and straddle-type monorail vehicle

Abstract

This utility model provides a side wall structure for a straddle-type monorail vehicle and a straddle-type monorail vehicle, relating to the field of rail transit vehicle technology. The side wall structure includes an upper side beam, side columns, door columns, window columns, and window side panels. The upper side beam is arranged along the length of the vehicle body and its top is connected to the roof of the vehicle. The tops of the two side columns are respectively connected to the bottom sides of the upper side beam. Two door columns are arranged at intervals, and their tops are both connected to the bottom of the upper side beam. The two ends of the window side panels are respectively connected between adjacent door columns and side columns. Multiple window columns are arranged at intervals between adjacent door columns and side columns, and the upper and lower ends of the window columns are respectively connected to the bottom of the upper side beam and the top of the window side panels. The upper side beam is arranged along the length of the vehicle body and connected to the roof of the vehicle, forming a longitudinal support foundation for the side wall structure and ensuring the stability of the overall frame.

Description

Technical Field

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

[0002] Straddle-type monorail vehicles, especially those used on sightseeing lines, face higher demands on the openness of the passenger view, lightweight construction, and efficiency of passenger boarding and alighting. Traditional monorail vehicle sidewall structures have the following drawbacks: their window openings are typically small, and the window corners are mostly right angles. This not only limits the passenger's sightseeing view but, more importantly, creates severe stress concentration at the window corners, which can easily lead to fatigue cracks under long-term operating loads, posing a safety hazard. Utility Model Content

[0003] The purpose of this invention is to alleviate the problem of stress concentration in the corner area of ​​a window.

[0004] To address the aforementioned problems, this utility model provides a side wall structure for a straddle-type monorail vehicle and a straddle-type monorail vehicle.

[0005] In a first aspect, this utility model provides a side wall structure for a straddle-type monorail vehicle, including an upper side beam, side columns, door columns, window columns, and window side panels; the upper side beam is arranged along the length of the vehicle body and its top is connected to the roof of the vehicle; the tops of the two side columns are respectively connected to the bottom sides of the upper side beam; the two door columns are arranged at intervals and their tops are both connected to the bottom of the upper side beam; the two ends of the window side panels are respectively connected between adjacent door columns and side columns; multiple window columns are arranged at intervals between adjacent door columns and side columns, and the upper and lower ends of the window columns are respectively connected to the bottom of the upper side beam and the top of the window side panels; The upper beam has a first groove at the bottom between the side pillar and the window pillar, and between adjacent window pillars; the window side panel has a second groove at the top between the side pillar and the window pillar, and between adjacent window pillars; both the first and second grooves have rounded chamfers, and the first and second grooves correspond one-to-one to form multiple window mounting openings.

[0006] The beneficial effects of the side wall structure of this utility model are: The upper beam runs along the length of the vehicle body and connects to the roof, forming the longitudinal support foundation of the side wall structure and ensuring the stability of the overall frame. The tops of the two side pillars connect to the bottom sides of the upper beam, strengthening the load-bearing capacity of the side wall edges and providing reliable support for subsequent slotting design. Two door pillars are spaced apart, with their tops connected to the bottom of the upper beam, forming a stable frame for the door area, ensuring passenger boarding and alighting efficiency while maintaining the overall rigidity of the side wall. The two ends of the window side panel are connected between adjacent door pillars and side pillars, forming a continuous structure at the bottom of the side wall, providing a foundation platform for window installation. Multiple window pillars are spaced apart between adjacent door pillars and side pillars, with their top and bottom ends connected to the bottom of the upper beam and the top of the window side panel, effectively dividing the window area and enhancing overall rigidity, avoiding localized deformation. Both the first and second grooves have rounded corners, dispersing load stress through a smooth transition, avoiding stress concentration problems caused by traditional right-angle window corner designs, thereby preventing the initiation of fatigue cracks. The first and second grooves correspond one-to-one to form multiple window mounting openings. This layout increases the window opening area while maintaining structural strength, significantly improving the passenger's sightseeing view.

[0007] Optionally, the chamfer radii of the first and second grooves are equal.

[0008] Optionally, the side wall structure also includes a door zone beam, with both ends connected between two door posts and the top connected to the upper beam.

[0009] Optionally, the side wall structure also includes a side wall panel, which is connected to the bottom of the window side panel and connected at both ends to the corresponding side post and door post, respectively.

[0010] Optionally, the side wall panel is provided with multiple connection holes for connecting to the vehicle body chassis.

[0011] Optionally, the bottom of the side pillars and door pillars is provided with connection holes for connecting to the vehicle body frame.

[0012] Optionally, decorative covers are detachably installed at the bottom of the side posts and door posts to cover the connection holes.

[0013] Optionally, the bottom edge of the decorative cover is provided with a downward-pointing pointed structure, which is used to guide the flow of rainwater.

[0014] Optionally, V-shaped butt welds are used to connect the side columns to the top beam and the door columns to the top beam; V-shaped butt welds are used to connect both ends of the window columns to the top beam and the window side panel.

[0015] Secondly, this utility model provides a straddle-type monorail vehicle, including the straddle-type monorail vehicle sidewall structure as described above. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the side wall structure of the straddle-type monorail vehicle in this embodiment of the present invention; Figure 2 This is a schematic diagram showing the layout of the connecting holes in an embodiment of this utility model; Figure 3 for Figure 1 Enlarged view of the structure at point A in the middle; Explanation of reference numerals in the attached figures: 1. Top beam; 101. First groove; 2. Side column; 3. Door column; 4. Window column; 5. Door area beam; 6. Window side panel; 601. Second groove; 7. Side wall panel; 8. Decorative cover; 9. Connection hole. Detailed Implementation

[0017] 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.

[0018] 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.

[0019] 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".

[0020] like Figure 1-3As shown in the figure, the side wall structure of a straddle-type monorail vehicle provided by this utility model includes an upper side beam 1, side columns 2, door columns 3, window columns 4, and window side panels 6; the upper side beam 1 is arranged along the length of the vehicle body and its top is connected to the roof of the vehicle; the tops of the two side columns 2 are respectively connected to the bottom sides of the upper side beam 1; the two door columns 3 are arranged at intervals and their tops are both connected to the bottom of the upper side beam 1; the two ends of the window side panels 6 are respectively connected between adjacent door columns 3 and side columns 2; multiple window columns 4 are arranged at intervals between adjacent door columns 3 and side columns 2, and the upper and lower ends of the window columns 4 are respectively connected to the bottom of the upper side beam 1 and the top of the window side panels 6; The upper beam 1 has a first groove 101 at the bottom between the side pillar 2 and the window pillar 4, and between adjacent window pillars 4; the window side panel 6 has a second groove 601 at the top between the side pillar 2 and the window pillar 4, and between adjacent window pillars 4; both the first groove 101 and the second groove 601 have rounded chamfers, and the first groove 101 and the second groove 601 correspond one-to-one to form multiple window mounting openings.

[0021] Specifically, the upper beam 1 can be understood as a longitudinal support component arranged along the length of the vehicle body, which can be fixed to the roof by welding or riveting. The side pillar 2, as the main load-bearing component of the side wall edge, can have its top connected to the bottom sides of the upper beam 1 by welding to enhance the load-bearing capacity of the side wall edge. The spacing of the door pillars 3 can be adjusted using a pre-designed positioning device, and their tops are also fixed to the bottom of the upper beam 1 by welding, thus forming a stable frame for the door area. The two ends of the window side panel 6 can be connected to the adjacent door pillars 3 and side pillars 2 by welding, forming a continuous structure at the bottom of the side wall. The spacing of the window pillars 4 can be precisely controlled by a positioning template, and their upper and lower ends are fixed to the bottom of the upper beam 1 and the top of the window side panel 6 by welding, effectively dividing the window area and enhancing overall rigidity. The opening of the first groove 101 and the second groove 601 can be achieved through reasonable design and machining of the profile cross-section to avoid stress concentration. The window mounting opening is formed by a one-to-one correspondence between the first groove 101 and the second groove 601. This design can increase the window opening area while maintaining structural strength.

[0022] This embodiment optimizes the sidewall structure design, enhancing both sightseeing visibility and structural safety. Specifically, the rounded chamfers of the first groove 101 and the second groove 601 avoid stress concentration issues associated with traditional right-angle window corners, dispersing load stress through a smooth transition and preventing the initiation of fatigue cracks. Furthermore, the layout of multiple window mounting openings significantly increases the window opening area while ensuring structural strength, directly improving passenger visibility, while also meeting lightweight requirements and enhancing the durability and operational safety of the sidewall structure. In this embodiment, the upper beam 1 is arranged along the length of the vehicle body and connects to the vehicle roof, forming the longitudinal support foundation of the sidewall structure and ensuring the stability of the overall frame. The tops of the two side columns 2 are connected to the bottom sides of the upper beam 1, respectively, strengthening the load-bearing capacity of the sidewall edges and providing reliable support for subsequent slotting design. Two door columns 3 are spaced apart, with their tops connected to the bottom of the upper beam 1, forming a stable frame for the door area, ensuring passenger boarding and alighting efficiency while maintaining the overall rigidity of the sidewall. The window side panel 6 is connected at both ends to adjacent door pillars 3 and side pillars 2, forming a continuous structure at the bottom of the side wall and providing a base platform for window installation. Multiple window pillars 4 are spaced apart between adjacent door pillars 3 and side pillars 2, with their upper and lower ends connected to the bottom of the upper beam 1 and the top of the window side panel 6, effectively dividing the window area and enhancing overall rigidity to prevent localized deformation. Both the first groove 101 and the second groove 601 have rounded chamfers, which smoothly distribute load stress, avoiding stress concentration problems caused by traditional right-angle window corner designs, thus preventing the initiation of fatigue cracks. The first groove 101 and the second groove 601 correspond one-to-one to form multiple window installation openings. This layout expands the window opening area while maintaining structural strength, significantly improving the passenger's view. Therefore, it not only improves the safety and durability of the side wall structure but also meets the requirements of lightweight design, while solving the problems of limited passenger view and safety hazards caused by small window openings and right-angle window corner designs in traditional side wall structures.

[0023] Optionally, the chamfer radii of the first groove 101 and the second groove 601 are equal.

[0024] Specifically, the first groove 101 refers to the rectangular groove structure formed at the bottom of the upper beam 1, which aims to provide precise positioning and a transition area for window installation. The second groove 601 refers to the rectangular groove structure formed at the top of the window side panel 6, which aims to cooperate with the first groove 101 to form a complete window installation opening. The design of equal chamfer radii ensures the consistency of the upper and lower groove shapes, thereby achieving uniform stress distribution.

[0025] In detail, by setting the chamfer radii of the first groove 101 and the second groove 601 to be equal, a perfectly matched rounded transition is formed between the upper and lower edges of the window mounting opening. This design allows the load generated during vehicle operation to be evenly distributed throughout the transition area, avoiding geometric discontinuities caused by radius differences. Especially during the long-term operation of straddle-type monorail vehicles, this design effectively eliminates local stress concentration points and significantly reduces the risk of fatigue crack initiation.

[0026] Optionally, please combine Figure 1 The side wall structure also includes a door zone beam 5, which is connected at both ends to two door pillars 3 and at the top to the upper beam 1.

[0027] Specifically, the door zone beam 5 refers to a lateral support member, which can be implemented using a beam structure made of metal profiles or composite materials. Its purpose is to enhance the overall rigidity and stability of the door zone by providing additional lateral support, thus preventing localized deformation during vehicle dynamic operation. The door zone beam 5 is welded to the door pillar 3 at both ends to ensure effective force transmission.

[0028] In detail, by adding the gate beam 5, a closed lateral support frame is formed in the gate area. Both ends of the gate beam 5 are connected between the two gate pillars 3, directly offsetting the lateral forces generated during vehicle operation, thus preventing torsional deformation of the gate area due to insufficient stiffness. Simultaneously, the design of connecting the top of the gate beam 5 to the upper beam 1 allows for seamless integration of the gate beam 5 with the superstructure, efficiently transferring the load on the gate area to the upper beam 1, thereby dispersing local stress. This design not only improves the stability and reliability of the gate structure but also effectively prevents stress concentration, ultimately enhancing the overall safety and usability of the sidewall structure in the gate area. Furthermore, the installation of the gate beam 5, together with the upper beam 1 and gate pillars 3, further optimizes the mechanical properties of the entire sidewall structure, meeting the requirements of the sightseeing route for both wide field of vision and lightweight structure.

[0029] Optionally, please combine Figure 1 The side wall structure also includes a side wall panel 7, which is connected to the bottom of the window side panel 6, and its two ends are connected to the corresponding side pillar 2 and door pillar 3 respectively.

[0030] Specifically, the side wall panel 7 refers to the component used to cover the upper area of ​​the side wall and provide a structural connection foundation. Its purpose is to improve the overall rigidity of the upper part of the side wall through continuous coverage and to provide a reliable support foundation for subsequent installation. The window side panel 6 serves as the connection foundation for the side wall panel 7, and its bottom is designed with a suitable welding interface to achieve a seamless connection. The side post 2 and door post 3 serve as key support points, and are equipped with connection interfaces or welding interfaces that match the ends of the side wall panel 7.

[0031] Specifically, the side wall panel 7 is connected at both ends to the corresponding side pillars 2 and door pillars 3. This connection method relies on the side pillars 2 and door pillars 3 as key support points, integrating the side wall panel 7 into the overall side wall frame to form a stable ring-shaped load-bearing structure, significantly improving the torsional stiffness and overall stability of the side wall. Furthermore, the side wall panel 7 provides a reliable anchoring point for subsequent connection to the vehicle chassis, thus solving the problems of easy deformation and inconvenient installation of the side wall during vehicle operation. Through the above technical solution, the side wall panel 7 not only optimizes the structural performance of the upper part of the side wall but also lays the foundation for the functional expansion of the entire side wall structure.

[0032] Optionally, please combine Figure 1 The side wall panel 7 has multiple connection holes 9 for connecting to the vehicle body chassis.

[0033] Specifically, the multiple connection holes 9 refer to several through-hole structures distributed on the side wall plate 7. These through-holes can be formed by drilling and are fixedly connected to the vehicle body frame by fasteners such as bolts or rivets. The purpose of introducing the connection holes 9 is to establish a direct connection channel between the side wall plate 7 and the vehicle body frame, thereby optimizing the load transfer path and improving the overall structural stability.

[0034] In detail, this technical solution achieves direct fixing of the side wall panel 7 to the vehicle chassis by setting multiple connection holes 9 on the side wall panel 7. This design avoids the weak link of indirectly transferring the load to the chassis through the window side panel 6 and the column, effectively distributing the lateral force and vibration load borne by the side wall directly to the vehicle chassis foundation structure. The distribution of multiple connection holes 9 ensures the uniformity of connection stress and prevents local stress concentration.

[0035] Optionally, please combine Figure 1 The bottom of the side pillar 2 and the door pillar 3 are provided with connection holes 9 for connecting to the vehicle body frame.

[0036] Specifically, the connecting hole 9 can be understood as a positioning through hole set on the side post 2 and the door post 3, and can be a circular hole structure.

[0037] In detail, the side pillars 2 and door pillars 3 are key nodes for the transmission of vehicle load, and the hole layout of the connecting holes 9 at their bottom improves the assembly accuracy.

[0038] Optionally, decorative covers 8 are detachably installed at the bottom of the side posts 2 and the door posts 3, the decorative covers 8 being used to cover the connection holes 9.

[0039] Specifically, the decorative cover 8 refers to an external protective structure covering the bottom of the side posts 2 and the door posts 3, which can be made by extruding aluminum alloy. In practical applications, the decorative cover 8 can be disassembled through snap-fit ​​structures, bolt connections, or riveting, facilitating disassembly for later maintenance while ensuring stability during daily use. The covering function of the connecting holes 9 is achieved through the physical isolation of the decorative cover 8, effectively preventing rainwater erosion and dust accumulation.

[0040] In detail, the design of the decorative cover 8 not only solves the problem of exposed components being susceptible to environmental corrosion, but also enhances the overall aesthetics of the bottom of the vehicle's sidewalls. The bottom of the side pillars 2 and door pillars 3 are covered by the decorative cover 8, forming a closed protective area that prevents rainwater and dust from directly contacting the connection holes 9, thus significantly reducing the risk of corrosion. Furthermore, the removable nature of the decorative cover 8 ensures that it can be easily removed without damaging the overall sidewall structure when maintenance of the connection holes 9 is required. This guarantees accessibility to critical connection points while maintaining structural integrity. This design is particularly crucial for sightseeing vehicles, as it not only extends the service life of key connecting components but also meets the vehicle's high standards for cleanliness and visual appeal.

[0041] Optionally, please combine Figure 2-3 The bottom edge of the decorative cover 8 is provided with a downward-pointing pointed structure, which is used to guide the flow of rainwater.

[0042] Specifically, a sharp-angle structure refers to a geometric shape with a downward sloping angle, which can be achieved by stamping or injection molding of sheet metal. By changing the geometry of traditional straight or rounded edges, the steep slope of the sharp angle prevents rainwater from accumulating at the edges, thus achieving rapid drainage. Guiding rainwater flow refers to precisely controlling the water flow path to direct rainwater to the exterior of the vehicle body or drainage channels, aiming to prevent moisture from seeping into or accumulating in critical areas such as the connection hole 9.

[0043] In detail, the pointed structure at the bottom edge of the decorative cover 8 naturally guides water away from critical areas such as the connecting holes 9 through its downward tilt. This design effectively avoids metal corrosion and rusting of the connecting holes 9 that may be caused by rainwater accumulation. Because the pointed structure extends downwards, its tilt angle, combined with gravity, ensures that rainwater flows quickly down the pointed direction without stagnating at the edge. This design not only simplifies the drainage mechanism, eliminating the need for additional components, but also improves the overall structure's weather resistance and reliability through optimized physical shape. Furthermore, this solution, in conjunction with the side pillars 2 and door pillars 3, demonstrates excellent protective performance in outdoor operating environments, making it particularly suitable for sightseeing vehicles that are exposed to the natural environment for extended periods.

[0044] Optionally, the side column 2 and the upper side beam 1, as well as the door column 3 and the upper side beam 1, are connected by V-shaped butt welds; both ends of the window column 4 are connected to the upper side beam 1 and the window side panel 6 by V-shaped butt welds.

[0045] Among them, V-shaped butt welds refer to weld structures with V-shaped cross-sections formed during the welding process. In practical applications, this type of weld can be achieved through MIG welding (Metal Inert Gas Welding), the purpose of which is to optimize the stress transmission path through a smooth transition geometry, avoiding the sharp turning points formed at the root of traditional right-angle welds. Window pillar 4, as a key node for the vertical support of the window frame, needs to withstand complex vibration loads at its upper and lower connection points. Using V-shaped butt welds can significantly reduce the stress peaks in the window corner area.

[0046] Specifically, the butt weld design between the side pillar 2 and the upper side beam 1 ensures that the load is evenly distributed along the weld, effectively mitigating the impact of vehicle body bending and vibration loads on the connection starting position. The butt weld between the door pillar 3 and the upper side beam 1 is designed to address the characteristics of dynamic impact loads in the door area, ensuring the continuity of stress distribution in the connection area and preventing early fatigue damage caused by sudden load changes in localized high-stress areas. The butt welds at both ends of the window pillar 4, combined with the rounded chamfer design of the groove, create a smooth stress flow channel at the junction of the window side panel 6 and the pillar, avoiding the risk of crack propagation due to vibration accumulation.

[0047] This utility model provides a straddle-type monorail vehicle, including the straddle-type monorail vehicle sidewall structure as described above.

[0048] 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 sidewall structure described above, and will not be repeated here.

[0049] 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 sidewall structure for a straddle-type monorail vehicle, characterized in that, It includes an upper beam (1), side pillars (2), door pillars (3), window pillars (4), and window side panels (6); the upper beam (1) is arranged along the length of the vehicle body and its top is connected to the roof of the vehicle; the tops of the two side pillars (2) are respectively connected to the bottom sides of the upper beam (1); the two door pillars (3) are arranged at intervals and their tops are all connected to the bottom of the upper beam (1); the two ends of the window side panels (6) are respectively connected between the adjacent door pillars (3) and the side pillars (2); multiple window pillars (4) are arranged at intervals between the adjacent door pillars (3) and the side pillars (2), and the upper and lower ends of the window pillars (4) are respectively connected to the bottom of the upper beam (1) and the top of the window side panels (6); The upper beam (1) has a first groove (101) at the bottom between the side column (2) and the window column (4) and between adjacent window columns (4); the window side plate (6) has a second groove (601) at the top between the side column (2) and the window column (4) and between adjacent window columns (4); the first groove (101) and the second groove (601) are rounded at their corners, and the first groove (101) and the second groove (601) correspond one-to-one to form multiple window mounting openings.

2. The side wall structure of the straddle-type monorail vehicle according to claim 1, characterized in that, The first groove (101) and the second groove (601) have the same radius of curvature.

3. The side wall structure of the straddle-type monorail vehicle according to claim 1, characterized in that, It also includes a door zone beam (5), which is connected at both ends between the two door pillars (3) and at its top to the upper beam (1).

4. The side wall structure of the straddle-type monorail vehicle according to claim 1, characterized in that, It also includes a side wall panel (7), which is connected to the bottom of the window side panel (6) and its two ends are respectively connected to the corresponding side post (2) and the door post (3).

5. The side wall structure of the straddle-type monorail vehicle according to claim 4, characterized in that, The side wall panel (7) has multiple connection holes (9) for connecting to the vehicle chassis.

6. The side wall structure of the straddle-type monorail vehicle according to claim 1, characterized in that, The bottom of the side pillar (2) and the door pillar (3) are provided with connection holes (9) for connecting with the vehicle body frame.

7. The straddle-type monorail vehicle sidewall structure according to claim 5 or 6, characterized in that, The bottom of the side post (2) and the door post (3) are detachably fitted with decorative covers (8), which are used to cover the connection holes (9).

8. The side wall structure of the straddle-type monorail vehicle according to claim 7, characterized in that, The bottom edge of the decorative cover (8) is provided with a downward-pointing pointed structure, which is used to guide the flow of rainwater.

9. The side wall structure of the straddle-type monorail vehicle according to claim 1, characterized in that, The side column (2) and the upper side beam (1) are connected by V-shaped butt welds, as are the door column (3) and the upper side beam (1); both ends of the window column (4) are connected to the upper side beam (1) and the window side panel (6) by V-shaped butt welds.

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

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