CN108045018A - 一种高铁用碳纤维复合材料排障板 - Google Patents
一种高铁用碳纤维复合材料排障板 Download PDFInfo
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Abstract
本发明公开了一种高铁用碳纤维复合材料排障板,属于排障板技术领域,由外到内依次包括表面耐冲击层、中间强化层和内部刚性结构层,其中:所述表面耐冲击层由热塑性泡沫树脂基体增强碳纤维混杂多维织物构成,所述中间强度层由碳纤维混杂二维编织织物增强热塑性树脂基体构成,所述内部刚性结构层由高模量碳纤维二维织物增强热固性树脂基体构成。本发明的高铁用碳纤维复合材料排障板自重轻,可有效防止列车高速运行过程中的冲击或撞击,保证车头不被损失,能够提高高铁头车壳体的结构完整性和使用寿命。
Description
技术领域
本发明涉及排障板技术领域,特别是指一种高铁用碳纤维复合材料排障板。
背景技术
动车或者高铁的运行速度高,安全要求高,在列车高速运行过程中,轨道上的任何障碍物均可能损伤列车,甚至导致列车脱轨,引起安全事故,因此在列车的头车需要设置排除障碍物的装置,即排障装置。排障装置是高速列车的头车前端非常重要的组成部分,主要安装在头车车体的前端下部,在列车高速运行过程中排除轨道内侧的障碍物或者前端冲击的障碍物,如雪、沙粒、石块等。当障碍物与排障装置发生撞击时,排障装置可以吸收部分冲击能量,缓冲对车辆的直接冲击,保障列车的运行安全性和舒适性。在排障装置中,最主要的耐冲击和强度保持装置为其中的排障板,这也是排障装置中的最为重要的组成部分。
传统的排障板主要以铝合金叠层板状材料为缓冲板,同时配合圆管金属结构来提高冲击能量的吸收率,但是金属材质自身的密度较大,自重带来了头车整体的机动性和行驶速度的限制,为了解决以上问题,本发明采用复合材料叠层结构制备高铁头车的排障板,通过不同层合结构的组合,可有效防止列车高速运行过程中的雪、沙、飞鸟、石块以及其他硬质物体的冲击或撞击,有效保证头车壳体的不被损伤,提高头车壳体的结构完整性和使用寿命。
发明内容
本发明提供一种自重轻,可有效防止列车高速运行过程中的冲击或撞击,保证车头不被损伤,能够提高高铁头车壳体的结构完整性和使用寿命的高铁用碳纤维复合材料排障板。
为解决上述技术问题,本发明提供技术方案如下:
本发明提供一种高铁用碳纤维复合材料排障板,由外到内依次包括表面耐冲击层、中间强化层和内部刚性结构层,其中:
所述表面耐冲击层由热塑性泡沫树脂基体增强碳纤维混杂多维织物构成,所述中间强度层由碳纤维混杂二维编织织物增强热塑性树脂基体构成,所述内部刚性结构层由高模量碳纤维二维织物增强热固性树脂基体构成。
进一步的,所述表面耐冲击层中的多维织物为二维纤维织物结构或三维织物结构。
进一步的,所述二维纤维织物结构为平纹或斜纹,所述三维织物结构为三维四向、三维五向、三维六向或三维七向。
进一步的,所述表面耐冲击层的纤维材料包括主体纤维和辅助纤维,主体纤维为碳纤维,辅助纤维为芳纶纤维或UHMWPE纤维,碳纤维为T300、T700、T800或T1000,主体纤维和辅助纤维的比例为2:1-10:1。
进一步的,所述表面耐冲击层中树脂基体为泡沫结构热塑性树脂基体,泡沫的孔隙率占基体总体积的20%-40%,热塑性树脂为聚乙烯、聚丙烯、聚氯乙烯、聚氨酯、聚醚酮、聚醚醚酮或聚苯硫醚,所用的发泡材料为空心玻璃微球,所述表面耐冲击层中树脂的含量为30%-50%。
进一步的,所述中间强度层中二维编织织物为平纹、斜纹或缎纹,所述中间强度层中的纤维包括主体纤维和辅助纤维,主体纤维为碳纤维,辅助纤维为芳纶纤维、UHMWPE纤维、氧化铝纤维、碳化硼纤维、氮化硼纤维、碳化硅纤维或氧化锆纤维,所述主体纤维与辅助纤维的比例为2:1-10:1。
进一步的,所述中间强度层中热塑性树脂基体的树脂为聚乙烯、聚丙烯、聚氯乙烯、聚氨酯、聚醚酮、聚醚醚酮或聚苯硫醚,所述中间强度层的树脂的含量为30%-50%。
进一步的,所述内部刚性结构层中二维织物为平纹、斜纹或缎纹,所述内部刚性结构层中高模量碳纤维为M40、M40J、M50、M50J、M60或M60J。
进一步的,所述内部刚性结构层的热固性树脂为不饱和聚酯树脂、酚醛树脂、环氧树脂或双马来酰亚胺树脂,所述热固性树脂的含量为30%-50%。
本发明具有以下有益效果:
本发明的高铁用碳纤维复合材料排障板,由外到内依次包括表面耐冲击层、中间强化层和内部刚性结构层,表面耐冲击层由热塑性泡沫树脂基体增强碳纤维混杂多维织物构成,中间强度层由碳纤维混杂二维编织织物增强热塑性树脂基体构成,内部刚性结构层由高模量碳纤维二维织物增强热固性树脂基体构成,通过不同层合结构的组合,自重轻,并且可有效防止列车高速运行过程中雪、沙、飞鸟、石块以及其他硬质物体的冲击或撞击,有效保证了高铁头车壳体不被损伤,提高了壳体的结构完整性和使用寿命。
附图说明
图1为本发明的高铁用碳纤维复合材料排障板的整体结构示意图,其中,1-表面耐冲击层,2-中间强化层,3-内部刚性结构层。
具体实施方式
为使本发明要解决的技术问题、技术方案和优点更加清楚,下面将结合附图及具体实施例进行详细描述。
本发明提供一种高铁用碳纤维复合材料排障板,如图1所示,由外到内依次包括表面耐冲击层1、中间强化层2和内部刚性结构层3,其中:
表面耐冲击层1由热塑性泡沫树脂基体增强碳纤维混杂多维织物构成,中间强度层2由碳纤维混杂二维编织织物增强热塑性树脂基体构成,内部刚性结构层3由高模量碳纤维二维织物增强热固性树脂基体构成。
本发明的高铁用碳纤维复合材料排障板,由外到内依次包括表面耐冲击层、中间强化层和内部刚性结构层,表面耐冲击层由热塑性泡沫树脂基体增强碳纤维混杂多维织物构成,中间强度层由碳纤维混杂二维编织织物增强热塑性树脂基体构成,内部刚性结构层由高模量碳纤维二维织物增强热固性树脂基体构成,通过不同层合结构的组合,自重轻,并且可有效防止列车高速运行过程中雪、沙、飞鸟、石块以及其他硬质物体的冲击或撞击,有效保证了高铁头车壳体不被损伤,提高了壳体的结构完整性和使用寿命。
下面结合具体实施例进行进一步说明本发明的特征和细节,但所列过程和数据并不意味着对本发明范围的限制。
实施例1:
本实施例中的排障板由外到内由表面耐冲击层、中间强度层和内部刚性结构层三部分构成,其中表面耐冲击层采用平纹预制体结构,预制体以T300碳纤维为主体纤维,芳纶纤维为辅助纤维,其中碳纤维与辅助纤维混杂比例为2:1,选用聚乙烯为泡沫基体树脂主体原料,以空心玻璃微球为发泡材料,最终泡沫孔隙占基体总体积的20%,表面耐冲击层的树脂含量为整个耐冲击层的30%;
中间强度层采用T700碳纤维为主体纤维,UHMWPE纤维为辅助纤维,主体纤维与辅助纤维比例在3:1,混杂纤维的二维织物选用斜纹结构,基体选用聚丙烯,中间强度层的树脂含量为30%;
内部刚性结构层采用M40高模量碳纤维的缎纹织物为增强结构,以不饱和聚酯树脂为基体,内部刚性层的树脂含量为50%。
实施例2:
本实施例中的排障板由外到内由表面耐冲击层、中间强度层和内部刚性结构层三部分构成,其中表面耐冲击层采用斜纹预制体结构,预制体以T800碳纤维为主体纤维,UHMWPE纤维为辅助纤维,其中碳纤维与辅助纤维混杂比例为4:1,选用聚氯乙烯为泡沫基体树脂主体原料,以空心玻璃微球为发泡材料,最终泡沫孔隙占基体总体积的30%,表面耐冲击层的树脂含量为整个耐冲击层的40%;
中间强度层采用T800碳纤维为主体纤维,氧化铝纤维为辅助纤维,主体纤维与辅助纤维比例在5:1,混杂纤维的二维织物选用缎纹结构,基体选用聚氨酯,中间强度层的树脂含量为45%;
内部刚性结构层采用M40J高模量碳纤维的缎纹织物为增强结构,以酚醛树脂为基体,内部刚性层的树脂含量为35%。
实施例3:
本实施例中的排障板由外到内由表面耐冲击层、中间强度层和内部刚性结构层三部分构成,其中表面耐冲击层采用三维五向预制体结构,预制体以T1000碳纤维为主体纤维,芳纶纤维为辅助纤维,其中碳纤维与辅助纤维混杂比例为6:1,选用聚苯硫醚为泡沫基体树脂主体原料,以空心玻璃微球为发泡材料,最终泡沫孔隙占基体总体积的30%,表面耐冲击层的树脂含量为整个耐冲击层的40%;
中间强度层采用T1000碳纤维为主体纤维,氮化硼纤维为辅助纤维,主体纤维与辅助纤维比例在5:1,混杂纤维的二维织物选用斜纹结构,基体选用聚醚酮,中间强度层的树脂含量为50%;
内部刚性结构层采用M50J高模量碳纤维的平纹织物为增强结构,以环氧树脂为基体,内部刚性层的树脂含量为50%。
实施例4:
本实施例中的排障板由外到内由表面耐冲击层、中间强度层和内部刚性结构层三部分构成,其中表面耐冲击层采用三维七向预制体结构,预制体以T1000碳纤维为主体纤维,UHMWPE纤维为辅助纤维,其中碳纤维与辅助纤维混杂比例为10:1,选用聚醚醚酮为泡沫基体树脂主体原料,以空心玻璃微球为发泡材料,最终泡沫孔隙占基体总体积的40%,表面耐冲击层的树脂含量为整个耐冲击层的37%;
中间强度层采用T300碳纤维为主体纤维,氧化铝纤维为辅助纤维,主体纤维与辅助纤维比例在7:1,混杂纤维的二维织物选用平纹结构,基体选用聚苯硫醚,中间强度层的树脂含量为50%;
内部刚性结构层采用M60J高模量碳纤维的平纹织物为增强结构,以双马来酰亚胺树脂为基体,内部刚性层的树脂含量为50%。
在本发明中,排障板中各层结构的组成和配比不同,得到的高铁用碳纤维复合材料排障板的性能会有所不同,为更好地证明本发明的优点,现构建如下对比例1:
对比例1:
取与实施例4中排障板尺寸大小相同的铝合金叠层板状材料,同时配合圆管金属结构。
将实施例1-实施例4以及对比例1进行自重的对比,并进行防冲击性能检测,防冲击检测时,实施例1-4和对比例1均取长宽为800*400mm,厚度为25mm,采用相同的冲击力进行测试,结果见表1:
表1
检验项目 | 实施例1 | 实施例2 | 实施例3 | 实施例4 | 对比例1 |
自重,kN/m3 | 16.4 | 15.7 | 16.0 | 16.3 | 36.2 |
变形程度 | 无明显变形 | 无明显变形 | 无明显变形 | 无明显变形 | 损毁严重 |
由表1可知,本发明高铁用碳纤维复合材料排障板对比例1相比,其自重大约为对比例1自重的44%,自重明显降低,而防冲击能力却明显高于对比例1,显然,本发明在减轻自重的同时,可有效防止列车高速运行过程中硬质物体的冲击或撞击,可有效保证头车壳体不被损失,提高头车壳体的结构完整性和使用寿命。
以上所述是本发明的优选实施方式,应当指出,对于本技术领域的普通技术人员来说,在不脱离本发明所述原理的前提下,还可以作出若干改进和润饰,这些改进和润饰也应视为本发明的保护范围。
Claims (9)
1.一种高铁用碳纤维复合材料排障板,其特征在于,由外到内依次包括表面耐冲击层、中间强化层和内部刚性结构层,其中:
所述表面耐冲击层由热塑性泡沫树脂基体增强碳纤维混杂多维织物构成,所述中间强度层由碳纤维混杂二维编织织物增强热塑性树脂基体构成,所述内部刚性结构层由高模量碳纤维二维织物增强热固性树脂基体构成。
2.根据权利要求1所述的高铁用碳纤维复合材料排障板,其特征在于,所述表面耐冲击层中的多维织物为二维纤维织物结构或三维织物结构。
3.根据权利要求2所述的高铁用碳纤维复合材料排障板,其特征在于,所述二维纤维织物结构为平纹或斜纹,所述三维织物结构为三维四向、三维五向、三维六向或三维七向。
4.根据权利要求3所述的高铁用碳纤维复合材料排障板,其特征在于,所述表面耐冲击层的纤维材料包括主体纤维和辅助纤维,主体纤维为碳纤维,辅助纤维为芳纶纤维或UHMWPE纤维,碳纤维为T300、T700、T800或T1000,主体纤维和辅助纤维的比例为2:1-10:1。
5.根据权利要求4所述的高铁用碳纤维复合材料排障板,其特征在于,所述表面耐冲击层中树脂基体为泡沫结构热塑性树脂基体,泡沫的孔隙率占基体总体积的20%-40%,热塑性树脂为聚乙烯、聚丙烯、聚氯乙烯、聚氨酯、聚醚酮、聚醚醚酮或聚苯硫醚,所用的发泡材料为空心玻璃微球,所述表面耐冲击层中树脂的含量为30%-50%。
6.根据权利要求1所述的高铁用碳纤维复合材料排障板,其特征在于,所述中间强度层中二维编织织物为平纹、斜纹或缎纹,所述中间强度层中的纤维包括主体纤维和辅助纤维,主体纤维为碳纤维,辅助纤维为芳纶纤维、UHMWPE纤维、氧化铝纤维、碳化硼纤维、氮化硼纤维、碳化硅纤维或氧化锆纤维,所述主体纤维与辅助纤维的比例为2:1-10:1。
7.根据权利要求6所述的高铁用碳纤维复合材料排障板,其特征在于,所述中间强度层中热塑性树脂基体的树脂为聚乙烯、聚丙烯、聚氯乙烯、聚氨酯、聚醚酮、聚醚醚酮或聚苯硫醚,所述中间强度层的树脂的含量为30%-50%。
8.根据权利要求1-7任一所述的高铁用碳纤维复合材料排障板,其特征在于,所述内部刚性结构层中二维织物为平纹、斜纹或缎纹,所述内部刚性结构层中高模量碳纤维为M40、M40J、M50、M50J、M60或M60J。
9.根据权利要求8所述的高铁用碳纤维复合材料排障板,其特征在于,所述内部刚性结构层的热固性树脂为不饱和聚酯树脂、酚醛树脂、环氧树脂或双马来酰亚胺树脂,所述热固性树脂的含量为30%-50%。
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