Composite material end wall integrated structure of high-speed railway vehicle

Abstract

The invention provides a high-speed railway vehicle composite material end wall integrated structure which comprises an outer skin, an inner skin, a prefabricated door frame assembly, an L-shaped compression-resistant reinforcing structure, an end wall compression-resistant beam, an end wall ring beam, an internal reinforcing beam, a plurality of foams and embedded metal blocks. According to the integral sandwich structure, compaction and force transmission continuity of the internal reinforcing structure in the vertical direction, the transverse direction and the annular direction are guaranteed, the integral rigidity of the structure is improved, the forming quality of the internal reinforcing structure and the inner and outer skins is improved through a multiple-time curing mode, the process difficulty is reduced, the prefabricated door frame assembly is adopted as the door frame reinforcing structure, and the manufacturing cost is reduced. The forming difficulty of the door frame is effectively reduced by prefabricating the door frame, and the overall rigidity of the end wall is improved.

Description

Technical Field

[0001] This invention relates to the field of rail vehicle body structure, and more particularly to an integrated structure of composite material end walls for high-speed rail vehicles. Background Technology

[0002] Driven by the "dual-carbon" strategy, the demand for lightweight rail transit equipment is propelling the application of carbon fiber composite materials from non-load-bearing components such as passenger compartment decoration to core load-bearing components such as bogies and car body frames. With breakthroughs in material processing and structural design, composite materials are undergoing an upgrade and transformation from auxiliary load-bearing to the main structure of the entire vehicle.

[0003] Currently, composite material end walls for train bodies primarily employ autoclave-formed honeycomb sandwich structures, which face three major bottlenecks: high manufacturing energy consumption and long production cycles; stiffness reduction due to redundant structural components and fiber continuity interruptions; and low core material mechanical conversion efficiency leading to reliance on metal reinforcement in critical stress areas. Therefore, it is necessary to replace autoclave technology with low-cost processes such as vacuum-assisted molding, develop integrated multi-directional mesh reinforced structures to enhance fiber continuity, and improve force transmission efficiency through topology optimization design and reinforcing ribs. This will achieve lightweighting while meeting the dynamic stiffness and low-cost continuous manufacturing requirements of high-speed trains. Summary of the Invention

[0004] The present invention aims to design an end wall structure consisting of an integral sandwich-type internally reinforced column and beam. The end wall structure adopts a modular design, and the transverse reinforcing members, annular reinforcing members, and column reinforcing members are formed by multiple curing processes with the skin, which ensures that the structure has high strength and stiffness characteristics in the vertical, circumferential and transverse directions.

[0005] To achieve the above objectives, the present invention provides a composite material end wall integrated structure for high-speed rail vehicles, comprising an outer skin, an inner skin, a prefabricated door frame assembly, an L-shaped compressive reinforcement structure, an end wall compressive beam, an end wall ring beam, an internal reinforcing beam, multiple foams, and embedded metal blocks. The L-shaped compressive reinforcement structure is positioned at the shoulder and waist of the end wall integrated structure. Foams and embedded metal blocks are placed on the L-shaped compressive reinforcement structure. The end wall compressive beam is laid on the foam placed on the L-shaped compressive reinforcement structure and connected to the L-shaped compressive reinforcement structure at both ends. The foam and embedded metal blocks laid on the end wall compressive beam serve as a mold for the end wall ring beam. The end wall ring beam is laid on the foam laid on the end wall compressive beam. The end wall ring beam has a stepped structure, with a partially sunken structure at the lower step position where the internal reinforcing beam is laid. The prefabricated door frame assembly is placed at the door opening of the end wall integrated structure.

[0006] Furthermore, the L-shaped compressive strength reinforcement structure is equipped with a flanged structure.

[0007] Furthermore, the end wall compression beam is a Z-shaped structure, and at one end where the end wall compression beam contacts the L-shaped compression reinforcement structure, a layer is dropped and a slope is formed.

[0008] Furthermore, the prefabricated door frame assembly employs a localized recessed design to thicken the inner skin at that location.

[0009] Furthermore, the prefabricated door frame assembly includes a Z-shaped door frame structure, a C-shaped door frame structure, a layer of foam, and a door frame embedded block. The C-shaped door frame structure is laid on the layer of foam, which serves as a mold for the C-shaped door frame structure and is pre-cured. Subsequently, the Z-shaped door frame structure is laid and then cured to form an integral prefabricated door frame assembly.

[0010] Furthermore, foam is arranged in the transverse and longitudinal directions at the local depression structure of the lower step of the end wall ring beam to form a mold for the internal reinforcing beam. The foam is fixed with adhesive film, and the internal reinforcing beam is laid on the foam.

[0011] Compared with the prior art, the advantages of the present invention are:

[0012] The integral sandwich structure ensures the compaction and load transfer continuity of the internal reinforcement structure in the vertical, lateral, and circumferential directions. Compared to traditional sandwich structures, the addition of internal reinforcement enhances the overall structural rigidity. Multiple curing processes improve the forming quality of the internal reinforcement structure and the inner and outer skins, reducing manufacturing complexity. Precast door frame components are used as reinforcement at the door frame, unlike traditional sandwich structures which rely on flanges, which can lead to delamination and bridging. Precast door frames effectively reduce the forming difficulty at the door frame and improve the overall rigidity of the end wall. The internal reinforcement ring beam and the shoulder and waist end wall compression beams, combined without adding internal reinforcement compared to traditional sandwich structures, significantly improve the overall circumferential rigidity of the end wall. The transverse arrangement of the internal reinforcement beams effectively connects the ring beam and the precast door frame components, distributing the load on the end wall to the various internal reinforcement structures and increasing its load-bearing capacity. Multiple curing processes further reduce manufacturing complexity.

[0013] 2. The integral sandwich structure can fully leverage the advantages of composite materials, such as their high design flexibility. Simulation calculations are used to design the outer and inner skins of the composite material in separate zones, reducing overall weight. Furthermore, compared to traditional sandwich structures, the integral sandwich structure employs a multi-stage curing process, improving the fit between the internal reinforcement and the inner and outer skins, as well as the sealing at the edges, reducing the risk of cracking and delamination at the edges.

[0014] 3. The integral molding process adopts a non-autoclave multiple curing molding process, which makes the fit of each reinforcing component and inner and outer skin with the core material extremely good, and the cost is much lower than that of the autoclave molding process. Attached Figure Description

[0015] Figure 1 This is a structural diagram of the inner skin of the composite material end wall;

[0016] Figure 2 This is a structural diagram of the outer skin of the composite material end wall;

[0017] Figure 3 Location diagram of the L-shaped compressive structure inside the composite material end wall;

[0018] Figure 4 for Figure 3 Enlarged view of the "I" mark;

[0019] Figure 5 A schematic diagram of the L-shaped compression-resistant structure on the left shoulder;

[0020] Figure 6 for Figure 5 The “AA” sectional view;

[0021] Figure 7 for Figure 5 Enlarged view of section "II";

[0022] Figure 8 Schematic diagram of the L-shaped compressive strength structure on the right side

[0023] Figure 9 for Figure 7 BB sectional view;

[0024] Figure 10 for Figure 7 Enlarged view of section "III";

[0025] Figure 11 Positioning diagram of the prefabricated door frame inside the composite material end wall;

[0026] Figure 12 Schematic diagram of the prefabricated door frame structure inside the composite material end wall;

[0027] Figure 13 for Figure 11 The “AA” sectional view;

[0028] Figure 14 for Figure 13 Enlarged view of the "I" mark;

[0029] Figure 15 This is a schematic diagram of the Z-shaped structure of the door frame;

[0030] Figure 16 for Figure 15 The “AA” sectional view;

[0031] Figure 17 for Figure 15BB sectional view;

[0032] Figure 18 This is a schematic diagram of the C-shaped structure of the door frame;

[0033] Figure 19 for Figure 18 The "CC" sectional view;

[0034] Figure 20 for Figure 18 The "DD" sectional view;

[0035] Figure 21 This is a schematic diagram of the sandwich foam structure;

[0036] Figure 22 for Figure 21 The sectional view of “EE”;

[0037] Figure 23 Positioning diagrams for shoulder and waist foam;

[0038] Figure 24 for Figure 23 The “AA” sectional view;

[0039] Figure 25 This is a diagram showing the location of the end wall compression beam.

[0040] Figure 26 for Figure 25 The “AA” sectional view;

[0041] Figure 27 for Figure 25 BB sectional view;

[0042] Figure 28 This is a schematic diagram of the end compression beam of the left shoulder;

[0043] Figure 29 for Figure 28 The "CC" sectional view;

[0044] Figure 30 This is a structural schematic diagram of the end compression beam of the left waist.

[0045] Figure 31 for Figure 30 The "DD" sectional view;

[0046] Figure 32 A foam positioning diagram for the end wall ring beam;

[0047] Figure 33 for Figure 32 The “AA” sectional view;

[0048] Figure 34 for Figure 33Enlarged view of the "I" mark;

[0049] Figure 35 for Figure 32 BB sectional view;

[0050] Figure 36 for Figure 32 The "CC" sectional view;

[0051] Figure 37 This is a schematic diagram of the end wall ring beam mechanism;

[0052] Figure 38 for Figure 37 The “AA” sectional view;

[0053] Figure 39 A schematic diagram of a structure with several internal reinforcing beams;

[0054] Figure 40 Location map of the thickened area in the inner skin;

[0055] Figure 41 for Figure 1 The “AA” sectional view;

[0056] Figure 42 for Figure 2 The “AA” sectional view.

[0057] The following are the labeling elements in the diagram: 1. Outer skin; 2. L-shaped compressive reinforcement structure; 3. Precast door frame assembly; 3.1. Door frame Z-shaped structure; 3.2. Door frame C-shaped structure; 3.3 Sandwich foam; 3.4 Door frame embedded block; 4. End wall compressive beam; 5. Left waist foam; 6. Right waist foam; 7. Left shoulder foam; 8. Right shoulder foam; 9. End wall ring beam; 10. Right side ring beam foam; 11. Left shoulder ring foam; 12. Top ring beam foam; 13. Left side ring beam foam; 14. Internal reinforcing beam; 15. Inner skin. Detailed Implementation

[0058] Reference Figures 1 to 42 This invention designs an integral sandwich-structured end wall, which includes an outer skin 1, an inner skin 15, a prefabricated door frame assembly 3, an L-shaped compressive reinforcement structure 2, an end wall compressive beam 4, an end wall ring beam 9, an internal reinforcing beam 14, multiple foams and embedded metal blocks, and is integrally formed using a manual laying process combined with a non-autoclave multiple curing process.

[0059] First, lay the composite material outer skin 1 using a mold, see details. Figure 2 and Figure 42Composite material simulation calculations were used to divide the thickened and non-thickened areas into zones to improve weight reduction efficiency. Since the end walls serve as the connection between the side walls, roof, and chassis, L-shaped compressive reinforcement structures (2) are applied at the shoulder and waist positions to ensure effective force transfer under concentrated loads. (See details...) Figures 3 to 10 The flanged structure is achieved using molds and inserts. After the L-shaped compressive reinforcement structure 2 has been pre-cured, foam (foam 5 on the left waist, foam 6 on the right waist, foam 7 on the left shoulder, and foam 8 on the right shoulder) and embedded metal blocks are placed, and then the end wall compressive beam 4 is laid. See details. Figures 23 to 31 Subsequently, foam (foam 10 for the right ring beam, foam 11 for the left shoulder ring beam, foam 12 for the top ring beam, and foam 13 for the left ring beam) was laid between the end wall compression beams 4. Metal blocks were embedded to serve as molds for the end wall ring beams 9. The end wall ring beams 9 were then laid manually. See details. Figures 32 to 38 The three parts work together to increase the stiffness of the end wall perimeter, effectively transferring force to the side walls and roof.

[0060] The shoulder positions of the L-shaped compressive reinforcement structure 2 and the shoulder positions of the end wall compressive beam 4 are partially recessed. This partial recess is to facilitate the connection between the side wall and the roof at this location.

[0061] The L-shaped compressive reinforcement structure 2 and the Z-shaped end wall compressive beam 4 are designed to improve the stiffness of the shoulder and waist areas, increase the contact area, and reduce manufacturing difficulty. At the contact points of the two parts, a layer-dropping technique is used to create a slope, reducing weight. This slope also facilitates the placement of the upper foam layer. After the foam layer is placed, the end wall ring beam 9 is manually laid. The end wall ring beam 9 adopts a stepped form, with a partial depression at the lower step to accommodate the internal reinforcing beam 14. See details. Figure 39 This allows the forces around the interior of the integrated end-wall structure to be effectively transferred to the prefabricated door frame component 3 through the internal reinforcing frame, thereby improving the overall strength, stiffness, and modal characteristics.

[0062] Externally prepared prefabricated door frame components 3, see details. Figures 11 to 22 The prefabricated door frame assembly 3 is placed at the door opening of the end wall integrated structure, and is partially recessed to thicken the inner skin 15 at that location. The prefabricated door frame assembly 3 consists of a Z-shaped door frame structure 3.1, a C-shaped door frame structure 3.2, a sandwich foam 3.3, and a door frame embedded block 3.4. First, the sandwich foam 3.3 is bonded with an adhesive film as a mold for the C-shaped door frame structure 3.2 and pre-cured. Then, the Z-shaped door frame structure 3.1 is laid and cured again to form the integral prefabricated door frame assembly 3. The advantage of using external prefabricated door frame assembly 3 is that it reduces the difficulty of process production and improves the rigidity of the end wall integrated structure at the door opening.

[0063] After completing the outer skin 1, L-shaped compressive reinforcement structure 2, and end wall ring beam 9, foam is arranged in the horizontal and vertical directions at the local depression of the lower step of the end wall ring beam 9 to serve as a mold for the internal reinforcing beam 14. The foam is fixed with adhesive film, and then the internal reinforcing beam 14 is laid manually. The internal reinforcing beam 14 can effectively realize the transmission of internal forces in the end wall.

[0064] After the above-mentioned structure is laid and pre-cured, foam is fixed between the end wall ring beam 9 and the internal reinforcing beam 14 using adhesive film. The end wall ring beam 9, foam, and prefabricated door frame assembly 3 serve as the mold for the inner skin 15. The planes of the local depressions in the prefabricated door frame assembly 3 and the internal reinforcing beam 14 are on the same plane, which is beneficial for the laying of the inner skin 15. In non-depression areas, the prefabricated door frame assembly 3, foam, and internal reinforcing beam 14 are on the same plane, which is also beneficial for the laying of the inner skin 15. See details. Figure 1 and Figure 41 The prefabricated door frame component 3 employs a partial depression method to achieve localized thickening of the inner skin 15 at that location, as detailed in [link to details]. Figure 40 The inner skin 15 features a localized thickening design at the door frame, which facilitates the better transfer of external vertical forces to the inner skin through the door frame.

[0065] By optimizing the design and rationally arranging the skin and reinforcing components, the high design flexibility of composite materials is fully utilized to further improve the weight reduction efficiency of the end walls. Meanwhile, the manual installation method for the reinforcing components improves the fit between the reinforcing components and the skin, thereby enhancing the overall structural strength and stiffness.

[0066] The end wall components, which adopt an integral reinforced crossbeam, ring beam and column, can effectively solve the problems of strength and stiffness of sandwich structures without reinforcement and easy water absorption, and effectively improve the reliability of the end wall structure throughout the vehicle's entire service life and reduce the cost of use.

Claims

1. A high speed rail vehicle composite end wall integrated structure, characterized in that, The application relates to an integrated end wall structure, which comprises an outer skin, an inner skin, a prefabricated door frame assembly, an L-shaped compression-resistant reinforcing structure, an end wall compression-resistant beam, an end wall ring beam, an internal reinforcing beam, a plurality of foams and embedded metal blocks, the L-shaped compression-resistant reinforcing structure is arranged at shoulder and waist positions of the end wall integrated structure, foams and embedded metal blocks are respectively arranged on the L-shaped compression-resistant reinforcing structure, the end wall compression-resistant beam is arranged on the foams arranged on the L-shaped compression-resistant reinforcing structure and connected with the L-shaped compression-resistant reinforcing structure at both ends, foams and embedded metal blocks are arranged on the end wall compression-resistant beam as a mold of the end wall ring beam, the end wall ring beam is arranged on the foams arranged on the end wall compression-resistant beam, the end wall ring beam is a stepped structure, a lower step position is a local sinking structure and the internal reinforcing beam is arranged on the local sinking structure, and the prefabricated door frame assembly is arranged at a door opening of the end wall integrated structure.

2. The composite end wall integrated structure of a high-speed rail vehicle according to claim 1, characterized in that, The L-shaped compression-resistant reinforcing structure is provided with a turn-up structure.

3. The composite end wall integrated structure of a high-speed rail vehicle according to claim 1, characterized in that, The end wall compression-resistant beam is a Z-shaped structure, one end of the end wall compression-resistant beam in contact with the L-shaped compression-resistant reinforcing structure is provided with a missing layer and forms a slope.

4. The composite end wall integrated structure of a high speed rail vehicle according to claim 1, characterized in that, The prefabricated door frame assembly is locally sunk to thicken the inner skin at the position.

5. The composite end wall integrated structure of high speed rail vehicle according to claim 1, characterized in that, The door prefabricated door frame assembly comprises a door frame Z-shaped structure, a door frame C-shaped structure and a sandwich foam and a door frame embedded block, the door frame C-shaped structure is arranged on the sandwich foam, the sandwich foam is used as a mold of the door frame C-shaped structure, pre-solidification is carried out, then the door frame Z-shaped structure is arranged and solidification is carried out, and the whole prefabricated door frame assembly is formed.

6. The composite end wall integrated structure of a high speed rail vehicle according to claim 1, characterized in that, The local sinking structure of the lower step of the end wall ring beam is arranged with foams in transverse and longitudinal directions, which is used as a mold of the internal reinforcing beam, the foams are fixed by adhesive films, and the internal reinforcing beam is arranged on the foams.

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