Integrated load-bearing type railway vehicle head structure based on composite material and preparation method of integrated load-bearing type railway vehicle head structure

Abstract

According to the integrated bearing type railway vehicle head structure based on the composite material, the preparation method of the integrated bearing type railway vehicle head structure based on the composite material and the composite material integrated bearing vehicle head, a traditional glass fiber reinforced plastic head cover and a metal framework are integrated, and compared with a traditional split structure, the integrity of the structure is improved; compared with a traditional glass fiber reinforced plastic head cover hand lay-up process and a metal framework welding process, the glass fiber reinforced plastic head cover is integrally formed through a vacuum infusion process, the production efficiency of components is improved, and the workload of subsequent split assembly is reduced; a cap-shaped reinforcing beam supported by a foam core material is adopted in the reinforcing beam in the headstock, and foam with different densities can be used as internal foam according to actual requirements, so that different structural rigidities are obtained; the annular reinforcing beam is arranged around the window of the vehicle head, and meanwhile, the annular reinforcing beam, the longitudinal beams, the cross beams and the like of the vehicle head are solidified together to form a continuous overall force transmission channel, so that the rigidity and the bearing capacity of the window and the overall vehicle head are improved, and the higher-level light weight of the structure is achieved.

Description

Technical Field

[0001] This invention relates to the field of rail vehicle body structure, and more particularly to an integrated load-bearing vehicle head structure based on composite materials. Background Technology

[0002] Currently, most rail vehicle front structures adopt a split design of a metal frame and a fiberglass outer shell. This not only results in a large number of parts and complex manufacturing and assembly processes, but also a significant overall weight, making it difficult to meet the requirements of lightweight and green rail transit. Carbon fiber composites, due to their high specific strength, strong design flexibility, and good corrosion resistance, have been gradually applied to rail vehicle components. However, how to achieve an integrated design of the front structure, integrating multiple functions such as load-bearing, aerodynamic shape, and equipment installation, and solving key issues such as composite material molding accuracy, connection reliability, and manufacturing efficiency, remains a challenge and bottleneck in current technological development. To address these issues, there is an urgent need to develop an integrated carbon fiber composite front structure solution with high structural integration, superior mechanical properties, and feasible manufacturing processes, in order to achieve a dual improvement in both the structural performance and manufacturing efficiency of rail vehicles. Summary of the Invention

[0003] This invention aims to design an integrated load-bearing composite material front end, which integrates the metal frame and fiberglass front cover of traditional rail transit vehicles into a single load-bearing structure. Through integrated structural design, the load-bearing efficiency of the front end is effectively improved, and the weight of the front end is significantly reduced, addressing the ever-increasing demand for lightweight rail vehicles. It also reduces the number of vehicle parts and the assembly work between the front cover and the frame, solving the problem of high labor costs in the production and assembly of traditional front end structures, reducing manufacturing costs, and increasing the usable structural space at the front end, thereby improving the comfort of the driver and passengers.

[0004] To achieve the above objectives, the present invention provides an integrated load-bearing rail vehicle front structure based on composite materials, including a skin, longitudinal reinforcing beams, circumferential reinforcing beams, a windshield mounting frame, skirts, end baffles, and connecting beams. The skin, longitudinal reinforcing beams, and circumferential reinforcing beams constitute the basic front shape outline and provide the internal main body of the driver's cabin space. A skirt is provided on the lower part of each of the left and right sides of the front structure. The end baffles are located at the top of the vehicle inside the vehicle, and the windshield mounting frame is located on the front side of the front structure.

[0005] Furthermore, the skin is a single-skin laminate structure that covers the overall shape of the front of the vehicle. Slender circular light strip openings are provided on both sides of the outer skin. A raised structure is laid on the inner side where the light strip openings are located, and a light strip installation interface is reserved. A flange structure is provided under the skin to provide an interface for connection with the skirt.

[0006] Furthermore, the windshield mounting frame is located at the front of the vehicle's front structure. The windshield mounting frame has a circular structure, and a mounting interface for fixing the windshield is laid on the windshield mounting frame. A trapezoidal foam core material is placed inside the boundary of the circular opening, and a connecting beam is laid inside the core material. One side of the connecting beam is flush with the flange of the windshield mounting interface, and the other side is a hat-shaped beam flange that connects to the skin.

[0007] Furthermore, the longitudinal and circumferential reinforcing beams located on the inner side of the skin are symmetrically distributed. The longitudinal reinforcing beams include 10 continuous longitudinal beams and 1 segmented longitudinal beam. The circumferential reinforcing beams include 1 continuous end circumferential reinforcing beam and 6 segmented circumferential reinforcing beams. The longitudinal and circumferential reinforcing beams, together with the windshield mounting frame, constitute the front frame structure. One end of the longitudinal reinforcing beam is connected to the windshield mounting frame, and the other end is connected to the end circumferential reinforcing beam. The segmented circumferential reinforcing beams are distributed on both sides and the middle of the roof, with both ends connected to the inclined surfaces of the adjacent longitudinal reinforcing beams.

[0008] Furthermore, both the longitudinal and circumferential reinforcing beams are composed of a reinforcing beam base plate, a foam core material, and a cap-shaped beam. The reinforcing beam base plate is laid on the inner surface of the skin, and a trapezoidal foam core material is placed in the middle of the reinforcing beam base plate. One end of the foam core material of the longitudinal reinforcing beam abuts against the inner side of the windshield mounting frame, and the other end abuts against the inner side of the end circumferential reinforcing frame. Both ends of the foam core material of the circumferential reinforcing beam abut against the adjacent longitudinal reinforcing beam. A cap-shaped beam is laid on the inner side of the foam core material, with its width aligned with the reinforcing beam base plate.

[0009] Furthermore, the foam core material at the junction of the longitudinal reinforcing beam and the circumferential reinforcing beam sinks to form an overlapping structure for the intersecting beams.

[0010] Furthermore, the skirt panel is divided into two parts, left and right, located on the lower left and right sides of the front structure, respectively. The skirt panel includes a skirt panel skin, a herringbone-style reinforcing beam, embedded metal connectors, and a light strip mounting interface. The skirt panel skin has a flanged structure around its perimeter, which provides an interface for connection with the skin and improves the boundary rigidity of the skirt panel. The herringbone-style reinforcing beam is distributed on the side of the skirt panel and has a built-in foam core material. A hollow light strip mounting interface is reserved at the front end of the skirt panel.

[0011] Furthermore, the end baffle is an integral foam sandwich structure, with a continuous groove formed between the upper edge and the skin, and an L-shaped connector provided at the lower edge.

[0012] Furthermore, there are 16 connecting beams, distributed at the connection between the open end of the main structure of the hood and the aluminum vehicle body. The connecting beams are L-shaped wing plates with triangular foam placed at the right-angle root inside to improve the overall rigidity of the connecting beams.

[0013] Furthermore, stiffening plates can be provided on the L-shaped flange of the connecting beam and connected to the flange surface of the L-shaped flange to improve the overall rigidity of the connecting beam.

[0014] An integrated load-bearing rail vehicle head structure based on composite materials specifically includes the following steps:

[0015] First, design and manufacture a set of fiberglass molds for manufacturing an integrated load-bearing composite material front structure. The inner contour surface of the mold is the outer shape surface of the front of the vehicle.

[0016] First, the outer skin of the hood and the bottom plate of the reinforcing beam are manufactured. Carbon fiber cloth is laid on the surface of the mold according to the requirements of the layup. Since the contour of the mold is a curved surface with a variable curvature, it is necessary to ensure the flatness of each layer by cutting during the process of laying the carbon fiber cloth to avoid wrinkles. At the same time, the continuity of the fibers should be ensured as much as possible. After laying, the cloth is bagged and resin is introduced. After heating and curing, the hood skin and the bottom plate of the reinforcing beam are formed.

[0017] Then, the internal reinforcing beam is manufactured. The operation is carried out on the cured headgear skin and the bottom plate of the reinforcing beam. The position of the foam core material is determined by tooling and it is bonded and fixed. Metal embedded parts need to be placed in the foam core material in advance. Carbon fiber cloth is laid on the upper surface of the foam core material according to the layup table to form a hat-shaped beam layup. After the internal reinforcing beam is laid, the resin is introduced into the bag and heated to cure to form the internal reinforcing beam.

[0018] Finally, on the cured skin and internal reinforcing beams, carbon fiber cloth is laid on the inner surface to form a complete inner surface layup. Resin is then introduced into the bag and heated to cure, forming the final main structure of the head car.

[0019] Compared with existing products and technologies, the advantages of this invention are:

[0020] 1. The composite material integrated load-bearing front end integrates the traditional fiberglass head cover with the metal frame, which improves the overall structure compared to the traditional split structure. It is integrally molded by vacuum infusion process, which improves the production efficiency of the components and reduces the workload of subsequent split assembly compared to the traditional hand lay-up process of fiberglass head cover and the welding of metal frame.

[0021] 2. The integrated composite material load-bearing front end integrates the structure, effectively reducing the installation distance between the traditional metal frame and the fiberglass head cover, realizing the effective expansion and utilization of the front end space, and improving the riding comfort of the driver and passengers.

[0022] 3. The integrated composite material load-bearing front end leverages the advantages of composite materials, such as strong designability and high structural integration. By utilizing technologies such as layup optimization, size optimization, and topology optimization, reinforcing beams are rationally arranged along the main load-bearing paths of the front end. At the same time, the layup thickness of the skin is increased and the layup ratio is adjusted to improve the load-bearing efficiency of the materials and structure.

[0023] 4. The internal reinforcing beam of the front of the vehicle adopts a hat-shaped reinforcing beam supported by foam core material. The internal foam can be of different densities according to actual needs to obtain different structural rigidities. The foam is fixed with adhesive to prevent the foam position from deviating during the molding process. The skin, foam and reinforcing beam are integrally molded by vacuum injection process, which improves the production efficiency of the product.

[0024] 5. A ring-shaped reinforcing beam is arranged around the front window. At the same time, the ring-shaped reinforcing beam is fixed together with the longitudinal beam and cross beam of the front to form a continuous overall force transmission path, which improves the rigidity and load-bearing capacity of the window and the entire front, and achieves a higher level of structural lightweighting.

[0025] 6. Because foam is arranged inside the reinforcing beam, compared with the traditional fiberglass headgear, the structure at the foam location increases the cross-sectional area of ​​the structure, improves the rigidity of the structure, reduces the deformation of the front of the vehicle, and helps to maintain better product dimensional accuracy; at the same time, the foam sandwich structure at the reinforcing beam can also improve the sound insulation and heat insulation performance of the structure compared with the traditional fiberglass headgear.

[0026] 7. An independent connecting component is provided between the cab and the body to facilitate adjustment of the cab during assembly with the body. Attached Figure Description

[0027] Figure 1 An axonometric view of the front of a vehicle in one specific embodiment of the present invention;

[0028] Figure 2 A structural arrangement diagram of the internal components of the vehicle front in a specific embodiment of the present invention;

[0029] Figure 3 A front view of the vehicle front in a specific embodiment of the present invention;

[0030] Figure 4 A side view of the front of a vehicle provided by the present invention in one specific embodiment;

[0031] Figure 5 Axonometric view of the front of the vehicle in one specific embodiment provided by the present invention;

[0032] Figure 6 This is a sectional view of the internal structure of the AA windshield mounting frame;

[0033] Figure 7 An axonometric view of the vehicle front frame structure in one specific embodiment of the present invention;

[0034] Figure 8 This is a schematic diagram of the overlapping form of the internal reinforcing beams in the front of the vehicle according to the present invention;

[0035] Figure 9 Sectional view BB shows the internal structure of the longitudinal and circumferential reinforcing beams;

[0036] Figure 10 A side view of the skirt panel in a specific embodiment of the vehicle front provided by the present invention;

[0037] Figure 11 This is a sectional view of the internal structure of the CC end baffle.

[0038] Figure 12 A diagram of the connecting beam structure of the vehicle front in one specific embodiment of the present invention;

[0039] Figure 13 A diagram of the connecting beam structure of the vehicle front in another specific embodiment of the present invention. Detailed Implementation

[0040] The present invention will now be described in detail with reference to the embodiments shown in the accompanying drawings. However, these embodiments do not limit the present invention, and any structural, methodological, or functional modifications made by those skilled in the art based on these embodiments are included within the scope of protection of the present invention.

[0041] This invention provides an integrated load-bearing rail vehicle head structure based on composite materials, including: as follows Figure 1 , 2 As shown in Figures 3 and 4, the skin 1, longitudinal reinforcing beam 2, and circumferential reinforcing beam 3 form the basic outline of the front of the vehicle, while also providing the main body of the driver's cabin space; the windshield mounting frame 4 forms a round structure as large as possible to provide the driver with a wide field of vision; a skirt 5 is set on the lower part of each side to provide an overall aesthetic appearance and improve the aerodynamic performance of the vehicle body; an end baffle 6 is provided near the top of the vehicle interior to form a closed driver's cabin space.

[0042] like Figure 5 As shown, the skin 1 is a single-skin laminate structure that covers the overall outline of the front of the vehicle. It has slender circular light strip openings on both sides, a raised structure on the inner side, and a reserved light strip installation interface 11. The skin 1 has a flanged structure 12 on the bottom, which provides an interface for connection with the skirt 5 and improves the boundary rigidity of the skin 1. After the skin is laid, the first resin is introduced and cured.

[0043] like Figure 6 As shown, the outer surface of the windshield mounting frame 4 is part of the skin 1. It is laid with the mold to provide a windshield mounting interface 13 for the windshield. A trapezoidal foam core material 41 is placed inside the boundary of the circular opening. A connecting beam 42 is laid inside the core material. One side is flush with the flange of the windshield mounting interface 13, and the other side is a hat-shaped beam flange that is connected to the skin 1.

[0044] like Figure 7 As shown, the longitudinal reinforcing beam 2 and the circumferential reinforcing beam 3 are symmetrically distributed on the inner side of the skin 1. The longitudinal reinforcing beam 2 includes 10 continuous longitudinal beams and 1 segmented longitudinal beam. The circumferential reinforcing beam 3 includes 1 continuous end circumferential reinforcing beam and 6 segmented circumferential reinforcing beams. The longitudinal reinforcing beam 2, the circumferential reinforcing beam 3, and the windshield mounting frame 4 together constitute the front frame structure. One end of the longitudinal reinforcing beam 2 is connected to the windshield mounting frame 4, and the other end is connected to the end circumferential reinforcing beam 3. The segmented circumferential reinforcing beams 3 are distributed on both sides and in the middle of the roof, and their two ends are respectively connected to the inclined surfaces of the adjacent longitudinal reinforcing beam 2.

[0045] like Figure 8 As shown, the foam core material 41 at the junction of the longitudinal reinforcing beam 2 and the circumferential reinforcing beam 3 is formed by the sinking and overlapping of the core material to ensure the effective transfer of load between the reinforcing beams and between the reinforcing beam and the skin 1.

[0046] like Figure 9 As shown, the interior of both the longitudinal reinforcing beam 2 and the circumferential reinforcing beam 3 is composed of a reinforcing beam base plate 21, a foam core material 22, and a hat-shaped beam 23. The reinforcing beam base plate 21 is laid on the corresponding position on the inner surface of the skin 1. A trapezoidal foam core material 22 is placed in the middle of the reinforcing beam base plate 21, with one end abutting the inner side of the front windshield mounting frame 4 and the other end abutting the inner side of the end circumferential reinforcing frame 3. The hat-shaped beam 23 is laid on the inner side of the foam core material, with its width aligned with the reinforcing beam base plate 21. Resin is then introduced and cured again.

[0047] like Figure 10 As shown, the skirt panel 5 is divided into two parts, left and right, located on the lower left and right sides of the front structure, respectively. The skirt panel 5 is manufactured on a separate mold and consists of a skirt panel skin 51, a herringbone-style reinforcing beam 52, a pre-embedded metal connector 53, and a light strip installation interface 54. The skirt panel skin 51 has a flanged structure 55 around its perimeter, which provides an interface for connection with the skin 1 and improves the boundary rigidity of the skirt panel 5. The herringbone-style reinforcing beam 52 is distributed on the side of the skirt panel 5 and has a built-in foam core material. A hollow light strip installation interface 54 is reserved at the front end of the skirt panel 5.

[0048] like Figure 11 As shown, the end baffle 6 is manufactured on a separate mold and has a foam sandwich structure. The upper edge forms a continuous groove 61 with the skin 1, and the lower edge is provided with an L-shaped connector 62.

[0049] like Figure 12 and Figure 13As shown, the connecting beams 8 are manufactured on separate molds, and there are 16 of them. They are distributed at the connection between the open end of the main structure of the headgear and the aluminum body. The connecting beams 8 include L-shaped wing plates 81, with triangular foam 82 placed at the right angle root inside to improve the overall rigidity of the connecting beams. Some connecting beams are provided with stiffeners 83 to connect the wing surfaces of the L-shaped wing plates 81, further improving the overall rigidity of the connecting beams 8.

[0050] This invention designs an integrated load-bearing composite material front-end structure. Based on the load-bearing conditions of the front end, the arrangement and form of the internal reinforcing components are determined. The main technical solutions are: Integrated load-bearing structure: Existing front ends are aluminum alloy welded frames plus composite material headliners. This invention eliminates the aluminum alloy welded frame, selects carbon fiber composite materials, and uses a vacuum infusion process to integrally mold the aesthetically pleasing headliner skin with the internally arranged cross-beams. This completely eliminates the separate manufacturing and reassembly processes, reducing labor time while expanding space.

[0051] Reinforced beam load-bearing structure: The cross-arranged reinforced beams are the main load-bearing structure. At the intersection of the longitudinal and transverse reinforced beams, the layered design ensures that the reinforced beam skin is continuous in both the transverse and longitudinal directions, which effectively improves the load-bearing efficiency of the front of the vehicle and further realizes the lightweight structure.

[0052] Functional Interface Integration Structure: The one-piece molded front structure of this invention mainly integrates the windshield and the light strip mounting interface. The windshield interface has its shape controlled by a mold, and a reinforcing beam matching the glass contour is set on the inner side to support the installation strength. The light strip mounting interface is provided by a metal pad built into the reinforcing beam. This eliminates the manufacturing of connectors and mechanical connections, simplifies the manufacturing process, and further achieves structural lightweighting.

[0053] The headgear is manufactured using vacuum infusion. The core method of vacuum infusion involves laying dry carbon fiber cloth onto a mold, then sealing it with a bag, introducing resin, and waiting for the resin to completely penetrate the carbon fiber cloth before curing. This resin introduction process is done in batches. First, the skin 1 is laid onto the mold... Figure 5 The part shown in the figure is then first resin infused and cured; then the internal foam core material and the reinforcing beam floor 21 are laid on the skin 1, and the second resin infusion and curing is carried out; finally, carbon fiber dry cloth is laid on the entire inner surface of the reinforcing beam, and the third resin infusion and curing is carried out.

[0054] The specific preparation method is as follows: Before preparation, a set of fiberglass molds is designed and prepared to prepare the integrated load-bearing composite material front structure. The inner contour surface of the mold is the outer shape surface of the front. After the mold is prepared, the outer skin of the front cover and the bottom plate of the reinforcing beam are manufactured first. Carbon fiber cloth is laid on the surface of the mold according to the requirements of the layup. Since the contour of the mold is a curved surface with a variable curvature, it is necessary to ensure the flatness of each layer by cutting during the laying of carbon fiber cloth to avoid wrinkles, and at the same time, ensure the continuity of the fibers as much as possible. After laying, the resin is introduced into the bag and cured by heating to form the front cover skin and the bottom plate of the reinforcing beam.

[0055] Then, the internal reinforcing beam is manufactured. The operation is carried out on the cured headgear skin and the bottom plate of the reinforcing beam. The position of the foam core material is determined by tooling and it is bonded and fixed. Metal embedded parts need to be placed in the foam core material in advance. Carbon fiber cloth is laid on the upper surface of the foam core material according to the layup table to form a hat-shaped beam layup. After the internal reinforcing beam is laid, the resin is introduced into the bag and heated to cure to form the internal reinforcing beam.

[0056] Finally, on the cured skin and internal reinforcing beams, carbon fiber cloth is laid on the inner surface to form a complete inner surface layup. Resin is then introduced into the bag and heated to cure, forming the final main structure of the head car.

Claims

1. An integrated load-bearing rail vehicle head structure based on composite materials, characterized in that, It includes a skin, longitudinal reinforcing beams, circumferential reinforcing beams, a windshield mounting frame, skirts, end panels, and connecting beams. The skin, longitudinal reinforcing beams, and circumferential reinforcing beams form the basic outline of the front of the vehicle and provide the main interior space for the driver's cabin. A skirt is provided on each of the lower left and right sides of the front structure. The end panels are located at the top of the vehicle inside the interior. The windshield mounting frame is located at the front of the front structure.

2. The integrated load-bearing rail vehicle head structure based on composite materials according to claim 1, characterized in that, The skin is a single-layer laminated structure that covers the overall shape of the front of the vehicle. The outer sides of the skin have slender, round light strip openings. The inner side of the light strip openings is covered with a raised structure and a pre-installed light strip installation interface. The skin has a flanged structure underneath to provide an interface for connection with the skirt.

3. The integrated load-bearing rail vehicle head structure based on composite materials according to claim 1, characterized in that, The aforementioned windshield mounting frame is located on the front side of the vehicle's front structure. The windshield mounting frame has a circular structure, and a mounting interface for fixing the windshield is laid on the windshield mounting frame. A trapezoidal foam core material is placed inside the boundary of the circular opening, and a connecting beam is laid inside the core material. One side of the connecting beam is flush with the flange of the windshield mounting interface, and the other side is a hat-shaped beam flange that connects to the skin.

4. The integrated load-bearing rail vehicle head structure based on composite materials according to claim 1, characterized in that, The longitudinal and circumferential reinforcing beams located on the inner side of the skin are symmetrically distributed. The longitudinal reinforcing beams include 10 continuous longitudinal beams and 1 segmented longitudinal beam. The circumferential reinforcing beams include 1 continuous end circumferential reinforcing beam and 6 segmented circumferential reinforcing beams. The longitudinal and circumferential reinforcing beams, together with the windshield mounting frame, constitute the front frame structure. One end of the longitudinal reinforcing beam is connected to the windshield mounting frame, and the other end is connected to the end circumferential reinforcing beam. The segmented circumferential reinforcing beams are distributed on both sides and the middle of the roof, with both ends connected to the inclined surfaces of the adjacent longitudinal reinforcing beams.

5. The integrated load-bearing rail vehicle head structure based on composite materials according to claim 4, characterized in that, Both the longitudinal and circumferential reinforcing beams are internally composed of a reinforcing beam base plate, foam core material, and a cap-shaped beam. The reinforcing beam base plate is laid on the inner surface of the skin, and a trapezoidal foam core material is placed in the middle of the reinforcing beam base plate. One end of the foam core material of the longitudinal reinforcing beam abuts against the inner side of the windshield mounting frame, and the other end abuts against the inner side of the end circumferential reinforcing frame. Both ends of the foam core material of the circumferential reinforcing beam abut against the adjacent longitudinal reinforcing beam. A cap-shaped beam is laid on the inner side of the foam core material, with its width aligned with the reinforcing beam base plate. At the junction of the longitudinal and circumferential reinforcing beams, the foam core material is recessed to form an overlapping structure.

6. The integrated load-bearing rail vehicle head structure based on composite materials according to claim 1, characterized in that, The skirt panel is divided into two parts, left and right, located on the lower left and right sides of the front structure, respectively. The skirt panel includes a skirt panel skin, a herringbone-style reinforcing beam, embedded metal connectors, and a light strip mounting interface. The skirt panel skin has a flanged structure around its perimeter, which provides an interface for connection with the skin and improves the boundary rigidity of the skirt panel. The herringbone-style reinforcing beam is distributed on the side of the skirt panel and has a built-in foam core material. A hollow light strip mounting interface is reserved at the front end of the skirt panel.

7. The integrated load-bearing rail vehicle head structure based on composite materials according to claim 1, characterized in that, The end baffle is a foam sandwich structure with a continuous groove at the upper edge and the skin, and an L-shaped connector at the lower edge.

8. The integrated load-bearing rail vehicle head structure based on composite materials according to claim 1, characterized in that, There are 16 connecting beams, distributed at the connection between the open end of the main structure of the hood and the aluminum vehicle body. The connecting beams are L-shaped wing plates with triangular foam placed at the right-angle root inside to improve the overall rigidity of the connecting beams.

9. The integrated load-bearing rail vehicle head structure based on composite materials according to claim 1, characterized in that, The connecting beam can also be provided with stiffening plates on the L-shaped flange and connected to the flange surface of the L-shaped flange to improve the overall rigidity of the connecting beam.

10. A method for fabricating an integrated load-bearing rail vehicle head structure based on composite materials, characterized in that, Specifically, the steps include the following: First, design and manufacture a set of fiberglass molds for manufacturing an integrated load-bearing composite material front structure. The inner contour surface of the mold is the outer shape surface of the front of the vehicle. First, the outer skin of the hood and the bottom plate of the reinforcing beam are manufactured. Carbon fiber cloth is laid on the surface of the mold according to the requirements of the layup. Since the contour of the mold is a curved surface with a variable curvature, it is necessary to ensure the flatness of each layer by cutting during the process of laying the carbon fiber cloth to avoid wrinkles. At the same time, the continuity of the fibers should be ensured as much as possible. After laying, the cloth is bagged and resin is introduced. After heating and curing, the hood skin and the bottom plate of the reinforcing beam are formed. Then, the internal reinforcing beam is manufactured. The operation is carried out on the cured headgear skin and the bottom plate of the reinforcing beam. The position of the foam core material is determined by tooling and it is bonded and fixed. Metal embedded parts need to be placed in the foam core material in advance. Carbon fiber cloth is laid on the upper surface of the foam core material according to the layup table to form a hat-shaped beam layup. After the internal reinforcing beam is laid, the resin is introduced into the bag and heated to cure to form the internal reinforcing beam. Finally, on the cured skin and internal reinforcing beams, carbon fiber cloth is laid on the inner surface to form a complete inner surface layup. Resin is then introduced into the bag and heated to cure, forming the final main structure of the head car.

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