Skeleton crossing type composite material fender optimization method for vehicle, fender and water tank

Abstract

The present application belongs to the technical field of fender design, and proposes a kind of framework crossing type composite material fender optimization method for vehicle, fender and water tank, which are set as composite material plate with metal inside and plastic outside, and the longitudinal fender and the transverse fender are perpendicular to each other;The fender is set as composite material plate with metal inside and plastic outside, which can improve the carrying capacity of the water tank through the metal material on the basis that the plastic material meets the food requirements;At the same time, the ratio of the thickness of the internal metal to the thickness of the external plastic is determined according to the carrying working condition of the vehicle;The area proportion of the through-flow hole on the longitudinal fender, the area proportion of the through-flow hole on the transverse fender, and the spacing and number of the fender are all determined according to the allowed acceleration and maximum speed of the vehicle;On the basis of meeting the carrying and working condition requirements, the problem of high material cost and processing cost is avoided.

Description

Technical Field

[0001] This invention belongs to the field of wave deflector design technology, and particularly relates to an optimization method for a frame-type cross-traffic composite material wave deflector, the wave deflector and the water tank. Background Technology

[0002] With the rapid development of rail locomotives, more stringent load requirements have been placed on vehicle-mounted water tanks in areas with harsh working conditions. Generally, the water tank needs to be able to withstand an internal pressure of 150 kPa; while the internal pressure of current vehicle composite water tanks is basically no more than 25 kPa, and the internal pressure of metal water tanks is basically no more than 98 kPa.

[0003] The inventors discovered that in order to meet the requirements of high load, stainless steel plates are mainly welded together with low-alloy high-strength carbon structural steel frames to form water tanks, which leads to an increase in cost index and makes the water tanks bulky, which is not conducive to operation and promotion. Summary of the Invention

[0004] To address the aforementioned problems, this invention proposes an optimized method for a frame-type composite material baffle for vehicles, along with the baffle itself and a water tank. This method enhances the water tank's load-bearing capacity using metal materials while ensuring the plastic material meets food-grade requirements. It avoids the bulky issue associated with welding stainless steel sheets with a low-alloy high-strength carbon steel frame. Furthermore, by determining the area ratio of the flow holes, as well as the spacing and number of baffles, based on the operating conditions and permissible acceleration, the invention satisfies load-bearing and operating requirements while avoiding excessively high material and processing costs.

[0005] To achieve the above objectives, in a first aspect, the present invention provides an optimization method for a frame-type cross-traffic composite material wave deflector for vehicles, employing the following technical solution:

[0006] An optimization method for a frame-type composite material wave deflector for vehicles includes:

[0007] Both the vertical and horizontal wave deflectors are made of composite material with a metal interior and a plastic exterior.

[0008] The ratio of the internal metal thickness to the external plastic thickness is determined according to the transport conditions the vehicle will be subjected to; the area ratio of the flow holes on the longitudinal baffle plate, the area ratio of the flow holes on the transverse baffle plate, and the spacing and number of baffle plates are all determined according to the vehicle's permissible acceleration and maximum speed.

[0009] Furthermore, the thickness of the plastic material is determined within a preset range based on the pH of the liquid loaded in the water tank; the thickness of the metal material is determined based on the determined thickness of the plastic material and the ratio of the metal thickness to the plastic thickness.

[0010] Furthermore, when the pH is neutral, the minimum value within a preset range is taken to determine the thickness of the plastic material. As the pH decreases or increases, the thickness of the plastic material increases within the preset range.

[0011] Furthermore, the lower the atmospheric pressure of the environment through which the vehicle passes, the greater the proportion of metal thickness; the greater the permissible acceleration, the greater the proportion of flow passage area.

[0012] Furthermore, when the maximum allowable acceleration of the vehicle is less than the first preset speed value, the spacing of the wave deflectors is determined within the first preset range; when the maximum allowable acceleration of the vehicle is between the first preset speed value and the second preset speed value, the spacing of the wave deflectors is determined within the second preset range; when the maximum allowable acceleration of the vehicle is greater than the second preset speed value, the spacing of the wave deflectors is determined within the third preset range; wherein, the first preset speed value is less than or equal to the second preset speed value, the minimum value of the first preset range is greater than or equal to the maximum value of the second preset range, and the minimum value of the second preset range is greater than or equal to the maximum value of the third preset range.

[0013] To achieve the above objectives, in a second aspect, the present invention also provides a frame-type composite material wave deflector for vehicles, employing the following technical solution:

[0014] A frame-type composite material wave deflector for vehicles includes longitudinal wave deflectors and transverse wave deflectors that are perpendicular to each other.

[0015] Both the longitudinal and transverse wave deflectors are made of composite material with a metal interior and a plastic exterior. The ratio of the thickness of the internal metal to the thickness of the external plastic is determined according to the transport conditions the vehicle will be subjected to. The area ratio of the flow holes on the longitudinal and transverse wave deflectors, as well as the spacing and number of wave deflectors, are all determined according to the vehicle's permissible acceleration and maximum speed.

[0016] To achieve the above objectives, in a third aspect, the present invention also provides a skeleton-type water tank for cross-country vehicles, employing the following technical solution:

[0017] A frame-type vehicle water tank includes a tank body, and longitudinal and transverse wave deflectors disposed within the tank body.

[0018] Both the longitudinal and transverse wave deflectors are made of composite material with a metal interior and a plastic exterior. The ratio of the thickness of the internal metal to the thickness of the external plastic is determined according to the transport conditions the vehicle will be subjected to. The area ratio of the flow holes on the longitudinal and transverse wave deflectors, as well as the spacing and number of wave deflectors, are all determined according to the vehicle's permissible acceleration and maximum speed.

[0019] Furthermore, the housing includes an inner liner, an inner skin disposed outside the inner liner, and an outer skin disposed outside the inner skin.

[0020] The metal material within the longitudinal and transverse wave deflectors is connected to the inner skin; the plastic material within the longitudinal and transverse wave deflectors is connected to the inner liner.

[0021] Furthermore, a filler is provided between the inner skin and the outer skin at the intersection of the longitudinal wave deflector and the transverse wave deflector; the filler is a hollow fabric composite material.

[0022] Furthermore, the housing is equipped with a pipe connection seat.

[0023] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0024] 1. In this invention, both the longitudinal and transverse wave deflectors, which are perpendicular to each other, are made of composite material with a metal interior and a plastic exterior. Using composite material for the wave deflectors allows the water tank's load-bearing capacity to be increased by using metal materials while meeting food-grade requirements for plastic materials. This avoids the problem of a bulky water tank caused by welding stainless steel sheets with a low-alloy high-strength carbon steel frame. Furthermore, the ratio of the internal metal thickness to the external plastic thickness is determined according to the vehicle's operating conditions. The area ratio of the flow holes on the longitudinal and transverse wave deflectors, as well as the spacing and number of wave deflectors, are all determined based on the vehicle's allowable acceleration and maximum speed. By determining the area ratio of the flow holes and the spacing and number of wave deflectors according to the operating conditions and allowable acceleration, the requirements for load-bearing capacity and operating conditions are met, while avoiding excessive material and processing costs.

[0025] 2. The tank body of the present invention includes an inner skin disposed outside the inner liner and an outer skin disposed outside the inner skin, resulting in a lightweight overall structure. Furthermore, the metal material inside the longitudinal and transverse baffles is connected to the inner skin, and the plastic material inside the longitudinal and transverse baffles is connected to the inner liner. The metal material serves as a reinforcing rib of the inner skin, thus solving the problem of water tank load-bearing capacity.

[0026] 3. This embodiment constructs a novel skeleton-through-type tank structure based on the highest operating conditions of the vehicle-mounted water tank, improving the rigidity and overall stability of the tank to meet high-pressure load requirements. A composite baffle plate is used to connect the inner and outer structures, ensuring that it functions as a baffle within the inner structure while also acting as a reinforcing rib to enhance the strength and rigidity of the structural layers, achieving a structural-functional integration. The outer structural layer uses a sandwich arrangement of solid reinforcing ribs and hollow fabric composite materials to disperse stress distribution, eliminating phase separation interfaces and simultaneously improving rigidity. By adopting new materials and a new structural design, the overall weight is reduced by more than 50% compared to existing metal water tanks, effectively reducing overall operating costs. Attached Figure Description

[0027] The accompanying drawings, which form part of this embodiment, are used to provide a further understanding of this embodiment. The illustrative embodiments and their descriptions are used to explain this embodiment and do not constitute an improper limitation of this embodiment.

[0028] Figure 1 This is a flowchart of the method in Embodiment 1 of the present invention;

[0029] Figure 2 This is a schematic diagram of the structure from a first perspective of Embodiment 3 of the present invention;

[0030] Figure 3 This is a structural schematic diagram from a second perspective of Embodiment 3 of the present invention;

[0031] The components include: 1. longitudinal baffle plate; 2. transverse baffle plate; 3. inner liner top cover; 4. inner liner bottom cover; 5. inner skin; 6. filler; 7. outer skin; and 8. pipe connection seat. Detailed Implementation

[0032] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0033] It should be noted that the following detailed descriptions are exemplary and intended to provide further explanation of this application. Unless otherwise specified, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains.

[0034] Example 1:

[0035] With the rapid development of rail locomotives, more stringent load requirements have been placed on onboard water tanks in areas with harsh operating conditions, requiring them to withstand an internal pressure of 150 kPa. Currently, the internal pressure of composite material water tanks used in vehicles is generally no more than 25 kPa, and that of metal water tanks is generally no more than 98 kPa. Water tank products exceeding these values ​​are too bulky, increasing costs and hindering operational promotion.

[0036] Currently, water tanks that can meet an internal pressure of 150 kPa are mainly made of stainless steel plates and low-alloy high-strength carbon structural steel frames welded together. Welding stainless steel plates and low-alloy high-strength carbon structural steel frames into water tanks makes processing difficult, prone to corrosion and leakage, increases costs, and makes the water tanks bulky, which is not conducive to operation and promotion.

[0037] In response to the above problems, such as Figure 1 As shown, this embodiment provides an optimization method for a frame-type composite material wave deflector for vehicles, including:

[0038] Both the vertical and horizontal wave deflectors are made of composite material with a metal interior and a plastic exterior.

[0039] The ratio of the internal metal thickness to the external plastic thickness is determined according to the transport conditions the vehicle will be subjected to; the area ratio of the flow holes on the longitudinal baffle plate, the area ratio of the flow holes on the transverse baffle plate, and the spacing and number of baffle plates are all determined according to the vehicle's permissible acceleration and maximum speed.

[0040] Specifically, both the perpendicular longitudinal and transverse wave deflectors are constructed using composite material panels with a metal interior and a plastic exterior. This composite material design allows the water tank to meet food-grade requirements for plastic while enhancing its load-bearing capacity through the metal components. This avoids the bulky issue associated with welding stainless steel panels with low-alloy high-strength carbon steel frames. Furthermore, the ratio of the internal metal thickness to the external plastic thickness is determined based on the vehicle's operating conditions. The area ratio of the flow holes on the longitudinal and transverse wave deflectors, as well as the spacing and number of wave deflectors, are determined according to the vehicle's permissible acceleration and maximum speed. By determining the area ratio of the flow holes and the spacing and number of wave deflectors based on the operating conditions and permissible acceleration, the system meets load-bearing and operational requirements while avoiding excessive material and processing costs.

[0041] Understandably, when designing longitudinal and transverse wave deflectors, a plastic layer is placed on the outside of the metal plate to obtain a composite material plate made of metal and plastic. The specific material of the metal plate can be determined according to requirements such as strength, cost, and size; the plastic can be a plastic material that meets food industry standards.

[0042] In this embodiment, the thickness of the plastic material is determined within a preset numerical range based on the pH of the liquid loaded in the water tank; the thickness of the metal material is determined based on the determined plastic material thickness and the ratio of the metal thickness to the plastic thickness. When the pH is neutral, the minimum value within the preset numerical range is used to determine the thickness of the plastic material. As the pH decreases or increases, the thickness of the plastic material increases within the preset numerical range.

[0043] Optionally, depending on the acidity or alkalinity of the loaded liquid, the thickness of the outer food-grade plastic layer is designed to range from 4mm to 6mm. Based on the load-bearing capacity of the transport conditions, the thickness ratio of the outer food-grade plastic layer to the metal inner core plate is set to 7:4 to achieve the best cost performance.

[0044] In this embodiment, the lower the atmospheric pressure of the environment through which the vehicle passes, the greater the proportion of metal thickness; the greater the allowable acceleration, the greater the proportion of flow hole area.

[0045] Optionally, flow holes are provided on the surfaces of the longitudinal and transverse wave deflectors. Based on the fluid-structure interaction principle and high-efficiency volume requirements under acceleration conditions, the flow hole area in the longitudinal wave deflector is set to account for 10% to 15% of the total area, and the flow hole area in the transverse wave deflector is set to account for 20% to 30% of the total area, so as to meet the requirements of optimal wave deflection performance and maximum volume.

[0046] In this embodiment, when the maximum allowable acceleration of the vehicle is less than a first preset speed value, the spacing of the wave deflectors is determined within a first preset range; when the maximum allowable acceleration of the vehicle is between the first and second preset speed values, the spacing of the wave deflectors is determined within a second preset range; when the maximum allowable acceleration of the vehicle is greater than the second preset speed value, the spacing of the wave deflectors is determined within a third preset range; wherein, the first preset speed value is less than or equal to the second preset speed value, the minimum value of the first preset range is greater than or equal to the maximum value of the second preset range, and the minimum value of the second preset range is greater than or equal to the maximum value of the third preset range; all preset values ​​in this embodiment can be determined through historical data, etc.

[0047] Optionally, slots are distributed on the surfaces of the longitudinal and transverse wave deflectors, which are then interlocked and welded together to form a crisscross grid structure. The spacing and number of longitudinal and transverse wave deflectors are set according to different transport speeds: 600mm to 700mm for speeds below 120km / h, 500mm to 600mm for speeds between 120km / h and 350km / h, and ≤400mm for speeds above 350km / h.

[0048] Example 2:

[0049] This embodiment provides a frame-type cross-traffic composite material wave deflector for vehicles, including longitudinal wave deflectors and transverse wave deflectors that are perpendicular to each other;

[0050] Both the longitudinal and transverse wave deflectors are made of composite material with a metal interior and a plastic exterior. The ratio of the thickness of the internal metal to the thickness of the external plastic is determined according to the transport conditions the vehicle will be subjected to. The area ratio of the flow holes on the longitudinal and transverse wave deflectors, as well as the spacing and number of wave deflectors, are all determined according to the vehicle's permissible acceleration and maximum speed.

[0051] Both the longitudinal and transverse wave deflectors, which are perpendicular to each other, are made of composite material panels with a metal interior and a plastic exterior. Using composite panels with a metal interior and plastic exterior allows the water tank's load-bearing capacity to be increased by using metal materials while meeting food-grade requirements for the plastic materials. This avoids the problem of a bulky water tank caused by welding stainless steel panels with a low-alloy high-strength carbon steel frame. Furthermore, the ratio of the internal metal thickness to the external plastic thickness is determined according to the vehicle's operating conditions. The area ratio of the flow holes on the longitudinal and transverse wave deflectors, as well as the spacing and number of wave deflectors, are all determined based on the vehicle's permissible acceleration and maximum speed. By determining the area ratio of the flow holes, the spacing, and the number of wave deflectors based on the operating conditions and permissible acceleration, the requirements for load-bearing capacity and operating conditions are met while avoiding excessive material and processing costs.

[0052] The wave shield in this embodiment is obtained using the optimization method described in Embodiment 1.

[0053] Example 3:

[0054] Currently, water tanks capable of meeting an internal pressure of 150 kPa are primarily constructed by welding stainless steel sheets together with a low-alloy high-strength carbon steel frame. This method has the following drawbacks: limited space, inconvenient welding operations, significantly impacting production efficiency, increasing costs, and difficulty in controlling welding quality, leading to welding defects and potential leaks; material inclusions at the weld seams, which, when immersed in water for extended periods, can undergo electrochemical corrosion, accelerating leakage at these weld defects; and to prevent welding deformation, the plate thickness is often far beyond strength and rigidity requirements, resulting in material waste, increased overall weight, and higher energy consumption. In summary, welding stainless steel sheets together with a low-alloy high-strength carbon steel frame for water tanks leads to processing difficulties, susceptibility to corrosion and leaks, increased costs, and bulky tanks, hindering operational and promotional success.

[0055] In response to the above problems, such as Figure 2 and Figure 3 As shown, this embodiment provides a skeleton-type vehicle water tank, including a tank body, and a longitudinal baffle plate 1 and a transverse baffle plate 2 disposed in the tank body;

[0056] Both the longitudinal wave deflector 1 and the transverse wave deflector 2 are made of composite material with a metal interior and a plastic exterior. The ratio of the thickness of the internal metal to the thickness of the external plastic is determined according to the transportation conditions that the vehicle will pass through. The area ratio of the flow holes on the longitudinal wave deflector, the area ratio of the flow holes on the transverse wave deflector, as well as the spacing and number of wave deflectors, are all determined according to the vehicle's allowable acceleration and maximum speed.

[0057] In this embodiment, the housing includes an inner liner, an inner skin 5 disposed outside the inner liner, and an outer skin 7 disposed outside the inner skin 5; the metal material inside the longitudinal baffle 1 and the transverse baffle 2 is connected to the inner skin 5; the plastic material inside the longitudinal baffle 1 and the transverse baffle 2 is connected to the inner liner.

[0058] In this embodiment, the tank body includes an inner skin 5 disposed outside the inner liner and an outer skin 7 disposed outside the inner skin 5, resulting in a lightweight overall structure. Furthermore, the metal material inside the longitudinal baffle 1 and the transverse baffle 2 is connected to the inner skin 5, and the plastic material inside the longitudinal baffle 1 and the transverse baffle 2 is connected to the inner liner. The metal material serves as a reinforcing rib of the inner skin 5, thus solving the water tank's load-bearing problem.

[0059] In this embodiment, a filler 6 is provided between the inner skin 5 and the outer skin 7, at the intersection of the longitudinal baffle plate 1 and the transverse baffle plate 2; the filler 6 is a hollow fabric composite material. A pipe connection seat 8 is provided on the housing.

[0060] In some embodiments, such as Figure 2 and Figure 3 As shown, the water tank includes a longitudinal baffle plate 1, a transverse baffle plate 2, an inner tank top cover 3, an inner tank bottom cover 4, an inner skin 5, filler 6, an outer skin 7, and a pipe connection seat 8, etc.

[0061] There are four longitudinal wave deflectors 1 and four transverse wave deflectors 2, which are composed of a metal inner core plate and an outer food-grade plastic composite. The thickness of the outer food-grade plastic is designed to be 4mm to 6mm to correspond to the different acidity and alkalinity of the liquid loaded in the cavity. According to the different load-bearing conditions, the thickness ratio of the outer food-grade plastic to the metal inner core plate is set to 7:4 to achieve the best cost performance.

[0062] The longitudinal wave deflector 1 and the transverse wave deflector 2 are provided with flow holes on their surfaces. According to the fluid-structure interaction principle and high-efficiency volume requirements in acceleration conditions, the flow hole area in the longitudinal wave deflector 1 accounts for 10% to 15% of the total area, and the flow hole area in the transverse wave deflector 2 accounts for 20% to 30% of the total area, so as to meet the requirements of optimal wave deflection performance and maximum volume.

[0063] Optionally, a metal inner core plate is connected to the inner skin layer 5 to provide reinforcing ribs, and an outer food-grade plastic layer is connected to the inner liner upper cover 3 and the inner liner lower cover 4 to ensure the formation of a sealed food-grade container cavity and provide functional benefits.

[0064] Optionally, slots are distributed on the surfaces of the longitudinal wave deflector 1 and the transverse wave deflector 2. After being inserted into each other, they are welded together to form a crisscrossing grid structure. The spacing and number of the longitudinal wave deflector 1 and the transverse wave deflector 2 are set according to different transport speeds: 600mm to 700mm for speeds below 120km / h, 500mm to 600mm for speeds between 120km / h and 350km / h, and ≤400mm for speeds above 350km / h.

[0065] The assembled baffles are assembled according to the holes arranged on the surfaces of the inner liner upper cover 3 and the inner liner lower cover 4. The inner liner upper cover 3 and the inner liner lower cover 4 are made of food-grade plastic and are made of the same material as the longitudinal baffle 1 and the transverse baffle 2. All gaps after assembly are externally welded to ensure the formation of a sealed food-grade container cavity. The inner skin 5, made of fiber-reinforced composite material, is formed on the outer surface of the sealed food-grade container. The inner skin 5 has a structure of a certain thickness of integral composite material covering and local mesh reinforcing ribs, which reduces weight and improves rigidity and strength. The arrangement of the local mesh reinforcing ribs is the same as the distribution of the metal inner core plates of the longitudinal baffle 1 and the transverse baffle 2 that protrude from the food-grade container cavity. The metal inner core plates are pre-embedded inside the mesh reinforcing ribs, so that the longitudinal baffle 1, the transverse baffle 2 and the inner skin 5 form a continuous integral structure to ensure that the load can be effectively transferred and distributed.

[0066] The hollow fabric composite material sandwich of the same thickness is filled inside the local grid reinforcing ribs on the surface of the inner skin 5 to improve local rigidity and reduce weight; the outermost layer is formed with fiber-reinforced composite material outer skin 7 to form an integral sandwich reinforcement structure, which improves the overall specific strength and specific modulus and increases structural stability; the pipe connection seat 8 is assembled and connected to the connection hole exposed by the inner liner lower cover 4 according to the position shown in the figure.

[0067] The skeleton-through box structure constructed in this embodiment, by molding the baffle plate composite and connecting it to the outer structural layer through the inner liner layer, achieves an integrated construction of the inner and outer layers, thereby improving mechanical performance. Through integrated structural and functional design, the problem of insufficient rigidity in composite materials is solved, and weight is reduced, effectively improving product lifespan and production efficiency, and lowering overall operating costs.

[0068] This embodiment constructs a novel skeleton-through-type tank structure based on the highest operating conditions of vehicle-mounted water tanks, improving the rigidity and overall stability of the tank body to meet high-pressure load requirements. A composite baffle plate is used to connect the inner and outer structures, ensuring it functions as a baffle within the inner structure while also acting as a reinforcing rib to enhance the structural strength and rigidity, achieving a structural-functional integration. The outer structural layer uses a sandwich arrangement of solid reinforcing ribs and hollow fabric composite materials to disperse stress distribution, eliminating phase separation interfaces and simultaneously improving rigidity. By employing new materials and a new structural design, the overall weight is reduced by more than 50% compared to existing metal water tanks, effectively lowering overall operating costs.

[0069] In this embodiment, the baffle plate inside the water tank is obtained using the optimization method described in Embodiment 1.

[0070] The above description is merely a preferred embodiment of this practice and is not intended to limit the scope of this practice. Various modifications and variations can be made to this practice by those skilled in the art. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of this practice should be included within the protection scope of this practice.

Claims

1. An optimization method for a frame-type composite material wave deflector for vehicles, characterized in that, include: Both the vertical and horizontal wave deflectors are made of composite material with a metal interior and a plastic exterior. The ratio of the internal metal thickness to the external plastic thickness is determined according to the transport conditions the vehicle will be subjected to; the area ratio of the flow holes on the longitudinal baffle plate, the area ratio of the flow holes on the transverse baffle plate, and the spacing and number of baffle plates are all determined according to the vehicle's permissible acceleration and maximum speed. The thickness of the plastic material is determined within a preset range based on the acidity or alkalinity of the liquid loaded in the water tank; the thickness of the metal material is determined based on the determined thickness of the plastic material and the ratio of the metal thickness to the plastic thickness. The lower the atmospheric pressure of the environment through which the vehicle passes, the greater the proportion of metal thickness; the greater the permissible acceleration, the greater the proportion of flow orifice area.

2. The optimization method for the frame-type cross-traffic composite material wave deflector for vehicles as described in claim 1, characterized in that, When the pH is neutral, the minimum value within the preset range is used to determine the thickness of the plastic material. As the pH decreases or increases, the thickness of the plastic material increases within the preset range.

3. The optimization method for the frame-type cross-traffic composite material wave deflector for vehicles as described in claim 1, characterized in that, When the maximum allowable acceleration of the vehicle is less than the first preset speed value, the spacing of the wave deflectors is determined within the first preset range; when the maximum allowable acceleration of the vehicle is between the first preset speed value and the second preset speed value, the spacing of the wave deflectors is determined within the second preset range; when the maximum allowable acceleration of the vehicle is greater than the second preset speed value, the spacing of the wave deflectors is determined within the third preset range; wherein, the first preset speed value is less than or equal to the second preset speed value, the minimum value of the first preset range is greater than or equal to the maximum value of the second preset range, and the minimum value of the second preset range is greater than or equal to the maximum value of the third preset range.

4. A frame-type composite material wave deflector for vehicles, characterized in that: This includes mutually perpendicular longitudinal and transverse wave deflectors; Both the longitudinal and transverse wave deflectors are made of composite material with a metal interior and a plastic exterior. The ratio of the thickness of the internal metal to the thickness of the external plastic is determined according to the transport conditions the vehicle will be subjected to. The area ratio of the flow holes on the longitudinal wave deflector, the area ratio of the flow holes on the transverse wave deflector, as well as the spacing and number of wave deflectors, are all determined according to the vehicle's permissible acceleration and maximum speed. The thickness of the plastic material is determined within a preset range based on the acidity or alkalinity of the liquid loaded in the water tank; the thickness of the metal material is determined based on the determined thickness of the plastic material and the ratio of the metal thickness to the plastic thickness. The lower the atmospheric pressure of the environment through which the vehicle passes, the greater the proportion of metal thickness; the greater the permissible acceleration, the greater the proportion of flow orifice area.

5. A water tank for a frame-type cross-country vehicle, characterized in that, Includes a housing, and longitudinal and transverse wave deflectors disposed within the housing; Both the longitudinal and transverse wave deflectors are made of composite material with a metal interior and a plastic exterior. The ratio of the thickness of the internal metal to the thickness of the external plastic is determined according to the transport conditions the vehicle will be subjected to. The area ratio of the flow holes on the longitudinal wave deflector, the area ratio of the flow holes on the transverse wave deflector, as well as the spacing and number of wave deflectors, are all determined according to the vehicle's permissible acceleration and maximum speed. The thickness of the plastic material is determined within a preset range based on the acidity or alkalinity of the liquid loaded in the water tank; the thickness of the metal material is determined based on the determined thickness of the plastic material and the ratio of the metal thickness to the plastic thickness. The lower the atmospheric pressure of the environment through which the vehicle passes, the greater the proportion of metal thickness; the greater the permissible acceleration, the greater the proportion of flow orifice area.

6. The skeleton-type cross-country vehicle water tank as described in claim 5, characterized in that, The enclosure includes an inner liner, an inner skin disposed outside the inner liner, and an outer skin disposed outside the inner skin. The metal material within the longitudinal and transverse wave deflectors is connected to the inner skin; the plastic material within the longitudinal and transverse wave deflectors is connected to the inner liner.

7. The skeleton-type cross-country vehicle water tank as described in claim 6, characterized in that, Between the inner skin and the outer skin, at the intersection of the longitudinal wave deflector and the transverse wave deflector, there is a filler material; the filler material is a hollow fabric composite material.

8. The skeleton-type cross-country vehicle water tank as described in claim 5, characterized in that, The housing is equipped with a pipe connection seat.

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