Aluminum alloy lightweight rail vehicle head and manufacturing method

Abstract

The application relates to an aluminum alloy light-weight rail vehicle head and a manufacturing method, and belongs to the technical field of rail vehicle manufacturing. The application solves the problem that the self weight of an existing rail vehicle cannot meet the light-weight requirement of a head with the increase of high-tech equipment of a traditional vehicle and the increase of the self weight of the vehicle; the aluminum alloy light-weight rail vehicle head comprises a front window plate, a left side wall, a right side wall and a top plate; the front window plate, the left side wall, the right side wall and the top plate are all double-skin structures composed of an outer skin, a sound absorption and noise reduction filler and an inner skin. Compared with a traditional rail vehicle head, the setting of the outer skin, the inner skin and the reinforcing ribs enables the shell part of the rail vehicle head to meet the overall structural strength of the vehicle and realize the light-weight of the rail vehicle head, and the outer skin and the inner skin are thinned to different degrees at some positions, so that the shell part of the rail vehicle can be reduced by more than 30%.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of rail vehicle manufacturing technology, in particular to an aluminum alloy lightweight rail vehicle head and a manufacturing method thereof. BACKGROUND

[0002] Rail vehicles are important transportation links connecting cities and have gradually become the main transportation tool within cities. Rail vehicles are also the main carriers for cargo transportation. With the rapid development of rail vehicles in China, taking a rail vehicle for business trips has become the preferred mode of transportation for people. The head of the rail vehicle is an important component of the rail vehicle, and important facilities such as electrical control equipment are installed in the area inside the rail vehicle head. Therefore, the strength and reliability of the rail vehicle head are very important.

[0003] Traditional rail vehicle heads are usually made of steel or aluminum plates by injection molding and welding. In order to meet the design strength and mechanical properties, the rail vehicle head usually has a high density and a heavy weight. The speed requirement of modern rail vehicles is getting higher and higher, and with the high-quality requirements of intelligentization, green environmental protection and sustainable development, the high-tech equipment of the vehicle is increasing, and the self-weight of the vehicle is increasing, which puts forward higher requirements for the lightweight design of the vehicle.

[0004] Therefore, the traditional rail vehicle head has the following disadvantages:

[0005] 1. With the development of technology, the high-tech equipment of the vehicle is increasing, and the self-weight of the vehicle is increasing. The self-weight of the existing rail vehicle cannot meet the lightweight requirement of the head.

[0006] 2. The traditional rail vehicle head is directly injection molded by steel or aluminum plates, which cannot meet the speed requirement of modern rail vehicles, and the welding points are prone to cracking.

[0007] 3. With the increasing speed of modern rail vehicles, the noise generated by the friction between the rail vehicle head and the air is increasing. The traditional structure can only reduce the noise by increasing the thickness of the sound-absorbing layer in the rail vehicle head, which occupies the space inside the head. SUMMARY

[0008] In view of the above analysis, the present application aims to provide an aluminum alloy lightweight rail vehicle head and a manufacturing method thereof to solve the problems of large weight, easy cracking of welding points and thick sound-absorbing layer of the rail vehicle head.

[0009] To achieve the above-mentioned purpose, the present application provides the following technical solutions:

[0010] An aluminum alloy lightweight rail vehicle head, comprising a front window panel, a left side wall, a right side wall and a roof panel; the front window panel is respectively provided with the left side wall and the right side wall at both ends, and the left side wall and the right side wall are connected through the roof panel; the front window panel, the left side wall, the right side wall and the roof panel are all double-skin structures composed of an outer skin, a sound-absorbing and noise-reducing filler and an inner skin; the inner skin comprises an inner skin panel and a reinforcing rib; the inner skin panel is provided with the reinforcing rib on one side.

[0011] Further, the rail vehicle head is divided into N components, 4≦N≦8, the three-dimensional size of a single component is 1000mm≦X≦3000mm, 1000mm≦Y≦3000mm, Z≦600mm, and X and Y cannot be greater than 2000mm at the same time.

[0012] Further, the wall thickness of the outer skin of the double-skin structure is t1, and the wall thickness of the inner skin is t2 (t1 and t2 are in mm); the wall thickness is in the range of 2≦t1≦5 and 1≦t2≦4, and t1≧t2; the wall thickness of the outer skin after thinning is t1j, and the wall thickness of the inner skin after thinning is t2j, and t1j≧0.8t1 and t2j≧0.5t2.

[0013] Further, the reinforcing rib of the double-skin structure is protruding, the protruding part has a height h and a width T, the reinforcing rib intersection has an angle α, a transition round angle R4, the center distance of adjacent protruding reinforcing ribs is T2, the transition round angle of the reinforcing rib close to the outer skin is R1, the transition round angle of the reinforcing rib away from the outer skin is R2, the angle between the transition surface of the reinforcing rib edge and the outer skin is β, and the transition round angle between the transition surface and the upper surface of the reinforcing rib is R3; wherein 20mm≦h≦60mm, 1≦T / h≦2, 45≦α≦120, 50≦R4≦100, 200mm≦T2≦500mm, and the larger X and Y are, the larger T2 and R4 are, 5≦R1≦h / 2, 5≦R2≦h / 2, 45°≦β≦75°, and 5≦R3≦50.

[0014] Further, the components of the front window panel, the left side wall, the right side wall and the roof panel are overlapped at adjacent positions, one of the components at the overlapping position is offset, and the offset value is the sum of the wall thickness t1 of the outer skin and the wall thickness t2 of the inner skin.

[0015] Further, the double-skin structure is provided with a window opening, and the double-skin structure at the edge of the window opening is provided with a sunken support part; the sunken support part is annular along the edge of the window opening; the inner skin panel and the outer skin are overlapped at the inner edge of the annular of the sunken support part; and the inner skin panel and the outer skin have a certain bending to form a cavity at the outer edge of the annular of the sunken support part.

[0016] Further, the inner skin of the double-skin structure does not cover the entire outer skin, and the non-reinforcing rib position is designed for weight reduction; the width and height of the weight reduction design position are T3, and 10≦T3≦30mm.

[0017] Further, the outer skin and the rib-reinforced inner skin are both made of aluminum alloy, preferably rust-proof aluminum alloy.

[0018] Further, the parting surfaces of the front window panel, the left side wall, the right side wall and the top panel adopt corbel structures.

[0019] Further, the sound-absorbing and noise-reducing filler is porous lightweight ceramic ball, glass hollow microbead, foamed ceramic or SiC microbead.

[0020] A manufacturing method of an aluminum alloy lightweight rail vehicle head, the specific steps comprising:

[0021] Step 1: head parting design;

[0022] Step 2: inner structure of assembly manufacturing;

[0023] Step 3: connection of inner structure of assembly;

[0024] Step 4: connection of structure between assemblies.

[0025] Further, the connection method between the outer skin and the inner skin is mechanical connection, resistance spot welding connection, laser welding connection, light welding connection or argon arc welding connection.

[0026] Further, the outer skin and the inner skin are made by rigid-flexible composite forming method.

[0027] The above technical solution has at least one of the following beneficial effects:

[0028] 1. The outer skin, the inner skin and the reinforcing rib are provided, the inner skin and the reinforcing rib are integrally formed, so that the shell part of the rail vehicle head can be lightened while meeting the overall structural strength of the vehicle, and the outer skin and the inner skin are thinned to different degrees in some positions, so that the shell part of the rail vehicle can be reduced by more than 30%.

[0029] 2. The lap joint structure of the lap joint part of the skin structure offsets the edges of some assemblies and limits the lap joint width, so as to ensure the required lap joint strength of the connection part, and the corbel structure is added to the connection part of each assembly parting surface, so as to ensure the connection strength between each assembly of the rail vehicle head and avoid cracking of the welding points.

[0030] 3. The sound-absorbing and noise-reducing filler is filled between the outer skin and the inner skin of the rail vehicle head and between the inner skin and the reinforcing rib, so as to ensure the noise reduction effect, avoid adding the sound-absorbing layer in the head, ensure the internal space of the rail vehicle head, and be conducive to the layout of high-tech equipment in the head.

[0031] 4. The cavity is designed at the edge of the window opening, which realizes the local reinforcement of the window opening part, and enhances the local deformation resistance of the window opening edge when the vehicle is running at high speed or the wind is strong.

[0032] The above technical solutions can be combined with each other to realize more preferred combination solutions. Other features and advantages of the present application will be described in the following description, and some advantages will become apparent from the description, or will be understood by those skilled in the art through implementation of the present application. The purposes and other advantages of the present application can be realized and obtained through the contents particularly pointed out in the description and the drawings. BRIEF DESCRIPTION OF DRAWINGS

[0033] The accompanying drawings are included to provide a further understanding of the embodiments and no limitation on the present application is intended to be represented thereby, it being intended that the application can be practiced with or without the exact configurations illustrated. Like reference numerals are used to refer to like parts throughout the several views of the drawings.

[0034] Figure 1 It is a schematic diagram of the structure of the rail vehicle of the present application.

[0035] Figure 2 It is a schematic diagram of the structure of one side of the rail vehicle of the present application.

[0036] Figure 3 It is a schematic diagram of the structure of the other side of the rail vehicle of the present application.

[0037] Figure 4 It is a schematic diagram of the structure of the front of the rail vehicle of the present application.

[0038] Figure 5 It is a schematic diagram of the structure of the side of the rail vehicle of the present application.

[0039] Figure 6 It is a schematic diagram of the structure of the top of the rail vehicle of the present application.

[0040] Figure 7 It is a schematic diagram of the triangular arrangement of the stiffener of the double-skin structure of the rail vehicle of the present application.

[0041] Figure 8 It is a schematic diagram of the square arrangement of the stiffener of the double-skin structure of the rail vehicle of the present application.

[0042] Figure 9 It is a schematic diagram of the hexagonal arrangement of the stiffener of the double-skin structure of the rail vehicle of the present application.

[0043] Figure 10 It is a schematic diagram of the inner skin structure of the double-skin structure of the rail vehicle of the present application.

[0044] Figure 11 It is a schematic diagram of the inner over-round R4 of the inner skin structure of the double-skin structure of the rail vehicle of the present application.

[0045] Figure 12 For Figure 11 Cross-sectional view at A-A.

[0046] Figure 13 For Figure 12 Enlarged view at B.

[0047] Figure 14 For Figure 11 Cross-sectional view at C-C.

[0048] Figure 15 Structure diagram of the sound absorption and noise reduction filler of the double-skin structure of the rail vehicle of the present application.

[0049] Figure 16 Structure diagram of the window opening edge of the double-skin structure of the rail vehicle of the present application.

[0050] Figure 17 Flow chart of the manufacturing method of the present application.

[0051] In the figure: 1. front window panel, 2. right side wall, 3. left side wall, 4. roof panel, 5a. inner skin, 5a1. inner skin panel, 5a2. reinforcing rib, 5b. outer skin, 5c. sound absorption and noise reduction filler. DETAILED DESCRIPTION

[0052] The preferred embodiments of the present application will be described in detail below with reference to the accompanying drawings, which form a part of this application, and which illustrate embodiments of the present application by way of example and not by way of limitation.

[0053] Example 1

[0054] One specific embodiment of the present application discloses an aluminum alloy lightweight rail vehicle head and a manufacturing method, as shown in Figures 1-6 The figure shows a front window panel 1, a left side wall 3, a right side wall 2 and a roof panel 4; the front window panel 1 is respectively installed with the left side wall 3 and the right side wall 2 at both ends, and the left side wall 3 and the right side wall 2 are connected through the roof panel 4, the front window panel 1, the left side wall 3, the right side wall 2 and the roof panel 4 are all double-skin structures composed of an outer skin 5b, a sound absorption and noise reduction filler 5c and an inner skin 5a, the inner skin 5a includes an inner skin panel 5a1 and a reinforcing rib 5a2; one side of the inner skin panel 5a1 is provided with the reinforcing rib 5a2.

[0055] The front window panel 1, the left side wall 3, the right side wall 2 and the roof panel 4 jointly constitute a rail vehicle head.

[0056] As Figure 10 and Figure 14As shown, the outer skin 5b and the inner skin 5a replace the steel plate of the traditional rail vehicle head, so that the rail vehicle head meets the head strength while having a lighter mass, which can reduce the weight by more than 30% compared with the traditional rail vehicle head, and realizes the lightweight of the rail vehicle head.

[0057] The sound-absorbing noise-reducing filler 5c can absorb part of the noise generated by the mutual collision of the rail vehicle head and the air.

[0058] Preferably, the rail vehicle head is divided into N components, 4≦N≦8, the three-dimensional size of a single component is 1000mm≦X≦3000mm, 1000mm≦Y≦3000mm, Z≦600mm, and X and Y cannot be greater than 2000mm at the same time.

[0059] The size limitation of the single component has the advantage of facilitating production.

[0060] Preferably, the wall thickness t1 of the outer skin 5b of the double-skin structure, the wall thickness t2 of the inner skin 5a1, t1, t2 are in mm, and the wall thickness is in the range of 2≦t1≦5; 1≦t2≦4, and t1≧t2, and the wall thickness of different parts is allowed to be thinned to different degrees, the thinned wall thickness of the outer skin 5b t1j≧0.8t1, and the thinned wall thickness of the inner skin 5a t2j≧0.5t2.

[0061] The inner skin 5a and the outer skin 5b are thinned at low stress parts, which further realizes the lightweight while ensuring the overall strength of the rail vehicle head.

[0062] Preferably, as shown in the drawings, Figures 7-9 As shown, the reinforcing rib 5a2 of the double-skin inner skin 5a is protruding, the protruding part has a height h, a width T, the reinforcing rib intersection has an angle α, a transition round corner R4, the center distance T2 of adjacent protruding reinforcing ribs 5a2, the transition round corner R1 of the reinforcing rib 5a2 close to the outer skin 5b, the transition round corner R2 of the reinforcing rib 5a2 away from the outer skin 5b, the angle β between the transition surface of the reinforcing rib 5a2 edge and the outer skin 5b, and the transition round corner R3 between the transition surface and the upper surface of the reinforcing rib 5a2. Among them, 20mm≦h≦60mm, 1≦T / h≦2, 45≦α≦120, 50≦R4≦100, 200mm≦T2≦500mm, and the larger X and Y are, the larger T2 and R4 are, 5≦R1≦h / 2, 5≦R2≦h / 2, 45°≦β≦75°, 5≦R3≦50.

[0063] As shown in the drawings, Figures 11-13As shown, by limiting the angle a between the stiffeners 5a2, the transition round corner R4, the distance T2 between the centers of adjacent convex stiffeners 5a2, the transition round corner R1, the transition round corner R2 and the angle β between the transition surface at the edge of the stiffener 5a2 and the outer skin 5b, the rail vehicle head made of the stiffeners 5a2 meets the overall strength, and at the same time, various layout schemes of the stiffeners 5a2 can be used, such as the triangular layout of the stiffeners 5a2 when a = 60°, the quadrilateral layout of the stiffeners 5a2 when a = 90° and the hexagonal layout of the stiffeners 5a2 when a = 120°, all of which meet the design requirements of the overall strength of the rail vehicle head.

[0064] As shown in the drawings, Figure 10 Generally, the layout scheme of the stiffener 5a2 is quadrilateral.

[0065] Preferably, the adjacent parts between the front window panel 1, the left side wall 3, the right side wall 2 and the roof panel 4 are overlapped, and the overlap is offset, and the offset value is the sum of the wall thickness t1 of the outer skin 5b and the wall thickness t2 of the inner skin 5a.

[0066] As shown in the drawings, Figure 16 The overlapping structure of the two adjacent parts between the several assemblies is the outer skin 5b of one of the assemblies, the inner skin 5a1 and the outer skin 5b of the remaining assemblies from top to bottom, and the thickness of the overlapping part of the overlapping structure is t1+t2x2, and the width of the overlapping part of the overlapping structure is L.

[0067] Preferably, the double-skin structure is provided with a window opening, and the double-skin structure at the edge of the window opening is provided with a sunken support part, the sunken support part is annular along the edge of the window opening, the inner skin 5a1 and the outer skin 5b are overlapped at the inner edge of the annular of the sunken support part, and the inner skin 5a1 and the outer skin 5b have a certain bending to form a cavity at the outer edge of the annular of the sunken support part.

[0068] The height difference between the overlapping part of the inner skin 5a1 and the outer skin 5b at the edge of the window opening and the outer skin 5b is t4, and the thickness of the hollow cavity at the outer edge of the overlapping part of the inner skin 5a1 and the outer skin 5b at the edge of the window opening is t5, t4≦t5, and the design of t4≦t5 ensures the structural strength of the edge of the window opening and realizes the local strengthening of the strength of the edge of the window opening.

[0069] Preferably, the inner skin 5a of the double-skin structure does not cover the entire outer skin 5b, and the weight reduction design is performed at the position of the non-stiffener 5a2, and after the weight reduction design, the width and height of the weight reduction design part are T3, 10≦T3≦30mm.

[0070] The design of 10≦T3≦30mm ensures that the rail vehicle head meets the connection strength, at the same time, the mass of the rail vehicle head is reduced, and the lightweight of the rail vehicle head is realized.

[0071] Preferably, the outer skin 5b and the ribbed reinforced inner skin 5a are both made of aluminum alloy, preferably rust-proof aluminum alloy.

[0072] The rust-proof aluminum alloy has the characteristics of meeting the required strength of the structure, high fatigue strength, plasticity and corrosion resistance.

[0073] Preferably, as shown in Figure 15 The sound-absorbing and noise-reducing filler 5c is a porous lightweight ceramic ball, glass hollow microbead, foam ceramic or SiC microbead.

[0074] The sound-absorbing and noise-reducing filler 5c can be filled between the inner skin plate 5a1 and the reinforcing rib 5a2, and also can be filled in the cavity formed by the bending of the outer skin 5b at the edge of the window opening, so that the rail vehicle head structure has good sound-absorbing and sound-insulating function, reduces the propagation of noise and weakens the noise received by the personnel in the rail vehicle head.

[0075] A manufacturing method of an aluminum alloy lightweight rail vehicle head, as shown in Figure 17 The specific steps include:

[0076] Step 1: Head profile design: according to the situation, the rail vehicle head is divided into N components, 4≦N≦8, the three-dimensional size of a single component is 1000mm≦X≦3000mm, 1000mm≦Y≦3000mm, Z≦600mm, and X and Y cannot be greater than 2000mm at the same time; the window opening edge in the component is strengthened; the lap joint part between components is designed, and the design drawings of each component and the structure between components are generated according to the above design principles;

[0077] Step 2: Component internal structure connection: the outer skin 5b and the inner skin plate 5a1 are produced according to the design drawings, and the corresponding outer skin 5b and inner skin plate 5a1 are connected according to the design drawings, the connection mode can be resistance spot welding, high-energy beam welding, friction stir welding, etc., and the parts of the outer skin 5b and the inner skin plate 5a1 without design of reinforcing ribs are connected, and the connection mode can be bonding;

[0078] Step 3: Component internal structure manufacturing: the connected outer skin 5b and inner skin plate 5a1 are manufactured with reinforcing ribs 5a2 and filled with sound-absorbing and noise-reducing fillers 5c, the reinforcing ribs are manufactured by using rigid mold flexible medium loading method, the principle of rigid mold flexible medium loading method is to inflate the part of the outer skin 5b and the inner skin plate 5a1 which is not connected, the inner skin plate 5a1 forms the reinforcing rib 5a2 under the pressure of the gas and the limiting of the external concave mold, and the sound-absorbing and noise-reducing filler 5c needs to be filled between the inner skin plate 5a1 and the reinforcing rib 5a2 when the inner skin plate 5a1 and the reinforcing rib 5a2 are connected, and each component is manufactured;

[0079] Step 4, inter-assembly structure connection: the prepared assemblies are connected, and the connection requirement needs to meet the lap amount required by the design drawing;

[0080] Preferably, the connection method between the outer skin 5b and the inner skin 5a is mechanical connection, resistance spot welding connection, laser welding connection, light welding connection or argon arc welding connection.

[0081] Preferably, the outer skin 5b and the inner skin 5a are made by using rigid-flexible composite forming method.

[0082] Example 2

[0083] This example 2 is based on example 1, and the structure of the connection between each component parting surface in the double-skin structure of the head of the rail vehicle in example 1 is increased, and the parting surface parts of the front window panel 1, the left side wall 3, the right side wall 2 and the roof 4 adopt the bracket structure.

[0084] The increase of the bracket structure realizes the further reinforcement of the connection between the assemblies, and the bracket structure, i.e. beam support, plays the role of connecting several assemblies and disperses and transmits the force, so as to avoid the deformation of the assemblies caused by the excessive force of the lap joint between the assemblies.

[0085] The above is only the preferred specific embodiment of the present application, but the protection scope of the present application is not limited to this, any person skilled in the art can easily think of the changes or replacements within the technical range disclosed by the present application, which should be covered in the protection scope of the present application.

Claims

1. An aluminum alloy lightweight railway vehicle head, characterized by, The application relates to a rail vehicle head structure, which is divided into N components, the three-dimensional size of a single component is 1000mm<=X<=3000mm, 1000mm<=Y<=3000mm, and Z<=600mm; the rail vehicle head structure comprises a front window panel (1), a left side wall (3), a right side wall (2) and a top panel (4); the left side wall (3) and the right side wall (2) are respectively arranged at the two ends of the front window panel (1), and the left side wall (3) and the right side wall (2) are connected through the top panel (4); the front window panel (1), the left side wall (3), the right side wall (2) and the top panel (4) all have a double-skin structure composed of an outer skin (5b), a sound-absorbing and noise-reducing filler (5c) and an inner skin (5a); the inner skin (5a) comprises an inner skin panel (5a1) and a reinforcing rib (5a2); the inner skin panel (5a1) is provided with the reinforcing rib (5a2) on one side, and the reinforcing ribs intersect with each other. The reinforcing rib (5a2) of the double-skin inner skin (5a) is protruding, the protruding part has a height h and a width T, the reinforcing ribs intersect at an angle alpha, the transition fillet is R4, the center distance of adjacent protruding reinforcing ribs (5a2) is T2, the transition fillet of the side of the reinforcing rib (5a2) close to the outer skin (5b) is R1, the transition fillet of the side of the reinforcing rib (5a2) away from the outer skin (5b) is R2, the transition surface of the edge of the reinforcing rib (5a2) has an angle beta with the outer skin (5b), and the transition surface of the edge of the reinforcing rib (5a2) has a transition fillet R3 with the upper surface of the reinforcing rib (5a2), wherein 20mm<=h<=60mm, 1<=T / h<=2, 45<=alpha<=120, 50<=R4<=100, 200mm<=T2<=500mm, and the larger X and Y are, the larger T2 and R4 are, 5<=R1<=h / 2, 5<=R2<=h / 2, 45<=beta<=75, and 5<=R3<=50. The double-skin structure is provided with a window opening, the double-skin structure at the edge of the window opening is provided with a sunken support part, the inner skin panel (5a1) and the outer skin (5b) at the annular outer edge of the sunken support part have a cavity formed by bending, and the sound-absorbing and noise-reducing filler (5c) is filled in the cavity, so that the rail vehicle head structure has the sound-absorbing and noise-reducing functions, the propagation of noise is reduced, and the noise received by the personnel in the rail vehicle head is weakened. The height difference between the overlapping part of the inner skin panel (5a1) and the outer skin (5b) at the edge of the window opening and the outer skin (5b) is t4, the hollow cavity thickness of the outer edge of the overlapping part of the inner skin panel (5a1) and the outer skin (5b) at the edge of the window opening is t5, t4<=t5, and the design of t4<=t5 ensures the structural strength of the edge of the window opening and realizes the local strengthening of the strength of the edge of the window opening.

2. The aluminum alloy lightweight rail vehicle head of claim 1, wherein 4<=N<=8, X and Y cannot be greater than 2000mm at the same time.

3. The aluminum alloy lightweight rail vehicle head of claim 2, wherein The wall thickness of the outer skin (5b) in the double-skin structure is t1, the wall thickness of the inner skin (5a) is t2, t1 and t2 are in mm, 2<=t1<=5, 1<=t2<=4, t1>=t2, the wall thickness of different parts can be thinned to different degrees, the thinned wall thickness of the outer skin (5b) is t1j>=0.8t1, and the thinned wall thickness of the inner skin (5a) is t2j>=0.5t2.

4. The aluminum alloy lightweight rail vehicle head of claim 2, wherein The front window panel (1), left side wall (3), right side wall (2) and top panel (4) are adjacent to each other and are overlapped at the joint, and the joint is offset, and the offset value is the sum of the wall thickness t1 of the outer skin (5b) and the wall thickness t2 of the inner skin (5a).

5. The aluminum alloy lightweight rail vehicle head of claim 1, wherein The sunken support portion is annular along the edge of the window opening, and the inner skin panel (5a1) and the outer skin (5b) are overlapped at the inner edge of the annular sunken support portion.

6. The aluminum alloy lightweight rail vehicle head of claim 1, wherein The sound-absorbing noise reduction filler (5c) is a porous lightweight ceramic ball, a glass hollow microsphere, a foam ceramic or a SiC microsphere.

7. The aluminum alloy lightweight rail vehicle head of claim 1, wherein The parting surface of the front window panel (1), left side wall (3), right side wall (2) and top panel (4) adopts a corbel structure.

8. The manufacturing method of the aluminum alloy light-weight rail vehicle head according to any one of claims 1-7, comprising the following specific steps: Step 1: head parting design; Step 2: component internal structure connection; Step 3: component internal structure manufacturing; Step 4: component interconnection.

9. The method of manufacturing an aluminum alloy lightweight railcar head of claim 8, wherein The connection method between the outer skin (5b) and the inner skin (5a) is mechanical connection, resistance spot welding connection, laser welding connection, light welding connection or argon arc welding connection.

10. The method of claim 8, wherein the aluminum alloy lightweight rail vehicle head is manufactured by the steps of: The outer skin (5b) and the inner skin (5a) are manufactured by using a rigid-flexible composite forming method.

Images