Vibration and noise reduction train body and vacuum pipeline train
By employing a double-layered cabin design and active vibration damper control, the vibration and noise problems in vacuum tube trains have been solved, achieving efficient vibration and noise reduction, and improving ride comfort and structural efficiency.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- HIWING TECH ACAD OF CASIC
- Filing Date
- 2023-11-23
- Publication Date
- 2026-05-19
AI Technical Summary
When existing high-speed trains travel in vacuum tubes, the vibration and noise of the train body seriously affect passenger comfort. In addition, the traditional train body structure is inefficient, has high rigidity, and the connection method results in multiple vibration transmission paths.
It adopts a double-layer cabin design with a vacuum layer between the inner and outer cabins, which are connected by vibration dampers. The skin and frame of the inner and outer cabins are made of carbon fiber epoxy composite material and are co-cured and connected. The vibration dampers are actively controlled to achieve redundant sealing and vibration reduction effects.
It effectively isolates airborne sound from the outer cabin to the inner cabin, reduces vibration transmission paths, improves passenger comfort, reduces assembly difficulty, and enhances structural efficiency and sealing reliability.
Smart Images
Figure CN224256651U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of vacuum tube transportation technology, and in particular to a vibration-damping and noise-reducing vehicle body and a vacuum tube train. Background Technology
[0002] Currently, high-speed trains in operation run in a normal temperature and pressure environment. The main source of power loss during operation is air resistance. Air resistance increases with speed, and air resistance is proportional to the square of the speed. Aerodynamic noise is proportional to the fourth power of the speed. As the train speed increases further, aerodynamic noise and resistance increase dramatically.
[0003] Therefore, in order to further increase speed and reduce air resistance, the train is placed in a vacuum tube. The vacuum tube is evacuated to a vacuum, which can significantly reduce air resistance, energy consumption and aerodynamic noise.
[0004] Because trains travel at speeds of 600 km / h to 1000 km / h, there are high requirements for lightweight design and structural strength. Currently, traditional train bodies are mostly thin-walled structures made of aluminum alloy, often using multi-layered panels. Elastic plates, air layers, and multiple layers of sound-absorbing materials are placed alternately on the aluminum alloy skin to absorb external noise. Due to the high rigidity of the train body and the direct connection between the layers of materials on the skin, the vibrations during operation have a significant impact on the cabin structure, which greatly affects passenger comfort. Furthermore, the use of multiple layers of materials results in lower structural efficiency. Utility Model Content
[0005] This invention provides a vibration-damping and noise-reducing car body and a vacuum tube train, which can solve the technical problems in the prior art.
[0006] This utility model provides a vibration-damping and noise-reducing vehicle body, wherein the vehicle body includes an inner cabin, an outer cabin, a shock absorber, and a vacuum layer. The vacuum layer is disposed between the inner cabin and the outer cabin, and the inner cabin and the outer cabin are connected by the shock absorber. The inner cabin includes an inner cabin skin and an inner cabin frame, and the inner cabin skin is connected to the inner cabin frame. The outer cabin includes an outer cabin skin and an outer cabin frame, and the outer cabin skin is connected to the outer cabin frame.
[0007] Preferably, the inner cabin also includes an inner cabin shock absorber mounting bracket, which is connected to the inner cabin skin via a co-curing method.
[0008] Preferably, the outer cabin also includes an outer cabin vibration damper mounting bracket, which is connected to the outer cabin frame through a pre-embedded-co-curing method.
[0009] Preferably, the inner cabin skin is connected to the inner cabin frame via a co-curing method.
[0010] Preferably, the outer cabin skin is connected to the outer cabin frame via a co-curing method.
[0011] Preferably, the inner cabin skin, the inner cabin frame, the outer cabin skin, and the outer cabin frame are made of carbon fiber epoxy composite material.
[0012] This utility model also provides a vacuum tube train, which includes the aforementioned car body.
[0013] The above technical solution allows for a double-layered cabin design with redundant sealing. Even if the outer cabin is damaged, the independent inner cabin maintains sufficient strength and airtightness, effectively ensuring passenger safety. Furthermore, a vacuum layer between the inner and outer cabins isolates airborne sound transmission, allowing only structural sound bridges to transmit sound. This results in a sound transmission path from the outer cabin to the inner cabin: environment – outer cabin – vibration damper – inner cabin. The vibration damper employs active control, adjusting its damping to effectively absorb structural sound and reduce vibration transmission paths, thus significantly improving passenger comfort. Attached Figure Description
[0014] The accompanying drawings, which form part of this specification, are provided to further illustrate embodiments of the present invention and, together with the textual description, explain the principles of the present invention. It is obvious that the drawings described below are merely some embodiments of the present invention, and those skilled in the art can obtain other drawings based on these drawings without any creative effort.
[0015] Figure 1A-1B A schematic diagram of a vibration-damping and noise-reducing vehicle body according to an embodiment of the present invention is shown. Detailed Implementation
[0016] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. The technical solutions of the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this utility model, not all embodiments. The following description of at least one exemplary embodiment is merely illustrative and is in no way intended to limit this utility model or its application or use. All other embodiments obtained by those skilled in the art based on the embodiments of this utility model without creative effort are within the scope of protection of this utility model.
[0017] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.
[0018] Unless otherwise specifically stated, the relative arrangement, numerical expressions, and values of the components and steps described in these embodiments do not limit the scope of this invention. It should also be understood that, for ease of description, the dimensions of the various parts shown in the drawings are not drawn to actual scale. Techniques, methods, and devices known to those skilled in the art may not be discussed in detail, but where appropriate, such techniques, methods, and devices should be considered part of the specification. In all examples shown and discussed herein, any specific values should be interpreted as merely exemplary and not as limitations. Therefore, other examples of exemplary embodiments may have different values. It should be noted that similar reference numerals and letters in the following drawings denote similar items; therefore, once an item is defined in one drawing, it need not be further discussed in subsequent drawings.
[0019] Figure 1A-1B A schematic diagram of a vibration-damping and noise-reducing vehicle body according to an embodiment of the present invention is shown.
[0020] like Figure 1A-1B As shown, this utility model embodiment provides a vibration-damping and noise-reducing vehicle body, wherein the vehicle body includes an inner cabin, an outer cabin, a shock absorber 5, and a vacuum layer 8. The vacuum layer 8 is disposed between the inner cabin and the outer cabin, and the inner cabin and the outer cabin are connected by the shock absorber 5. The inner cabin includes an inner cabin skin 3 and an inner cabin frame 4, and the inner cabin skin 3 is connected to the inner cabin frame 4. The outer cabin includes an outer cabin skin 1 and an outer cabin frame 2, and the outer cabin skin 1 is connected to the outer cabin frame 2.
[0021] The above technical solution allows for a double-layered cabin design with redundant sealing. Even if the outer cabin is damaged, the independent inner cabin maintains sufficient strength and airtightness, effectively ensuring passenger safety. Furthermore, a vacuum layer between the inner and outer cabins isolates airborne sound transmission, allowing only structural sound bridges to transmit sound. This results in a sound transmission path from the outer cabin to the inner cabin: environment – outer cabin – vibration damper – inner cabin. The vibration damper employs active control, adjusting its damping to effectively absorb structural sound and reduce vibration transmission paths, thus significantly improving passenger comfort.
[0022] According to one embodiment of the present invention, the inner cabin also includes an inner cabin shock absorber mounting bracket 7, which is connected to the inner cabin skin 3 by a co-curing method.
[0023] According to one embodiment of the present invention, the outer cabin also includes an outer cabin shock absorber mounting bracket 6, which is connected to the outer cabin frame 2 by a pre-embedded-co-curing method.
[0024] This allows for an integrated connection between the inner cabin shock absorber mounting bracket and the inner cabin skin, and an integrated and reliable connection between the outer cabin shock absorber mounting bracket and the outer cabin frame, thus providing more reliable support for the installation of shock absorbers.
[0025] According to one embodiment of the present invention, the inner cabin skin 3 is connected to the inner cabin frame 4 by a co-curing method.
[0026] According to one embodiment of the present invention, the outer cabin skin 1 is connected to the outer cabin frame 2 by a co-curing method.
[0027] This allows for an integrated connection between the inner cabin skin and the inner cabin frame, as well as an integrated connection between the outer cabin skin and the outer cabin frame, thereby improving the sealing reliability of the inner and outer cabins.
[0028] According to one embodiment of the present invention, the inner cabin skin, the inner cabin frame, the outer cabin skin, and the outer cabin frame are made of carbon fiber epoxy composite material.
[0029] The hull skin is made of carbon fiber epoxy composite material, resulting in a smooth aerodynamic shape and seamless surface, avoiding the weld fatigue problems associated with welding aluminum alloy profiles. Furthermore, the skin and hull frame utilize co-curing technology, reducing the use of mechanical connections such as rivets and screws, simplifying assembly, and improving assembly processability and sealing reliability.
[0030] This utility model embodiment also provides a vacuum tube train, which includes the car body described in the above embodiment.
[0031] As can be seen from the above embodiments, the vibration-damping and noise-reducing car body described in the above embodiments of this utility model can meet the requirements of lightweight car body design, reduce the transmission of external environmental noise to the cabin, and reduce the transmission of vibration during train operation to the inner cabin. Furthermore, the aerodynamic shape is smooth, the surface is seamless, and the skin and cabin frame adopt co-curing technology, reducing the use of mechanical connections such as rivets and screws, resulting in excellent sealing performance, while also reducing assembly difficulty and improving assembly processability. In summary, the vibration-damping and noise-reducing car body described in this utility model has at least the following advantages: large components are integrally molded, the number of parts is small, the overall assembly workload is low, the aerodynamic shape is smooth, the structure is simple, the structural load-bearing efficiency is high, the fatigue resistance is excellent, and the sound insulation performance is excellent.
[0032] In the description of this utility model, it should be understood that the directional terms such as "front, back, up, down, left, right", "horizontal, vertical, horizontal" and "top, bottom" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model and simplifying the description. Unless otherwise stated, these directional terms do not indicate or imply that the device or element referred to must have a specific orientation or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation on the scope of protection of this utility model. The directional terms "inner" and "outer" refer to the inner and outer contours of each component itself.
[0033] For ease of description, spatial relative terms such as "above," "on top of," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation beyond the orientation of the device as described in the figures. For example, if the device in the figures were inverted, a device described as "above" or "on top of" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.
[0034] Furthermore, it should be noted that the use of terms such as "first" and "second" to define components is merely for the purpose of distinguishing the corresponding components. Unless otherwise stated, the above terms have no special meaning and therefore cannot be construed as limiting the scope of protection of this utility model.
[0035] The above description is merely a preferred embodiment of this utility model and is not intended to limit the utility model. Various modifications and variations can be made to this utility model by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this utility model should be included within the protection scope of this utility model.
Claims
1. A vibration and noise reducing vehicle body, characterized by comprising: The vehicle body comprises an inner cabin body, an outer cabin body, a damper and a vacuum layer, the vacuum layer is arranged between the inner cabin body and the outer cabin body, and the inner cabin body and the outer cabin body are connected through the damper, the inner cabin body comprises an inner cabin skin and an inner cabin framework, the inner cabin skin is connected with the inner cabin framework, the outer cabin body comprises an outer cabin skin and an outer cabin framework, and the outer cabin skin is connected with the outer cabin framework.
2. The vehicle body according to claim 1, characterized by The inner cabin body further comprises an inner cabin damper mounting bracket which is connected with the inner cabin skin through a co-curing mode.
3. The vehicle body of claim 2, wherein The outer cabin body further comprises an outer cabin damper mounting bracket which is connected with the outer cabin framework through a pre-embedding-co-curing mode.
4. The vehicle body of claim 1, wherein The inner cabin skin is connected with the inner cabin framework through a co-curing mode.
5. The vehicle body of claim 4, wherein, The outer cabin skin is connected with the outer cabin framework through a co-curing mode.
6. The vehicle body according to any one of claims 1 to 5, characterized by The inner cabin skin, the inner cabin framework, the outer cabin skin and the outer cabin framework are made of carbon fiber epoxy composite material.
7. A vacuum tube train, characterized by The vehicle body comprises an inner cabin body, an outer cabin body, a damper and a vacuum layer, the vacuum layer is arranged between the inner cabin body and the outer cabin body, and the inner cabin body and the outer cabin body are connected through the damper, the inner cabin body comprises an inner cabin skin and an inner cabin framework, the inner cabin skin is connected with the inner cabin framework, the outer cabin body comprises an outer cabin skin and an outer cabin framework, and the outer cabin skin is connected with the outer cabin framework.