High-speed train multi-hole corrugated composite roof

Abstract

The utility model relates to the technical fields of rail transit especially, a kind of high-speed rail vehicle porous corrugated modeling composite middle roof;Including surface panel, intermediate layer core material, backboard, the surface panel, the intermediate layer core material, the backboard are formed composite middle roof by composite glue composite;The surface panel is porous aluminum plate structure, is provided with corrugated modeling 1-1, the composite filling area is set in the intermediate layer between the parallel surface area of the surface panel and the backboard, and several groups of the intermediate layer core material are set in the composite filling area, and the area outside the composite filling area on the surface panel is provided with decorative hole and can penetrate the structure of the composite middle roof, meet the original decoration and the function premise of convenient inspection door under, further improve sound insulation and thermal insulation performance, while having better stiffness, can reduce the effect of the component vibration when train operation.

Description

Technical Field

[0001] This utility model relates to the technical field of rail transit, and in particular to a multi-hole corrugated composite top plate for high-speed train vehicles. Background Technology

[0002] In the existing technology, the perforated plate design for trains is a single aluminum plate design. Its main function is to decorate the interior ceiling of the train, and its secondary function is to serve as a convenient inspection door for the train's air duct system. Its structure can be quickly opened through a lock seat and a rotating shaft structure, providing convenience for the maintenance of the train's air duct. However, due to the presence of multiple holes, the product's sound insulation and heat preservation performance are somewhat lacking, resulting in a decline in the passenger's riding experience.

[0003] Furthermore, this perforated plate design using a single aluminum sheet also has certain shortcomings in terms of strength. During high-speed train operation, trains are subjected to various vibrations and pressures, and the single aluminum sheet structure is difficult to withstand large external forces, which may lead to deformation or even damage after long-term use. Utility Model Content

[0004] The purpose of this utility model is to provide a porous corrugated composite roof panel for high-speed trains, which addresses the shortcomings of existing technologies. This panel not only fulfills the original decorative and convenient inspection door functions but also further improves sound insulation and heat preservation performance, while also possessing better rigidity to reduce vibration of the component during train operation.

[0005] To achieve the above objectives, the technical solution adopted by this utility model is as follows: it includes a surface panel, an intermediate core material, and a back plate. The surface panel, the intermediate core material, and the back plate are bonded together with a composite adhesive to form a composite top plate. The surface panel is a porous aluminum plate structure with a corrugated shape 1-1. A composite filling area is provided in the intermediate layer located in the parallel area between the surface panel and the back plate. Several sets of the intermediate core material are arranged in the composite filling area. Decorative holes are opened in the area of ​​the surface panel outside the composite filling area and can penetrate the composite top plate.

[0006] Furthermore, the intermediate core material is provided with a multi-pore structure on the side.

[0007] Furthermore, the intermediate core material is selected from polyethylene terephthalate (PET) core material.

[0008] Furthermore, the cross-sectional elongation of the surface panel is greater than 22%, and the thickness of the surface panel is controlled within the range of 0.8mm to 3mm for adaptive adjustment.

[0009] Furthermore, when the thickness of the surface panel is controlled between 0.8 mm and 3 mm, the thickness of the intermediate core material is adaptively adjusted within the range of 4 mm to 50 mm, and the apparent density of the intermediate core material is controlled at 40 kg / m³. 3 ~200Kg / m 3 Internal adaptive adjustment.

[0010] Furthermore, the backplate is made of epoxy resin glass fiber sheet.

[0011] Furthermore, when the thickness of the surface panel is controlled between 0.8 mm and 3 mm, the thickness of the back panel is controlled within 0.3 mm to 1 mm for adaptive adjustment.

[0012] A composite top plate is formed by bonding the surface panel, the intermediate core material, and the back plate together with a composite adhesive. The surface panel is a porous aluminum plate structure with a corrugated shape 1-1. A composite filling area is provided in the intermediate layer in the parallel area between the surface panel and the back plate. Several sets of the intermediate core material are arranged in the composite filling area. Decorative holes are opened in the area of ​​the surface panel outside the composite filling area and can penetrate the structure of the composite top plate. This achieves the effect of further improving sound insulation and heat preservation performance while satisfying the original decorative and convenient inspection door functions, and at the same time has better rigidity, which can reduce the vibration of the component when the train is running. Attached Figure Description

[0013] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments recorded in this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0014] Figure 1 This is a three-dimensional schematic diagram of the multi-hole corrugated composite top plate of the high-speed train vehicle according to this utility model;

[0015] Figure 2 This is an exploded cross-sectional view of the composite layered structure of this utility model;

[0016] Figure 3 This is a schematic diagram of the cross-sectional installation structure of the top plate of this utility model;

[0017] Figure label:

[0018] Surface panel 1, corrugated shape 1-1, intermediate core material 2, back panel 3, composite filling area 4, decorative holes 5. Detailed Implementation

[0019] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present utility model. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments.

[0020] In the description of this utility model, it should be noted that the orientation or positional relationship indicated by terms such as "center", "up", "down", "left", "right", "vertical", "horizontal", "inner", and "outer" are 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, and 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. Therefore, they should not be construed as limitations on this utility model.

[0021] A type of porous corrugated composite roof panel for high-speed trains, such as Figures 1-3 As shown, it includes a surface panel 1, an intermediate core material 2, and a back plate 3. The surface panel 1, the intermediate core material 2, and the back plate 3 are bonded together with composite adhesive to form a composite top plate. The surface panel 1 is a porous aluminum plate structure with corrugated shape 1-1. A composite filling area 4 is provided in the intermediate layer in the parallel area between the surface panel 1 and the back plate 3. Several sets of intermediate core materials 3 are arranged in the composite filling area 4. Decorative holes 5 are opened on the surface panel 1 in the area outside the composite filling area 4 and can penetrate the composite top plate.

[0022] Specifically, the surface panel 1 adopts a corrugated, perforated aluminum plate structure, retaining the convenient maintenance characteristics of the perforated design while enhancing structural strength through the corrugated shape 1-1. This effectively resists vibration and pressure during train operation, avoiding the deformation and damage of single aluminum plates. The intermediate core material 2 fills the composite filling area 4 in the parallel surface region, significantly improving sound insulation and heat preservation performance, compensating for the acoustic and thermal deficiencies of traditional perforated panels, and improving the passenger experience. Simultaneously, the surface panel 1, intermediate core material 2, and back panel 3 are bonded together with composite adhesive to form an integrated composite structure. The layered synergy optimizes mechanical properties and increases the VOC gas release rate after composite completion, improving the TVOC performance of the components. The corrugated shape 1-1 of the surface panel 1... 1. Provides surface compressive stiffness; the filling area 4 of the core material 2 in the middle layer is specifically reinforced in areas of stress concentration; the back plate 3 serves as a basic support layer to ensure overall stability; the composite filling area 4 is limited to the parallel area between the surface panel 1 and the back plate 3, ensuring that high-stress areas are reinforced by the core material; decorative holes 5 are opened in the non-filled area and can penetrate the composite top plate to achieve ventilation function, taking into account both maintenance access function and visual aesthetics, and avoiding weakening the strength of the core load-bearing area; the surface panel 1 with corrugated shape 1-1 reduces the amount of material used under the same strength, and the partitioned filling strategy avoids the weight increase of the entire core material, achieving a balance between lightweight and structural reinforcement, systematically solving the problems of insufficient strength, lack of sound insulation and heat preservation, and contradiction between maintenance and load-bearing of traditional single aluminum plate perforated top plates.

[0023] As a preferred embodiment of the above, such as Figures 1-3 As shown, the intermediate core material 3 is provided with a multi-pore structure on the side.

[0024] As a preferred embodiment of the above, such as Figures 1-3 As shown, the intermediate core material 3 is selected from polyethylene terephthalate (PET) core material.

[0025] Specifically, the dense porous structure on the sides of the intermediate core material 3 significantly increases the sound wave scattering path, forming a multi-layer sound absorption mechanism in conjunction with the corrugated porous aluminum plate of the surface panel 1. This greatly improves the sound insulation performance of the composite roof panel and effectively reduces the impact of train duct noise on passengers. The use of polyethylene terephthalate (PET) gives the core material high specific strength, achieving the goal of lightweighting when applied in the intermediate core material 3. At the same time, its rigid support characteristics enhance the compressive strength of the composite filling area 4, working in conjunction with the corrugated shape of the surface panel 1 to resist train vibration. Furthermore, the low thermal conductivity of the PET core material, combined with the air retention effect of the dense porous structure on the sides, effectively blocks heat transfer, significantly improving the thermal insulation performance of the composite roof panel and improving the temperature stability of the carriage. In addition, the recyclable nature of the PET core material meets the requirements of green manufacturing for high-speed rail, and its anti-aging and moisture-proof properties ensure the stable performance of the intermediate core material 3 during long-term use, avoiding the risk of deformation and failure of traditional materials.

[0026] As a preferred embodiment of the above, such as Figures 1-3 As shown, the cross-sectional elongation of the surface panel 1 is greater than 22%, and the thickness of the surface panel 1 is controlled within the range of 0.8 mm to 3 mm for adaptive adjustment.

[0027] As a preferred embodiment of the above, such as Figures 1-3 As shown, when the thickness of the surface panel 1 is controlled between 0.8 mm and 3 mm, the thickness of the intermediate core material 3 is controlled between 4 mm and 50 mm for adaptive adjustment, and the apparent density of the intermediate core material 3 is controlled at 40 kg / m³. 3 ~200Kg / m 3 Internal adaptive adjustment.

[0028] Specifically, by ensuring that the cross-sectional elongation of the surface panel 1 is greater than 22%, the corrugated porous aluminum sheet does not crack during stamping. Combined with an adaptive thickness adjustment of 0.8mm to 3mm, a balance between lightweight and impact resistance is achieved, significantly improving the structural durability under high-speed train vibration environments. When the thickness of the surface panel 1 is 0.8mm to 3mm, the thickness of the intermediate core material 3 is adaptively controlled between 4mm and 50mm, with an apparent density of 40Kg / m³. 3 ~200Kg / m 3 Internal adjustments are made to ensure surface rigidity while avoiding redundant weight gain. The flexible combination of thickness and density covers the different needs of different vehicle models and operating environments for roof strength, sound insulation, and heat preservation, enabling the generalized application of a single structure in multiple scenarios.

[0029] As a preferred embodiment of the above, such as Figures 1-3 As shown, the back plate 3 is made of epoxy resin glass fiber sheet.

[0030] As a preferred embodiment of the above, such as Figures 1-3 As shown, when the thickness of the surface panel 1 is controlled between 0.8mm and 3mm, the thickness of the back panel 3 is controlled between 0.3mm and 1mm for adaptive adjustment.

[0031] Specifically, epoxy resin fiberglass sheets impart high strength, corrosion resistance, and dimensional stability to the back panel 3. The thickness can be adaptively adjusted from 0.3mm to 1mm to simplify weight. In conjunction with the corrugated shape of the surface panel 1 and the filling of the core material 3 in the middle layer, the overall bending stiffness of the composite top panel is ensured, solving the problem of insufficient strength of traditional single aluminum panels. When the surface panel 1 is thicker, at 2mm to 3mm, the back panel 3 is adapted to an extremely thin thickness of 0.3mm to 0.5mm. When the panel is thinner, at 0.8mm to 1.5mm, the back panel is increased to 0.8mm to 1mm for reinforcement, achieving global optimization of the total thickness and weight of the composite top panel.

[0032] The foregoing has shown and described the basic principles, main features, and advantages of this utility model. Those skilled in the art should understand that this utility model is not limited to the above embodiments. The embodiments and descriptions in the specification are merely illustrative of the principles of this utility model. Various changes and modifications can be made to this utility model without departing from its spirit and scope, and all such changes and modifications fall within the scope of the claimed utility model. The scope of protection of this utility model is defined by the appended claims and their equivalents.

Claims

1. A composite roof panel with a perforated corrugated design for high-speed train vehicles, characterized in that: It includes a surface panel (1), an intermediate core material (2), and a back plate (3), wherein the surface panel (1), the intermediate core material (2), and the back plate (3) are bonded together with composite adhesive to form a composite top plate; The surface panel (1) is a porous aluminum plate structure with a corrugated shape (1-1). A composite filling area (4) is provided in the intermediate layer of the parallel surface area between the surface panel (1) and the back plate (3). Several sets of intermediate layer core materials (2) are provided in the composite filling area (4). Decorative holes (5) are provided on the surface panel (1) outside the composite filling area (4) and can penetrate the composite top plate.

2. The multi-hole corrugated composite top plate for high-speed train vehicles according to claim 1, characterized in that, The intermediate core material (2) is provided with a multi-pore structure on the side.

3. The multi-hole corrugated composite top plate for high-speed train vehicles according to claim 2, characterized in that, The intermediate core material (2) is selected from polyethylene terephthalate (PET) core material.

4. The multi-hole corrugated composite top plate for high-speed train vehicles according to claim 3, characterized in that, The cross-sectional elongation of the surface panel (1) is greater than 22%, and the thickness of the surface panel (1) is controlled within 0.8 mm to 3 mm for adaptive adjustment.

5. The multi-hole corrugated composite top plate for high-speed train vehicles according to claim 4, characterized in that, When the thickness of the surface panel (1) is controlled between 0.8 mm and 3 mm, the thickness of the intermediate core material (2) is controlled between 4 mm and 50 mm for adaptive adjustment, and the apparent density of the intermediate core material (2) is controlled at 40 kg / m³. 3 ~200Kg / m 3 Internal adaptive adjustment.

6. The multi-hole corrugated composite top plate for high-speed train vehicles according to claim 2, characterized in that, The back panel (3) is made of epoxy resin glass fiber sheet.

7. The multi-hole corrugated composite top plate for high-speed train vehicles according to claim 5, characterized in that, When the thickness of the surface panel (1) is controlled between 0.8 mm and 3 mm, the thickness of the back panel (3) is controlled between 0.3 mm and 1 mm for adaptive adjustment.

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