Anti-collision energy-absorbing composite material, front end vehicle head and preparation method thereof

Abstract

The present invention discloses an anti-collision energy-absorbing composite material, a front end and a preparation method thereof, comprising a skin and a mesh rib, wherein the structure of the mesh rib matches the structure of the skin so that the mesh rib is fixedly connected to the skin. The technical problem in the prior art that the energy absorption of a train collision is limited by the length of the train shape and the space required for engineering, resulting in poor energy absorption capacity during a passive collision of the train is solved.

Description

Technical Field

[0001] The present invention belongs to the technical field of rail vehicles, and in particular relates to an anti-collision energy-absorbing composite material, a front end vehicle head and a preparation method thereof. Background Art

[0002] In recent years, with the rapid development of high-speed railway transportation at home and abroad, the safety performance of EMUs, especially the passive safety performance, has attracted more and more attention. EMU passive safety refers to the use of the collision resistance of the EMU body structure to reduce or even eliminate the adverse effects of the collision when a major railway accident is inevitable, thereby ensuring the safety of personnel to the greatest extent. The higher the collision resistance of the train, the greater the safety factor of personnel in the event of a collision.

[0003] The energy absorption of a train collision mainly depends on the force of the energy absorbing element and the effective working length of the energy absorbing element. However, the effective working length depends on the length of the train and the space required for engineering. This severely limits the energy absorption capacity of the train during a passive collision.

[0004] Therefore, preparing a composite material with good energy absorption effect and applying it to the front end of a train is of great significance to the passive safety of the train. Summary of the invention

[0005] The object of the present invention is to provide an anti-collision energy-absorbing composite material to solve the technical problem of poor energy absorption capacity during train collision in the above-mentioned prior art.

[0006] In order to achieve the above-mentioned object of the invention, the present invention adopts the following technical scheme:

[0007] A collision-proof energy-absorbing composite material comprises a skin and grid ribs, wherein the structure of the grid ribs matches the structure of the skin so that the grid ribs are fixedly connected to the skin.

[0008] Preferably, the skin comprises a first layer of skin and a second layer of skin, the second layer of skin is fixedly connected to the first layer of skin; and the mesh ribs are arranged between the first layer of skin and the second layer of skin.

[0009] Preferably, it also includes an energy-absorbing core material, which is fixedly arranged between the first layer of skin and the second layer of skin; and the energy-absorbing core material is provided with shaping grooves, which are distributed on the surface of the energy-absorbing core material; the structure of the grid ribs is matched with the structure of the shaping grooves, so that the grid ribs are arranged in the shaping grooves.

[0010] Preferably, the first layer of skin and the second layer of skin are both made of fiber-reinforced resin-based composite materials and are formed by a winding process.

[0011] Preferably, the fibers in the fiber-reinforced resin-based composite material are one or more of carbon fibers, glass fibers, and aramid fibers; and the resin in the fiber-reinforced resin-based composite material is one or more of unsaturated polyesters, epoxy resins, or thermoplastic resins.

[0012] Preferably, the grid ribs include a plurality of profile pieces, and the plurality of profile pieces are cross-connected to form a plurality of polygonal grids.

[0013] Preferably, the grid ribs are a grid structure formed by a fiber-reinforced resin-based composite material through a winding process.

[0014] Preferably, the grid ribs include a plurality of grids, and each grid structure is a parallelogram, and the side length of each grid is 50 mm to 100 mm.

[0015] Preferably, the energy absorbing core material is a foam structure or a honeycomb structure.

[0016] A front end of a vehicle comprises an outer layer of the vehicle front, wherein the outer layer is surrounded by a composite material, and the composite material is any one of the above-mentioned anti-collision and energy-absorbing composite materials.

[0017] A method for preparing a front end of a vehicle using an anti-collision energy-absorbing composite material, characterized in that it comprises:

[0018] S1: laying a fabric layer of a certain thickness in a mold of the first layer of skin, and curing it after laying to form the first layer of skin;

[0019] S2: placing the profiles of the grid ribs in the shaping grooves of the energy absorbing core material in sequence, connecting the profiles to each other to form a complete mesh structure and laying it on the energy absorbing core material;

[0020] S3: applying adhesive to the inner surface of the first layer of skin that has been cured, and bonding the energy-absorbing core material provided with the grid ribs to the inner surface of the first layer of skin;

[0021] S4: laying a fabric layer of a certain thickness on the surface of the energy absorbing core material, and curing it after laying, so as to form the second skin layer;

[0022] S5: After curing is completed, the entire structure is demoulded to form a front end with anti-collision and energy-absorbing performance.

[0023] 12. A method for preparing a front end of a vehicle using an anti-collision energy-absorbing composite material, characterized in that it comprises:

[0024] S1: forming the second layer of skin on the front end mold by winding molding process;

[0025] S2: bonding the energy absorbing core material to the second skin layer;

[0026] S3: forming the grid ribs in the shaping grooves by a fiber winding process on the energy absorbing core material according to the shaping grooves, until the grid ribs fill the shaping grooves;

[0027] S4: forming the first layer of skin on the outer surface of the energy absorbing core material by a fiber winding molding process, and making the first layer of skin completely wrap the energy absorbing core material;

[0028] S5: The structure formed by combining the first layer of skin, the energy absorbing core material, the mesh ribs and the second layer of skin is solidified and formed as an integral whole. After solidification, the whole structure is demoulded to form a front end with anti-collision energy absorbing performance.

[0029] Compared with the prior art, the advantages and positive effects of the present invention are:

[0030] The present invention designs an anti-collision energy-absorbing composite material, including a skin, a grid rib provided on the skin, and the grid rib is fixedly connected to the skin. By providing the grid rib on the skin, and the grid rib is tightly combined with the skin, the anti-collision performance of the composite material is effectively improved. Therefore, by adopting the above structure, when the impact energy passes through the skin and the grid rib, the energy will be absorbed, thereby reducing the impact energy and having good energy absorption characteristics. As a result, the composite material can withstand longitudinal force (the direction of train travel) and lateral force, and can absorb the energy generated by the longitudinal impact force through its own deformation or crushing when subjected to eccentric collision extrusion, thereby effectively improving the energy absorption capacity of the train during passive collision, and solving the technical problem of poor energy absorption during train collision in the prior art. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] Figure 1 It is a schematic diagram of the cross-sectional structure of the energy-absorbing and anti-collision composite material of the present invention;

[0032] Figure 2 It is a schematic diagram of the explosion structure of the energy-absorbing and anti-collision composite material of the present invention;

[0033] Figure 3 This is a schematic diagram of the structure in which the first layer of skin in the energy-absorbing and anti-collision composite material of the present invention is used for the front end of the vehicle;

[0034] Figure 4 This is a schematic diagram of the structure in which the second layer of skin in the energy-absorbing and anti-collision composite material of the present invention is used for the front end of the vehicle;

[0035] Figure 5 It is a schematic diagram of the structure in which the energy-absorbing core material in the energy-absorbing and anti-collision composite material of the present invention is used for the front end of a vehicle;

[0036] Figure 6 It is a schematic diagram of the structure of the grid ribs in the energy-absorbing and anti-collision composite material of the present invention used for the front end of the vehicle;

[0037] In the above figures: 1. first layer of skin; 2. second layer of skin; 3. energy absorbing core material; 31. shaping groove; 4. mesh ribs; 41. mesh. DETAILED DESCRIPTION

[0038] The present invention is described in detail below by way of exemplary embodiments. However, it should be understood that elements, structures, and features in one embodiment may also be beneficially combined in other embodiments without further description.

[0039] In the description of the present invention, it should be noted that the terms "inside", "outside", "upper", "lower", "front", "rear", "first", "second", etc., indicating directions or positional relationships, are based on the positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific direction, be constructed and operated in a specific direction, and therefore cannot be understood as a limitation on the present invention.

[0040] In the description of this application, "install", "connect", "connect", "fix" and the like should be understood in a broad sense. For example, "connect" can be a fixed connection, a detachable connection, or an integral connection; it can be a direct connection or a connection through an intermediate medium. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0041] The technical solution in the embodiment of the present application is to solve the technical problem of poor energy absorption capacity during train collision in the above-mentioned prior art. The overall idea is as follows:

[0042] The present invention designs an anti-collision energy-absorbing composite material, including a skin, a grid rib provided on the skin, and the grid rib is fixedly connected to the skin. By providing the grid rib on the skin, and the grid rib is tightly combined with the skin, the anti-collision performance of the composite material is effectively improved. Therefore, by adopting the above structure, when the impact energy passes through the skin and the grid rib, the energy will be absorbed, thereby reducing the impact energy and having good energy absorption characteristics. As a result, the composite material can withstand longitudinal force (the direction of train travel) and lateral force, and can absorb the energy generated by the longitudinal impact force through its own deformation or crushing when subjected to eccentric collision extrusion, thereby effectively improving the energy absorption capacity of the train during passive collision, and solving the technical problem of poor energy absorption during train collision in the prior art.

[0043] Example 1

[0044] In order to better understand the above solution, the above technical solution will be described in detail below in conjunction with the accompanying drawings and specific implementation methods.

[0045] A collision-proof energy-absorbing composite material comprises a skin and grid ribs, wherein the structure of the grid ribs matches the structure of the skin so that the grid ribs are fixedly connected to the skin.

[0046] Furthermore, the skin includes a first layer of skin and a second layer of skin, the second layer of skin is fixedly connected to the first layer of skin; and the grid ribs are arranged between the first layer of skin and the second layer of skin.

[0047] At the same time, it also includes an energy-absorbing core material, which is fixedly arranged between the first layer of skin and the second layer of skin; and the energy-absorbing core material is provided with shaping grooves, which are distributed on the surface of the energy-absorbing core material; the structure of the grid ribs is matched with the structure of the shaping grooves, so that the grid ribs are arranged in the shaping grooves.

[0048] like Figures 1 to 3 As shown, the first layer of skin 1 is an outer skin with a certain thickness, which is preferably a fiber-reinforced resin-based composite material. Specifically, the first layer of skin is made of composite material. In this embodiment, the composite material includes fiber and resin. The fiber is one or more of carbon fiber, glass fiber, and aramid fiber; the resin is one or more of unsaturated polyester (o-phthalic resin, vinyl resin), epoxy resin, inorganic resin or thermoplastic resin material. Further, when the first layer of skin 1 adopts carbon fiber composite material, its thickness is preferably 2 to 8 mm; when the first layer of skin 1 adopts glass fiber composite material, its thickness is preferably 4 to 15 mm. When the train collides passively, the fiber-reinforced resin-based composite material mainly bears the in-plane load, absorbs the energy generated by the longitudinal impact force through the deformation or crushing of the fiber layer and the resin layer, thereby consuming the impact kinetic energy of the car body, and is the first line of defense for passive collision of the train.

[0049] like Figure 2As shown, the second layer of skin 2 is an inner skin with a certain thickness, which is preferably a fiber-reinforced resin-based composite material. Specifically, the first layer of skin is processed from a composite material. In this embodiment, the composite material includes fiber and resin. The fiber is one or more of carbon fiber, glass fiber, and aramid fiber; the resin is one or more of unsaturated polyester (o-phthalic resin, vinyl resin), epoxy resin, inorganic resin or thermoplastic resin material. Further, when the second layer of skin 2 is made of carbon fiber composite material, its thickness is preferably 2 to 8 mm, and when the second layer of skin 2 is made of glass fiber composite material, its thickness is preferably 4 to 15 mm. Further, the second layer of skin 2 is fixedly connected to the first layer of skin 1, and there is a certain gap between the first layer of skin 1 and the second layer of skin 2, and an energy-absorbing core material 3 is arranged at the gap. The second layer of skin 2 mainly supports the energy-absorbing core material 3 and protects the internal structure of the front end of the vehicle. When the train collides passively, the fiber-reinforced resin-based composite material of the second layer of skin 2 absorbs the energy generated by the impact force by deformation or crushing, thereby forming another line of defense against passive collision of the train.

[0050] The energy absorbing core material 3 is mainly used to further improve the rigidity of the overall structure, reduce the weight of the composite material, and further improve the energy absorption capacity. Specifically, the energy absorbing core material 3 can be a foam structure, and is preferably one or more of polyurethane foam, polyvinyl chloride foam, carbon foam, PEI foam and PMI foam, and the preferred range of foaming density is 0.05g / cm 3 ~1.5g / cm 3 This structure has high strength, low cost and good anti-collision effect. At the same time, the energy absorbing core material 3 can also use a honeycomb structure. It should be further explained that the structure of the energy absorbing core material 3 can be changed according to actual needs.

[0051] More specifically, if Figure 5 As shown, a shaping groove 31 is provided on the end surface of the energy-absorbing core material 3. Further, the shaping groove 31 is provided on the side close to the second layer of skin, and the thickness of the energy-absorbing core material 3 is preferably 10 to 50 mm. When the train is passively collided, the energy-absorbing core material 3 is light and soft in structure, which improves the rigidity of the overall structure and reduces the weight of the composite material; at the same time, it can absorb a large amount of impact energy, thereby further improving the energy absorption capacity of the train during passive collision.

[0052] The mesh ribs 4 are used to further improve the rigidity of the energy absorbing core material 3 and have a certain energy absorbing effect. Figure 6As shown, the structure of the grid rib 4 matches the structure of the shaping groove 31 of the energy absorbing core material 3, so that the grid rib 4 can be arranged in the shaping groove 31, and the connection between the grid rib 4 and the energy absorbing core material 3 is more stable. Furthermore, the structure of the shaping groove 31 is consistent with the structure of the grid rib 4, that is, the grid structure and number of the grid ribs are completely consistent with the structure and number of the slots in the shaping groove, so that the grid rib 4 can be more stably distributed in the shaping groove 31, thereby making the stiffness and energy absorption strength of the energy absorbing core material 3 more uniform.

[0053] In this embodiment, the grid rib 4 includes a plurality of profiles, and the plurality of profiles are cross-connected to form a plurality of polygonal grids. Specifically, in the splicing process of the grid rib 4, the energy-absorbing core material 3 is equivalent to a mold, that is, the profile in the grid rib 4 can be directly set in the shaping groove 31, and the profile is sequentially set in the shaping groove 31 according to the structure of the shaping groove 31 on the energy-absorbing core material 3. Therefore, the core material can be used as a mold when processing the grid rib, and the core material can be retained as a part of the structure after the processing of the grid rib is completed, which has the functions of energy absorption, increased rigidity, sound insulation and heat insulation. Therefore, since the shaping groove 31 is provided on the energy-absorbing core material 3, the grid rib 4 can be more effectively spliced ​​by the profiles; at the same time, under the guiding effect of the shaping groove 31, the grid rib 4 is spliced ​​according to the shaping groove 31, so that the grid rib 4 and the energy-absorbing core material 3 are better combined together.

[0054] By adopting the above structure, the grid ribs 4 can more effectively improve the rigidity of the energy-absorbing core material 3, and the energy absorption effect is more excellent. Therefore, the above anti-collision energy-absorbing composite material is moved to the front end of the train or the entire body, which can effectively improve the energy absorption capacity of the train during passive collision, thereby solving the technical problem of poor energy absorption during train collision in the prior art. At the same time, the above anti-collision energy-absorbing composite material can also be applied to the entire train, thereby further improving the anti-collision ability of the train.

[0055] This embodiment also provides a front end of a vehicle, which is composed of the above-mentioned anti-collision and energy-absorbing composite material.

[0056] This embodiment also provides a method for preparing a front end vehicle head, and the steps are as follows:

[0057] S1: Preparation of the first layer of skin 1;

[0058] A fabric layer of a certain thickness is laid in the mold of the first layer of skin 1, and is cured after laying. In this embodiment, the preparation of the first layer of skin 1 is specifically as follows: first, resin is brushed on the inner surface of the mold of the first layer of skin, and then fiber fabric is laid on the resin to form a fabric layer; resin is alternately applied and fiber fabric is laid on the fabric layer until the total thickness of the fabric layer reaches the required thickness; in this embodiment, the thickness of the fabric layer is preferably 5 mm. At the same time, the fiber fabric is preferably carbon fiber woven cloth, and the resin is preferably epoxy resin. At the same time, after the fabric layer is formed, the fabric layer is squeezed by external force until the bubbles on the fabric layer are removed, and it is cured after laying, and the curing time is preferably 12 hours.

[0059] S2: sequentially placing the profiles of the mesh ribs 4 in the shaping grooves 31 of the energy absorbing core material 3, and connecting the profiles to each other to form a complete mesh structure and laying it on the energy absorbing core material 3;

[0060] S3: applying adhesive to the inner surface of the cured first layer of skin 1, and attaching the energy absorbing core material 3 provided with the grid ribs 4 to the inner surface of the first layer of skin 1; and making the energy absorbing core material 3 and the first layer of skin 1 closely connected by the adhesive;

[0061] In this embodiment, the adhesive is preferably acrylic adhesive. The energy absorbing core material 3 is made of polyvinyl chloride foam with a density of about 1 g / cm3. The surface curvature of the energy absorbing core material 3 is consistent with the inner surface of the mold or the first layer of skin 1, and the thickness of the energy absorbing core material 3 is preferably 30 mm.

[0062] S4: laying a fabric layer of a certain thickness on the surface of the energy absorbing core material, and curing it after laying, so as to form the second skin layer;

[0063] In this embodiment, resin is brushed on the surface of the energy-absorbing core material 3, and then fiber fabric is laid on the resin to form a fabric layer; resin is applied and fiber fabric is laid on the fabric layer alternately until the thickness of the total fabric layer reaches the required thickness, and after laying, it is cured, and the curing time is preferably 12 hours, thereby forming a second layer of skin 2.

[0064] The thickness of the fabric layer of the second skin 2 is preferably 5 mm. Meanwhile, the fiber fabric is preferably carbon fiber woven fabric, and the resin is preferably epoxy resin. Meanwhile, after the fabric layer is formed, the fabric layer is squeezed by external force until the bubbles on the fabric layer are removed.

[0065] S5: After curing, the whole is demoulded to form a front end with anti-collision and energy-absorbing performance.

[0066] It should be noted that the above mesh reinforcement can also be made of a structure wound with a fiber-reinforced resin-based composite material, that is, the structure of the mesh reinforcement can be selected according to actual working conditions.

[0067] By adopting the above preparation method, not only the front end of the vehicle is closely matched between the first layer of skin, the second layer of skin, the energy absorbing core material, and the mesh ribs, but also the front end of the vehicle has the function of anti-collision and energy absorption. At the same time, by adopting the above molding method, the molding process of the front end of the vehicle is simplified, and the production cost of the front end of the vehicle is effectively reduced, while the production efficiency of the front end of the vehicle is also improved.

[0068] Example 2

[0069] An anti-collision energy-absorbing composite material, comprising:

[0070] First layer of skin;

[0071] a second layer of skin, wherein the second layer of skin is fixedly connected to the first layer of skin;

[0072] An energy absorbing core material, wherein the energy absorbing core material is fixedly arranged between the first layer of skin and the second layer of skin; and the energy absorbing core material is provided with shaping grooves, and the shaping grooves are distributed on the surface of the energy absorbing core material;

[0073] The grid ribs have a structure that matches that of the shaping grooves, so that the grid ribs are disposed in the shaping grooves.

[0074] In this embodiment, the fiber is one or more of carbon fiber, glass fiber, and aramid fiber; the resin is one or more of unsaturated polyester (o-phthalic resin, vinyl resin), epoxy resin, inorganic resin, or thermoplastic resin material. Furthermore, when the second layer of skin 2 is made of carbon fiber composite material, its thickness is preferably 2 to 8 mm, and when the second layer of skin 2 is made of glass fiber composite material, its thickness is preferably 4 to 15 mm. When the train collides passively, the fiber-reinforced resin-based composite material mainly bears the in-plane load, and absorbs the energy generated by the longitudinal impact force through the deformation or crushing of the fiber-reinforced resin-based composite material, thereby consuming the impact kinetic energy of the vehicle body, which is the first line of defense for passive collisions of trains.

[0075] The second layer of skin 2 is an inner skin with a certain thickness, which is formed by winding a fiber-reinforced resin-based composite material.

[0076] In this embodiment, the fiber is one or more of carbon fiber, glass fiber, and aramid fiber; the resin is one or more of unsaturated polyester (o-phthalic resin, vinyl resin), epoxy resin, inorganic resin, or thermoplastic resin material. Further, when the second layer of skin 2 is made of carbon fiber composite material, its thickness is preferably 2 to 8 mm, and when the second layer of skin 2 is made of glass fiber composite material, its thickness is preferably 4 to 15 mm. Further, the second layer of skin 2 is fixedly connected to the first layer of skin 1, and there is a certain gap between the first layer of skin 1 and the second layer of skin 2, and an energy-absorbing core material 3 is arranged in the gap. The second layer of skin 2 mainly supports the energy-absorbing core material 3 and protects the internal structure of the front end of the vehicle. When the train collides passively, the fiber-reinforced resin-based composite material of the second layer of skin 2 mainly deforms to absorb the energy generated by the impact force, thereby forming another line of defense for passive collision of the train.

[0077] The energy absorbing core material 3 is mainly used to further improve the rigidity of the overall structure, reduce the weight of the composite material, and further improve the energy absorption capacity. Specifically, the energy absorbing core material 3 can be a foam structure, and is preferably one or more of polyurethane foam, polyvinyl chloride foam, carbon foam, PEI foam and PMI foam, and the preferred range of foaming density is 0.05g / cm 3 ~1.5g / cm 3 This structure has high strength, low cost and good anti-collision effect. At the same time, the energy absorbing core material 3 can also use a honeycomb structure. It should be further explained that the structure of the energy absorbing core material 3 can be changed according to actual needs.

[0078] More specifically, a shaping groove 31 is provided on the end surface of the energy-absorbing core material 3. Further, the shaping groove 31 is provided on the side close to the second layer of skin, and the thickness of the energy-absorbing core material 3 is preferably 10 to 50 mm. When the train is passively collided, the energy-absorbing core material 3 is light and soft in structure, which improves the rigidity of the overall structure and reduces the weight of the composite material; at the same time, it can absorb a large amount of impact energy, thereby further improving the energy absorption capacity of the train during passive collision.

[0079] The mesh ribs 4 are used to further improve the rigidity of the energy-absorbing core material 3 and have a certain energy-absorbing effect. Furthermore, the structure of the mesh ribs 4 matches the structure of the shaping grooves 31 of the energy-absorbing core material 3, so that the mesh ribs 4 can be arranged in the shaping grooves 31, and the connection between the mesh ribs 4 and the energy-absorbing core material 3 is more stable. Furthermore, the structure of the shaping grooves 31 is consistent with the structure of the mesh ribs 4, that is, the structure and number of the meshes in the mesh ribs are completely consistent with the structure and number of the slots in the shaping grooves, so that the meshes can be more stably distributed in the shaping grooves 31, thereby making the rigidity and energy-absorbing strength of the energy-absorbing core material 3 more uniform.

[0080] In this embodiment, the grid ribs 4 are formed by winding a composite material. Specifically, in the process of winding the grid ribs 4, the energy-absorbing core material is used as a mold, so that it can be directly wound on the energy-absorbing core material 3 and according to the structure of the shaping groove 31 on the energy-absorbing core material 3, so that the grid ribs 4 are arranged in the shaping groove 31, so that the grid ribs 4 and the energy-absorbing core material 3 are more closely fitted, thereby further improving the stiffness and energy absorption effect of the energy-absorbing core material 3. As can be seen from the above, the core material can be used as a mold when processing the grid ribs, and the core material can be retained as a part of the structure after the processing of the grid ribs is completed, which has the functions of energy absorption, increasing stiffness, sound insulation and heat insulation. Therefore, by adopting the above structure, the preparation process of the grid ribs 4 does not require a mold, and winding is performed by mechanical equipment, which further improves the coordination between the grid ribs 4 and the energy-absorbing core material 3, thereby saving production costs, simplifying the process, and improving production efficiency.

[0081] In summary, an energy-absorbing core material is provided between the first layer of skin and the second layer of skin, a shaping groove is provided on the energy-absorbing core material, and a grid rib is fixedly provided in the shaping groove, so that the grid rib is closely connected with the energy-absorbing core material. At the same time, since the shaping groove is provided on the energy-absorbing core material, the energy-absorbing core material can be used as a mold for preparing the grid rib, that is, there is no need to provide a separate mold for preparing the grid rib. Moreover, by directly arranging the grid rib in the energy-absorbing core material, the grid rib and the energy-absorbing core material are more closely fitted, and the core material can be retained as a part of the structure after the processing of the grid rib is completed, which has the functions of absorbing energy, increasing stiffness, sound insulation and heat insulation, thereby more effectively improving the anti-collision performance of the composite material. Therefore, by adopting the above structure, when the impact energy passes through the skin, the grid rib and the energy-absorbing core material, the energy will be absorbed, thereby reducing the impact energy, and having good energy absorption characteristics. As a result, the composite material can withstand longitudinal force (in the direction of train travel) and lateral force, and can absorb the energy generated by the longitudinal impact force through its own deformation or crushing when subjected to eccentric collision and extrusion, thereby effectively improving the energy absorption capacity of the train during passive collision, and solving the technical problem of poor energy absorption during train collision in the prior art.

[0082] At the same time, moving the above anti-collision energy-absorbing composite materials to the front end of the train or the entire car body can effectively improve the energy absorption capacity of the train during passive collision, thereby solving the technical problem of poor energy absorption during train collision in the prior art.

[0083] This embodiment also provides a front end of a vehicle, which is composed of the above-mentioned anti-collision and energy-absorbing composite material.

[0084] This embodiment also provides a method for preparing a front end vehicle head, and the steps are as follows:

[0085] S1: First, a fiber-reinforced resin-based composite material is wound on a mold of the front end of the vehicle to form a second layer of skin 2;

[0086] S2: preparing an energy absorbing core material 3 with a shaping groove 31, and bonding the energy absorbing core material 3 to the second layer of skin 2;

[0087] Specifically, a bonding adhesive is applied to the outer surface of the second skin layer 2, and then the energy absorbing core material 3 provided with the grid ribs 4 is bonded to the outer surface of the second skin layer 2, and the energy absorbing core material 3 and the second skin layer 2 are closely connected by the bonding adhesive;

[0088] In this embodiment, the adhesive is preferably acrylic adhesive. The energy absorbing core material 3 is made of polyvinyl chloride foam with a density of about 1g / cm 3 The surface curvature of the energy absorbing core material 3 is consistent with that of the second skin layer 2, and the thickness of the energy absorbing core material 3 is preferably 30 mm.

[0089] S3: Winding the fiber-reinforced resin-based composite material on the energy-absorbing core material according to the shaping groove 31, thereby forming a mesh rib 4 in the shaping groove 31;

[0090] In this embodiment, a rope structure of a fiber-reinforced resin-based composite material is used for winding, that is, the rope is wound in sequence according to the structure of the shaping groove 31 by mechanical equipment, wherein the fiber is preferably T700 carbon fiber, and the resin is epoxy resin. At the same time, the density and size of the grid rib 4 structure can be designed according to the energy absorption requirements and the load conditions, so as to provide higher load conditions. At the same time, the side length of each grid on the grid rib 4 is preferably 50mm to 100mm, and its structure is preferably a parallelogram, and the rope width of the grid rib 4 is preferably 5 to 20mm.

[0091] S4: Winding the outer surface of the energy absorbing core material 3 with a fiber reinforced resin-based composite material to form a first layer of skin, and making the first layer of skin completely wrap the energy absorbing core material;

[0092] S5: The structure formed by combining the first layer of skin 1, the energy absorbing core material 3, the mesh ribs 4 and the second layer of skin 2 is integrally cured and formed. After the curing is completed, the whole structure is demoulded to form a front end with anti-collision energy absorbing performance.

[0093] By adopting the above molding method, the front end of the train can be solidified and molded in one piece, thereby further improving the anti-collision and energy absorption performance of the front end of the train. At the same time, by adopting the above molding method, the molding process of the front end of the train is further simplified, and the production cost of the front end of the train is effectively reduced, while also improving the production efficiency of the front end of the train. And the above preparation method can also be applied to the preparation of the entire train.

Claims

1. A front end vehicle head, characterized in that: The vehicle comprises a front outer layer, wherein the outer layer is surrounded by a composite material, and the composite material comprises a skin, a mesh rib and an energy-absorbing core material; The structure of the grid ribs matches the structure of the skin, so that the grid ribs are fixedly connected to the skin; The skin comprises a first layer of skin and a second layer of skin, the second layer of skin is fixedly connected to the first layer of skin; and the mesh ribs are arranged between the first layer of skin and the second layer of skin; The first layer of skin and the second layer of skin are both fiber-reinforced resin-based composite materials and are formed by a winding process; The grid ribs are a fiber-reinforced resin-based composite material and are a grid structure formed by a winding process; The energy-absorbing core material is fixedly arranged between the first layer of skin and the second layer of skin; and the energy-absorbing core material is provided with shaping grooves, and the shaping grooves are distributed on the surface of the energy-absorbing core material; the structure of the grid ribs is matched with the structure of the shaping grooves, so that the grid ribs are arranged in the shaping grooves; during the winding process of the grid ribs, the energy-absorbing core material is used as a mold, and the grid ribs are directly wound on the energy-absorbing core material according to the structure of the shaping grooves on the energy-absorbing core material, so that the grid ribs are arranged in the shaping grooves.

2. The front end of the vehicle according to claim 1, characterized in that: The fibers in the fiber-reinforced resin-based composite material are one or more of carbon fibers, glass fibers, and aramid fibers; and the resins in the fiber-reinforced resin-based composite material are one or more of epoxy resins and thermoplastic resins.

3. The front end of the vehicle according to claim 1, characterized in that: The fibers in the fiber-reinforced resin-based composite material are one or more of carbon fibers, glass fibers, and aramid fibers; and the resin in the fiber-reinforced resin-based composite material is unsaturated polyester.

4. The front end of the vehicle according to claim 1, characterized in that: The grid ribs include a plurality of profile pieces, and the plurality of profile pieces are cross-connected to form a plurality of polygonal grids.

5. The front end of the vehicle according to claim 4, characterized in that: The grid ribs include a plurality of grids, and each grid structure is a parallelogram, and the side length of each grid is 50 mm to 100 mm.

6. The front end of claim 1, characterized in that: The energy absorbing core material is a foaming structure or a honeycomb structure.

7. A method for preparing the front end of claim 1, characterized in that: include, S1: forming the second layer of skin on the front end mold by winding molding process; S2: bonding the energy absorbing core material to the second skin layer; S3: forming the grid ribs in the shaping grooves by a fiber winding process on the energy absorbing core material according to the shaping grooves, until the grid ribs fill the shaping grooves; during the winding process, the grid ribs use the energy absorbing core material as a mold and are directly wound on the energy absorbing core material according to the structure of the shaping grooves on the energy absorbing core material, so that the grid ribs are arranged in the shaping grooves; S4: forming the first layer of skin on the outer surface of the energy absorbing core material by a fiber winding molding process, and making the first layer of skin completely wrap the energy absorbing core material; S5: The structure formed by combining the first layer of skin, the energy absorbing core material, the mesh ribs and the second layer of skin is solidified and formed as an integral whole. After solidification, the whole structure is demoulded to form a front end with anti-collision energy absorbing performance.

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