Vehicle body top cover structure, railway vehicle, electronic equipment and method

Abstract

The invention provides a vehicle body top cover structure, a railway vehicle, electronic equipment and a method. The car body top cover structure comprises a middle top cover, an air duct, a longitudinal beam and top cover edge beams, the air duct and the longitudinal beam are connected to the lower end of the middle top cover, the top cover edge beams are connected to the two ends of the middle top cover, the top cover edge beams extend in the length direction and divide the section of each top cover edge beam into a plurality of special-shaped cavities, and the cross section of each top cover edge beam is a special-shaped section with one end becoming wider from narrow. The thin end of the special-shaped section is connected with the middle top cover; the middle top cover comprises an upper face plate, a framework and a lower face plate which are sequentially stacked from top to bottom, the upper face plate, the framework and the lower face plate are connected through tough glue, a foam plate is embedded in the framework, and the longitudinal beams are arranged on the two sides of the air channel respectively. The top cover edge beam air conditioner bearing and lightweight design is achieved, and under the constraint conditions of air conditioner bearing, integrated overall deformation, torsional deformation and the like, overall deformation is controllable in the two-time vehicle weight ultimate bearing state.

Description

Technical Field

[0001] The present invention relates to the technical field of rail vehicles, and in particular to a vehicle body roof structure, a rail vehicle, electronic equipment and a method. Background Art

[0002] The existing maglev vehicle roof features a four-module structure with integrated roof side beams on both sides. The air conditioner-bearing areas at the roof ends are constructed of aluminum alloy, while the non-load-bearing areas in the middle of the roof utilize aluminum alloy panels with a foam interlayer to reduce weight. The air conditioner mounting platform is recessed to accommodate the installation, ensuring that the top of the air conditioner installation is aligned with the arc-shaped roof.

[0003] Since only the curved roof is constructed with aluminum alloy panels and a foam sandwich structure, the weight reduction effect is limited. Furthermore, the height difference between the air conditioning mounting platform and the curved roof limits interior space and height. Furthermore, the addition of numerous longitudinal and transverse beam transition pieces to install the interior further complicates the structure and increases weight. Summary of the Invention

[0004] The object of the present invention is to provide a vehicle body roof structure, a rail vehicle, an electronic device and a method that are lightweight and have high load capacity.

[0005] The technical solution of the present invention is: a vehicle body roof structure, including an intermediate roof, an air duct and a longitudinal beam connected to the lower end of the intermediate roof, and roof side beams connected to the two ends of the intermediate roof, the roof side beams extending along the length direction and dividing its cross section into a plurality of special-shaped cavities, and the cross section of the roof side beams is a special-shaped section that starts from narrow to wide at one end, and the thin end of the special-shaped section is connected to the intermediate roof; the intermediate roof includes an upper panel, a frame and a lower panel stacked in sequence from top to bottom, the upper panel, the frame and the lower panel are all connected by tough glue, the frame is embedded with a foam board, and the longitudinal beams are arranged on both sides of the air duct.

[0006] In the above scheme, the roof side beam is designed with multiple special-shaped cavities, and its cross-section is a special-shaped section, which realizes the air-conditioning load-bearing and lightweight design of the roof side beam. Moreover, the overall deformation of the roof side beam can be controlled below 5mm under the ultimate load state of twice the vehicle weight, taking into account the constraints such as air-conditioning load, integrated overall deformation, and torsional deformation.

[0007] In addition, the middle top cover adopts a sandwich structure, and a skeleton is set in the middle of the sandwich, which is connected with tough glue to improve the middle top cover's ability to resist bending loads.

[0008] The main materials used for tough adhesive include polyurethane, epoxy resin, and cyanoacrylate. The tough adhesive layer is used to improve the center cover's resistance to bending loads. As the load transfer link between the upper and lower panels and the foam board, the upper and lower panels and the frame, and the frame and the foam board, its strength must be designed to be sufficient.

[0009] In a specific solution, the longitudinal beam is bonded to the lower panel by glue, and a carbon fiber layer is coated between the lower panel and the longitudinal beam to form a secondary cured connection, and the air duct and the middle top cover are bonded together by glue.

[0010] The above-mentioned longitudinal beam structure enables its outer side to have the function of installing side roof panels, middle roof panels, lighting systems and door pillars. The integrated design of the longitudinal beam, middle roof cover and air duct can improve the height inside the vehicle and lower the roof height.

[0011] In another specific solution, a C-shaped groove is provided on the lower panel, the longitudinal beam is detachably mounted on the C-shaped groove, and both sides of the air duct are mounted on the C-shaped groove via brackets. Thus, it is only necessary to glue and rivet the C-shaped groove at the longitudinal beam mounting position.

[0012] Preferably, the upper panel, the lower panel and the frame are made of carbon fibers, and the foam board is filled with a sticky substance that can increase the damping of the sandwich structure.

[0013] The mechanical properties of the materials of the upper and lower panels, the foam board, and the adhesive layer formed by the tough adhesive are designed based on the energy yield law. Filling the foam board with viscous substances can increase the damping of the sandwich structure. For example, hard polymer and ceramic fillings can enhance the impact resistance. By changing the relative density of the foam board and comparing its energy absorption rate and the maximum deformation of the lower panel, the optimal foam board density is obtained.

[0014] When designing a sandwich structure, the primary considerations for the panels are the material's strength and stiffness, while the primary consideration for the foam board (i.e., the core material) is to significantly reduce weight. The sandwich structure transfers loads in a manner similar to an I-beam. The upper and lower panels provide in-plane stiffness and strength, bearing in-plane tensile and compressive stresses and in-plane shear stresses caused by bending moments or in-plane tension and compression. The core material provides stiffness and strength in the normal direction of the panels, bearing compressive stresses and shear stresses generated by lateral forces, and supporting the panels to maintain stability. The bending stiffness performance of a sandwich structure primarily depends on the performance of the panels and the height between the two panels; the greater the height, the greater the bending stiffness. Through efficient structural design, sandwich structures explore the performance limits of the materials used to achieve sandwich panels that maximize stiffness while maintaining the same weight as solid laminates.

[0015] Using a foam core in a sandwich structure can reduce manufacturing costs while also serving as a structural material. For example, polymethacrylimide (PMI) foam can be used in foam panels, offering lightweight yet high rigidity. PMI foam is highly compatible with a variety of resin systems and can bond securely with thermosetting resin adhesives. It is fully closed-cell, has a high heat deflection temperature, and offers excellent heat resistance. PMI foam is isotropic and has a high specific strength, making it easy to machine.

[0016] Preferably, the upper panel extends outward from the foam board to overlap the upper surface of the roof side beam, and the lower end of the roof side beam is provided with a horizontally extending connecting plate, which overlaps the lower surface of the lower panel. The overlapping method is convenient for the implementation of riveting and gluing processes.

[0017] The present invention also provides a rail vehicle comprising the above-mentioned vehicle body roof structure.

[0018] The present invention also provides a collaborative optimization method for optimizing the design of the above-mentioned vehicle roof structure, comprising: Obtain key parameters and main indicators, and confirm the data relationship between the key parameters and main indicators; Establish optimization models for multi-physics collaborative research, or establish reduced-order or proxy models, confirm the mathematical model and data relationship between the main technical parameters and the optimization objectives of each discipline, and set the accuracy value of the proxy model; Obtain the optimal solution set of the optimization model and a set of real test value samples; add the above optimal solution set or test interval to the established proxy model to intelligently increase points and correct the proxy model and its accuracy; at the same time, set samples with a deviation of less than 5% between the main technical parameters and the optimization target as experimental design samples, and increase the number of samples by more than 20%; confirm whether the accuracy of the proxy model reaches the preset value. If not, supplement the test samples for correction to obtain the multi-physics sub-discipline proxy model that is closest to the actual one; Each sub-discipline of the physical field obtains the proxy model through experimental design, uniformly loads it into the multidisciplinary optimization platform, and replaces the sub-prototypes in the architecture model one by one, and finally establishes a collaborative optimization platform for the vehicle roof structure.

[0019] The optimal solution set is the optimal solution, which represents an ideal solution that can achieve all the overall goals and sub-goals. In the software, excellent results are called the optimal solution set.

[0020] This method achieves continuous improvement in simulation capabilities such as strength and fatigue, noise, dynamics, aerodynamics, and internal flow field, and introduces advanced optimization algorithms such as genetic algorithm, particle swarm algorithm and simulated annealing algorithm into vehicle simulation optimization, replacing conventional comparative optimization methods. At the same time, it takes into account the interactive coupling relationship between parameters, improves simulation accuracy, and thus significantly improves simulation optimization capabilities, thereby significantly improving simulation optimization capabilities and the overall performance of the vehicle.

[0021] This proxy model-based technology enables rapid, automated batch processing of multiple working conditions, significantly improving optimization efficiency while ensuring accuracy. This reduces the order of multidisciplinary sub-models and significantly improves simulation efficiency. Finally, a technical solution for collaborative optimization of multidisciplinary comprehensive performance based on the main physical field of the structure was developed. Using multidisciplinary optimization software and digital prototype technology, optimization methods for the vehicle body and roof structure were first mastered. Component lightweighting solutions were then improved from the perspectives of sizing and topology optimization. A fully multidisciplinary parametric model of rail vehicles was constructed, enabling comprehensive collaborative analysis of the impact of lightweighting on the vehicle body and roof structure, including static strength, fatigue strength, collision, stiffness, modalities, and stability. Multidisciplinary collaborative simulation and optimization of rail vehicles, including structure-noise, structure-vibration, structure-dynamics, and structure-fluid, was then conducted. Structural verification was performed using top-level design indicators for vibration and noise, dynamics, fluid heat transfer, and electromagnetic compatibility as constraints. Finally, a load-bearing structure optimization method that considers the comprehensive performance of the vehicle was proposed based on the optimization principles of each discipline, achieving lightweighting and ensuring excellent overall performance of the vehicle structure.

[0022] A sandwich design method is proposed by combining multi-scale parameter design, mechanical properties, and service performance. For sandwich structure performance characterization, constitutive model calibration, and design optimization, a constitutive model is selected for multi-scale characterization studies, including material parameter calibration testing, material-level simulation prediction and experimental verification, and sandwich structure simulation prediction and experimental verification. This allows for high-precision prediction of the structural failure mode under bending. The upper and lower panels and frame are first optimized for overall structural force transmission paths through simulation topology optimization, followed by structural optimization. The adhesive layer material, including the interface, is equivalent to a cohesive force model. Cohesive elements are simulated using measured multi-segment performance or derived from empirical data or formulas. This empirical formula uses an elastic-power hardening model for equivalent simulation of the inelastic phase. During sandwich structure simulation optimization, the adhesive layer interface can optionally be equivalent to a contact mechanical response to describe more realistic governing equations and optimization schemes. Flexible binding without considering large lateral slip is recommended for contact. The vehicle body structure, including the roof side beams, is then subjected to forward design and multidisciplinary optimization analysis for strength, collision, and vibration analysis, including the main structural physics. This optimization method can yield the optimal lightweight design solution.

[0023] The present invention also provides an electronic device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the above-mentioned collaborative optimization method when executing the program.

[0024] The present invention also provides a non-transitory computer-readable storage medium having a computer program stored thereon, wherein the computer program is used by a processor to execute the above-mentioned collaborative optimization method.

[0025] The present invention also provides a method for processing the intermediate roof in the above-mentioned vehicle body roof structure, comprising: First, the mold of the middle top cover is processed; then the upper and lower panels are processed by weaving carbon fiber composite materials and epoxy resin; the upper panel is lifted into the mold by a clamping device to be shaped; then the mold with the upper panel is transferred to the autoclave by the clamping device to be processed into the actual structure; conductive particles with wave-absorbing properties are scattered into the foam board preparation to form the foam board; the skeleton is processed by pultrusion technology; tough glue is applied to the upper surface of the foam board and the lower surface of the upper panel respectively, and then bonded to each other; tough glue is applied to the upper surface of the skeleton and the lower surface of the foam board respectively, and then bonded to each other; tough glue is applied to the lower surface of the skeleton and the upper surface of the lower panel respectively, and then bonded to each other; then the epoxy resin is uniformly cured at high temperature for a second time to complete the processing of the middle top cover.

[0026] The foam board and the frame are bonded to the upper and lower panels with tough glue and cured at high temperature with epoxy resin for a second time to obtain a sandwich structure with ideal performance. This enables the frame to improve the rigidity of the vehicle body structure and facilitates the installation of auxiliary equipment.

[0027] Compared with the related art, the present invention has the following beneficial effects: First, the present invention designs the roof side beam with multiple special-shaped cavities, and its cross-section is a special-shaped section that gradually thickens from thin, achieving both air conditioning load-bearing and lightweight design. Furthermore, under comprehensive consideration of constraints such as air conditioning load, integrated overall deformation, and torsional deformation, the overall deformation of the roof side beam can be controlled to less than 5mm under the ultimate load of twice the vehicle weight. Second, the present invention reduces the weight of the vehicle roof, while controlling the vehicle roof limit height, lowering the roof height, and avoiding many problems caused by the height difference between the existing air-conditioning installation platform and the arc roof; 3. The multidisciplinary optimization method of the main physical field of the structure provided by the present invention can design a vehicle roof that can withstand various vertical loads while bearing the load of major interior equipment and impact forces, and minimize weight (each roof section can be reduced by 500kg), reduce external noise and heat transfer (by more than 5%), increase flame retardancy and improve ride comfort. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] Figure 1 A schematic diagram of the three-dimensional structure of the vehicle roof structure according to the first embodiment of the present invention; Figure 2 A schematic plan view of the vehicle roof structure according to the first embodiment of the present invention; Figure 3 This is a schematic diagram of the exploded structure of the middle top cover; Figure 4 A schematic plan view of the vehicle roof structure according to the second embodiment of the present invention; Figure 5 for Figure 4 Structural diagram of the air duct in FIG; Figure 6 Flowchart of the collaborative optimization method provided by the present invention; Figure 7 Optimization plot for the main physics field.

[0029] In the attached figure: 1. Transition side beam; 2. Top cover side beam; 21. Connecting plate; 3. Intermediate top cover; 31. Upper panel; 32. Foam board; 33. Frame; 331. End wall frame; 332. Side wall frame; 333. Intermediate frame; 34. Lower panel; 4. Longitudinal beam; 5. Air duct; 51. Dynamic air duct; 52. Static air duct; 53. Functional layer; 54. Bracket; 6. Air conditioner mounting base; 7. C-shaped groove. DETAILED DESCRIPTION

[0030] The present invention will be described in detail below with reference to the accompanying drawings and in conjunction with the embodiments. It should be noted that the embodiments and features of the embodiments may be combined unless they conflict. For ease of description, the words "upper," "lower," "left," and "right" appear below merely to indicate the directions of upper, lower, left, and right in the accompanying drawings and do not limit the structure.

[0031] like Figure 1 、 Figure 2 As shown, the vehicle body roof structure provided in this embodiment includes two symmetrically arranged transition side beams 1, two symmetrically arranged roof side beams 2, an intermediate roof 3, two symmetrically arranged longitudinal beams 4, an air duct 5 and multiple air-conditioning mounting seats 6.

[0032] The two ends of the middle roof 3 are connected to the roof side beams 2, and the ends of the roof side beams 2 are connected to the transition side beams 1. The lower surface of the middle roof 3 is connected to the air duct 5 and the longitudinal beams 4, and the longitudinal beams 4 are located at both ends of the air duct 5.

[0033] The roof side beam 2 is formed into multiple special-shaped cavities through a pultrusion process, and the cross-section of the roof side beam 2 is a special-shaped section that gradually widens from a narrow end. The thin end of the special-shaped section is connected to the intermediate roof 3. The transition side beam 1 is an aluminum alloy profile and is fixed to the roof side beam 2 by adhesive rivets. The adhesive is a tough adhesive that provides shear resistance.

[0034] like Figure 2 As shown, the upper surface of the middle roof 3 is provided with an air conditioning mounting seat 6, the air conditioning mounting seat 6 is close to the connection between the middle roof 3 and the roof side beam 2, and the air conditioning mounting seat 6 is arranged in a plurality in the longitudinal direction of the middle roof 3 (as shown in FIG. Figure 1 The middle top cover 3 is integrated with an air conditioner mounting base 6, which can be used to install an existing air conditioner without exceeding the limit.

[0035] The roof side beams 2 are formed using a multi-cavity, special-shaped pultrusion process using carbon fiber composite materials. This allows for air conditioning support and a lightweight design, simplifying the existing structure of the maglev vehicle's roof side beams, air conditioning mounting platform, and intermediate roof module. Simulation and testing have verified that this integrated carbon fiber composite structure provides vertical load-bearing, torsional, and shear resistance. Under extreme operating conditions, the vehicle roof can withstand twice the vehicle's curb weight, while maintaining deformation below 5mm.

[0036] like Figure 3 As shown, the intermediate roof 3 comprises an upper panel 31, a frame 33, and a lower panel 34 stacked in sequence from top to bottom. The upper panel 31, frame 33, and lower panel 34 are all connected by a flexible adhesive. The frame 33 comprises an intermediate frame 333, two end wall frames 331 spaced apart in the longitudinal direction (travel direction) of the rail vehicle, and two side wall frames 332 spaced apart on the left and right sides of the rail vehicle. The two end wall frames 331 and the two side wall frames 332 enclose one another, and the intermediate frame 333 connects the two enclosed end wall frames 331 and the two side wall frames 332. The intermediate frame 333 is in the shape of a horizontal and vertical grid, forming multiple cavities within it, into which the foam panels 32 are mounted by gluing.

[0037] The thickness of the upper panel 31 is 2mm-4mm, the thickness of the inner panel is 1.5mm-3.5mm, and the thickness of the foam board 32 is 35mm-40mm. The skeleton 33 is made of carbon fiber pultrusion and has a thickness of 2-4mm. The thickness of the lower panel 34 is 1.5-3.5mm. The end wall skeleton 331, the side wall skeleton 332, and the middle skeleton 333 are hollow inside for installing the foam board 32. The skeleton 33 realizes heat insulation, sound insulation and flame retardant functions through the multifunctional foam board 32 and the multi-cavity structure for embedding the foam board 32. Combined with the installation of the longitudinal beam 4, it simplifies the structure of the vehicle roof, improves the height inside the vehicle and reduces the roof height. The skeleton 33 can improve the structural rigidity of the vehicle body and facilitate the installation of auxiliary equipment. A sandwich layer design method is provided by combining multi-scale parameter design, mechanical properties and service performance, namely, upper and lower panels of carbon fiber, a carbon fiber skeleton, and a multifunctional polymethacrylimide (PMI) foam board 32. Among them, polymethacrylimide is often used as the core layer material with high strength, low thermal conductivity, good sound insulation effect, and easy molding, because it has excellent mechanical properties, high heat deformation temperature and stable chemical properties; and the tough glue used is used to improve the bending load resistance of the middle top cover 3. It serves as a load transfer link between the upper panel 31 and the lower panel 34 and the foam board 32, the upper panel 31 and the lower panel 34 and the skeleton 33, and the foam board 32 and the skeleton 33, and its strength must be sufficient.

[0038] The foam board 32 is filled with a viscous substance that can increase the damping of the sandwich structure (such as hard polymer and ceramic filling that can enhance the impact resistance), so that the foam board 32 has good wave absorbing performance and improves the relative density of the foam board 32.

[0039] like Figure 2 As shown, the upper panel 31 extends to the outside of the foam board 32 to overlap the upper surface of the top cover side beam, and the lower end of the top cover side beam 2 is provided with a horizontally extending connecting plate 21, and the connecting plate 21 is overlapped on the lower surface of the lower panel 34. The above structure is installed by a combination of tough glue bonding and rivets, and the tough glue plays a shear-resistant role.

[0040] like Figure 2 As shown, in this embodiment, the longitudinal beam 4 is bonded to the lower panel 34 by glue, and a carbon fiber layer is coated between the lower panel 34 and the longitudinal beam 4 to form a secondary cured connection, and the air duct 5 and the middle top cover 3 are bonded as one by glue, thereby improving the interior height of the vehicle and lowering the roof height.

[0041] like Figure 4 As shown in the second embodiment, a C-shaped groove 7 is provided on the lower panel 34. The longitudinal beam 4 is detachably mounted on the C-shaped groove 7 by bolts. Figure 5As shown, the air duct 5 comprises a centrally formed moving air duct 51, static air ducts 52 formed on either side of the moving air duct 51, a functional layer 53 located above the moving and static air ducts 51, 52, and a hanger 54 riveted between the static air duct 52 and the C-shaped groove 7. The static air duct 52 is provided with multiple ventilation holes that allow access to the passenger compartment. A through-hole is provided between the moving and static air ducts 51, 52 for adjustment. The functional layer 53 is provided with sound and heat insulation materials to reduce air conditioning noise and heat impact.

[0042] like Figure 6 、 Figure 7 As shown, for the vehicle roof structure, there are comprehensive requirements for its load-bearing, vibration and noise, heat insulation and flame retardancy. The present invention also provides a collaborative optimization method, including the following steps: S1, firstly, conduct optimization research on structure, vibration, noise, heat transfer, etc. based on the multidisciplinary optimization platform to obtain key parameters and main indicators and confirm their data relationships; S2, then, establish an optimization model for multi-physics collaborative research, or establish a reduced-order or proxy model, confirm the mathematical model and data relationship between the main technical parameters and the optimization objectives of each discipline, and set the proxy model accuracy value (such as 3 sigma); S3, obtain the optimal solution set of the optimization model and the real test value sample set; add the above optimal solution set or test interval to the established proxy model to intelligently increase points and correct the proxy model and its accuracy; at the same time, set the samples with the deviation of the main technical parameters from the optimization target by less than 5% as the experimental design samples, and increase the number of samples by more than 20%; S4: To fine-tune the control and improve the accuracy of the reduced-order or proxy model, confirm whether the accuracy of the proxy model reaches the preset value. If not, add test samples for calibration to obtain the multi-physics sub-discipline proxy model that is closest to the actual situation. S5. To improve the efficiency of joint simulation optimization, each physical field sub-discipline obtains proxy models through experimental design, uniformly loads them into the multi-replacement optimization platform, and replaces the sub-prototypes in the architecture model one by one, ultimately establishing a rail vehicle collaborative optimization platform with tool collaboration, data collaboration, and process collaboration.

[0043] The present invention also provides a solution that can be interchanged with the existing rail vehicle roof, for example, the existing air conditioner can be installed through the air conditioner mounting seat 6 without exceeding the limit; by redesigning the air duct to adapt to the existing air conditioner, it is only necessary to adjust the original end wall structure and solve the problem of the glue riveting connection between the end wall and the vehicle body roof, thereby controlling the vehicle roof limit height, lowering the roof height, and improving the limited interior space height of existing rail vehicles, realizing the interchangeability of the new and old roofs, and improving passenger comfort.

[0044] The present invention further provides a method for manufacturing the intermediate roof in the above-mentioned vehicle roof structure, comprising: First, the mold for the intermediate roof is fabricated, creating the initial roof shape. The upper and lower panels are then fabricated using carbon fiber composite material and epoxy resin. A vacuum electromagnetic clamping device is used to precisely control the upper panel's lift and placement into the mold for final shaping. The mold, containing the upper panel, is then transferred to an autoclave using the clamping device to form the actual structure. Conductive particles with wave-absorbing properties are dispersed into the foam board to form the foam board. The skeleton is then fabricated using a pultrusion process. Tough adhesive is applied to the upper surface of the foam board and the lower surface of the upper panel, respectively, and then bonded together. Tough adhesive is applied to the upper surface of the skeleton and the lower surface of the foam board, respectively, and then bonded together. Tough adhesive is applied to the lower surface of the skeleton and the upper surface of the lower panel, respectively, and then bonded together. The epoxy resin is then subjected to a secondary high-temperature curing process to achieve a sandwich structure with optimal performance, completing the intermediate roof. This skeleton improves the structural rigidity of the vehicle body and facilitates the installation of auxiliary equipment.

[0045] The above descriptions are merely embodiments of the present invention and are not intended to limit the patent scope of the present invention. Any equivalent structure or equivalent process transformation made using the contents of the present invention description and drawings, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present invention.

Claims

1. A vehicle roof structure, characterized in that: It includes a middle top cover, an air duct and a longitudinal beam connected to the lower end of the middle top cover, and a top cover side beam connected to the two ends of the middle top cover, the top cover side beam extends along the length direction and divides its cross section into a plurality of special-shaped cavities, and the cross section of the top cover side beam is a special-shaped section that starts from narrow to wide at one end, and the thin end of the special-shaped section is connected to the middle top cover; the middle top cover includes an upper panel, a frame and a lower panel stacked in sequence from top to bottom, the upper panel, the frame and the lower panel are connected by tough glue, the frame is embedded with a foam board, and the longitudinal beams are arranged on both sides of the air duct.

2. The vehicle roof structure according to claim 1, wherein: The longitudinal beam is bonded to the lower panel by glue, and a carbon fiber layer is coated between the lower panel and the longitudinal beam to form a secondary solidification connection, and the air duct and the middle top cover are bonded into one body by glue.

3. The vehicle roof structure according to claim 1, wherein: A C-shaped groove is provided on the lower panel, the longitudinal beam is detachably mounted on the C-shaped groove, and both sides of the air duct are mounted on the C-shaped groove via hanging brackets.

4. The vehicle roof structure according to any one of claims 1 to 3, characterized in that: The upper panel, the lower panel and the frame are made of carbon fibers, and the foam plate is filled with a sticky substance capable of increasing the damping of the sandwich structure.

5. The vehicle roof structure according to any one of claims 1 to 3, characterized in that: The upper panel extends outward from the foam board to overlap on the upper surface of the top cover side beam. The lower end of the top cover side beam is provided with a horizontally extending connecting plate, and the connecting plate is overlapped on the lower surface of the lower panel.

6. A rail vehicle, characterized in that: The vehicle body roof structure comprises the vehicle body roof structure according to any one of claims 1 to 5.

7. A collaborative optimization method for optimizing the design of a vehicle roof structure according to any one of claims 1 to 5, characterized in that: include: Obtain key parameters and main indicators, and confirm the data relationship between the key parameters and main indicators; Establish optimization models for multi-physics collaborative research, or establish reduced-order or proxy models, confirm the mathematical model and data relationship between the main technical parameters and the optimization objectives of each discipline, and set the accuracy value of the proxy model; Obtain the optimal solution set of the optimization model and a set of real test value samples; add the above optimal solution set or test interval to the established proxy model to intelligently increase points and correct the proxy model and its accuracy; at the same time, set samples with a deviation of less than 5% between the main technical parameters and the optimization target as experimental design samples, and increase the number of samples by more than 20%; confirm whether the accuracy of the proxy model reaches the preset value. If not, supplement the test samples for correction to obtain the multi-physics sub-discipline proxy model that is closest to the actual one; Each sub-discipline of the physical field obtains the proxy model through experimental design, uniformly loads it into the multidisciplinary optimization platform, and replaces the sub-prototypes in the architecture model one by one, and finally establishes a collaborative optimization platform for the vehicle roof structure.

8. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein: When the processor executes the program, the collaborative optimization method according to claim 7 is implemented.

9. A non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that: The computer program is executed by a processor to execute the collaborative optimization method according to claim 7.

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