WO2020177589A1 - 一种铝基复合材料轨道车辆 - Google Patents

一种铝基复合材料轨道车辆 Download PDF

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Publication number
WO2020177589A1
WO2020177589A1 PCT/CN2020/076740 CN2020076740W WO2020177589A1 WO 2020177589 A1 WO2020177589 A1 WO 2020177589A1 CN 2020076740 W CN2020076740 W CN 2020076740W WO 2020177589 A1 WO2020177589 A1 WO 2020177589A1
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Prior art keywords
profile
aluminum
side wall
underframe
based composite
Prior art date
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Ceased
Application number
PCT/CN2020/076740
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English (en)
French (fr)
Inventor
金希红
苏柯
岳译新
苏永章
李荣强
罗烈华
闵阳春
王宇兵
王翔
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CRRC Zhuzhou Locomotive Co Ltd
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CRRC Zhuzhou Locomotive Co Ltd
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Priority to PH1/2021/552085A priority Critical patent/PH12021552085A1/en
Priority to MX2021010763A priority patent/MX2021010763A/es
Publication of WO2020177589A1 publication Critical patent/WO2020177589A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D17/00—Construction details of vehicle bodies
    • B61D17/04—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance

Definitions

  • the invention relates to an aluminum-based composite material rail vehicle, which belongs to the technical field of rail transit vehicles.
  • Carbon fiber car body structure has been a hot field of car body lightweight research.
  • the application numbers of CN201520712628.4, CN201611093476.X, and CN201620863664.5 all relate to the structure of carbon fiber composite car body.
  • Carbon fiber itself has the characteristics of high specific strength, specific modulus, and good corrosion resistance. It is a lightweight material for car body One of the main sources.
  • carbon fiber is usually applied to the car body as a sandwich structure panel. A core material made of porous foam material is set between the panels. The panel and the sandwich core are generally connected by glue. The structure is subjected to bending loads or repeated vibrations. The connection surface is prone to shear peeling.
  • connection between the components of the sandwich structure usually adopts glue bonding, or a mixed form of glue, riveting or bolt connection, which is the weakest link of the vehicle body, and often does not have sufficient rigidity to resist excessive vibration.
  • glue bonding or a mixed form of glue, riveting or bolt connection
  • the use of large-scale integral molding technology can avoid this weakness.
  • the patent application number CN201611096406 integrates the roof and side walls, but the production cost has further increased sharply.
  • measures can be taken to adopt carbon fiber structure or composite sandwich structure of aluminum plate + sandwich layer in some local parts with lower strength requirements, and use bonding or bolt connection with the car body skeleton structure, such as application number
  • the patent application number EP1982827A2 adds a connection mechanism on both sides of the sandwich structure, that is, the sandwich structure and the connection mechanism are welded Way, the connecting mechanism and other structures of the car body are also welded.
  • the sandwich core and the panel of the sandwich structure are in a layered form, and are usually connected by glue.
  • the connecting surface of the two must be transferred and bear the complex load force, which has not completely solved the durability and reliability problems.
  • foamed aluminum is used more and more in the field of rail vehicles. Its main properties are: low density (0.2g/cm3 ⁇ 0.8g/cm3); high porosity; large load capacity; excellent sound absorption and sound insulation performance (thickness 30mm, 30dB ⁇ 50dB); no burning, good fire resistance; Corrosion resistance, long service life, good vibration reduction performance; compared with wood, vibration can be reduced by an order of magnitude; compared with aluminum honeycomb panel, the density is lower, and the tensile strength is increased by an order of magnitude.
  • foamed aluminum is mainly applied to vehicles as sandwich materials with sandwich structure (such as the structure shown in Figure 1 in the article "Application of Foamed Aluminum on Urban Rail Vehicles"), and the sandwich core and panel (carbon fiber, aluminum plate, etc.) are generally Adhesive connection is adopted, and it is in a layered form.
  • the complex load force must be transmitted and beared at the connecting surface of the two, which does not completely solve the durability and reliability problems.
  • nano-ceramic aluminum alloy also known as ceramic aluminum
  • the invention patent application number is CN201711114899.X, which is strengthened by Orowan nanoparticles. , Fine-grain strengthening, nano-reinforcement toughening and dispersion strengthening of nano-precipitated phases, damping effect, and the refinement and modification effects of rare earths themselves, breaking the relationship of strong plasticity inversion, and obtaining strong plasticity, impact resistance and fatigue resistance Flexible and extrudable aluminum-based composite material.
  • the invention patent with the application number CN201810321256.0 discloses a method for achieving dispersion of nanoparticles by stirring with a stirring head of friction stir welding, which provides a better method for the connection between aluminum-based composite material components.
  • the new material obtained maintains the good performance of the original matrix, has high strength and high plasticity, and also has high specific stiffness and specific modulus. Further lightening brings hope. However, further lightening of the car body often results in thinner profile ribs and reduced density. If traditional arc welding is used in a large area, it will bring great difficulties to the welding deformation control of the car body manufacturing process.
  • the present invention aims to provide an aluminum-based composite material rail vehicle, the problems to be solved include:
  • foamed aluminum in rail vehicles is mainly used as the sandwich material of the sandwich structure, and it is in a layered form with the panel. It has to transmit and bear various complex load forces at the connection surface of the sandwich and the panel, which has durability and Reliability issues, under the harsh operating environment of rail trains, it is difficult to meet the service life requirements of 30 years or more.
  • An aluminum-based composite material rail vehicle including a car body, which is mainly composed of a circular arc roof profile, an air-conditioning panel profile, a side wall panel profile, an underframe floor profile, and two left and right longitudinally extending roof side beams ,
  • the air conditioning panel profile is mainly formed by welding and connecting a longitudinally extending air conditioning panel middle profile and two left and right longitudinally extending air conditioning panel connecting profiles, and the left and right ends of the air conditioning panel profile are respectively welded and connected to the corresponding roof side beams;
  • the side wall panel profile is mainly formed by welding and connecting the longitudinally extending side wall middle profile and the upper and lower two longitudinally extending side wall connecting profiles.
  • the upper end of the side wall profile is welded and connected to the corresponding roof side beam.
  • the lower end of the side wall profile is welded and connected to the corresponding underframe side beam;
  • the underframe floor profile is mainly formed by welding and connecting the longitudinally extending middle profile of the underframe floor and the left and right two longitudinally extending underframe floor connecting profiles.
  • the left and right ends of the underframe floor profile are respectively welded and connected with the corresponding underframe side beams;
  • the air conditioning panel middle profile and/or the side wall panel middle profile and/or the underframe floor middle profile are nano-cer
  • the present invention can be further optimized.
  • the following is the technical solution formed after optimization:
  • the end ribs of the air-conditioning panel intermediate profile and the end ribs of the air-conditioning panel connection profile are connected by friction stir welding; the end ribs of the air-conditioning panel profile and The roof side rails are connected by arc welding.
  • the end ribs of the middle profile of the side wall panel and the end ribs of the side wall panel connection profile are connected by friction stir welding; the end ribs of the side wall panel profile It is connected to the roof side beam by arc welding.
  • the end ribs of the middle profile of the underframe floor and the end ribs of the underframe floor connecting profile are connected by friction stir welding; the end ribs of the underframe floor profile and the bottom
  • the side beams are connected by arc welding.
  • the air conditioning panel middle profile and/or air conditioning panel connection profile and/or side wall panel middle profile and/or side wall panel connection profile and/or underframe floor middle profile and/or underframe floor connection profile have a profile cavity; Preferably, the cavity of the profile is filled with foamed aluminum.
  • the common fillers in underframe floor profiles are materials such as melamine sound insulation wool and fireproof rock wool.
  • these materials will gradually absorb moisture in the air, causing the vehicle The weight will become heavier and the sound insulation effect will be weakened.
  • the vibration during the operation of the vehicle will cause some materials to break and lose the sound insulation effect. Therefore, the inner wall of the profile cavity of the present invention is provided with a fixing plate for fixing with the foam aluminum, or the foam aluminum is filled into the profile cavity to form a brazing layer to fix the profile.
  • the air conditioning panel connection profile has an overlap portion extending to the roof side rail and overlapping with the roof side rail; and / Or the side wall panel connection profile has an overlap portion extending to the roof side beam and overlapped with the roof side beam; and/or the underframe floor connection profile has an extension to the underframe side beam And overlap with the side beam of the underframe.
  • the roof side rail has an overlap portion extending to the air conditioning panel connection profile and overlaps with the air conditioning panel connection profile; and/or the roof side rail has an extension extending toward the side wall panel connection profile And overlap with the side wall panel connection profile; and/or the underframe side beam has an overlap part extending to the underframe floor connection profile and overlapped with the underframe floor connection profile.
  • the material of the air-conditioning panel connection profile and/or the side wall panel connection profile is 6005A aluminum alloy.
  • the lower part of the vehicle body is equipped with an equipment suspension beam, which is made of nano-ceramic aluminum alloy profiles; preferably, the equipment suspension beam is detachably fixed to the vehicle body by fasteners.
  • a longitudinally arranged and downwardly extending skirt board is connected to the bottom of the car body, and the skirt board is used to shield the wheel and rail noise generated by the bogie; preferably, the top of the skirt board is detachable by fasteners
  • the skirt board is made of a large hollow section profile extruded by nano-ceramic aluminum alloy, more preferably made of nano-TiB 2 particle ceramic reinforced aluminum alloy, and most preferably an in-situ generated It is made of 6 series aluminum alloy reinforced by nano TiB 2 particles.
  • the long body of the car body adopts the composite structure of nano-ceramic aluminum alloy extruded profiles and traditional aluminum alloy profiles, and uses the high strength, high rigidity, high damping, and high temperature resistance of the new nano-ceramic aluminum alloy materials to maintain the current
  • a new type of car body is developed to solve the problem of further lightening the car body and improving the sound insulation and vibration reduction performance.
  • a composite structure of nano-ceramic aluminum alloy profile + foamed aluminum is set to solve the problem of excessive noise on both sides of the track.
  • the car body is a fully welded structure with an overall load bearing.
  • the middle part of the car body's large long plate is made of nano-ceramic aluminum alloy extruded profiles, and both sides are provided with connecting members made of traditional aluminum alloy profiles.
  • connection members of the nano-ceramic aluminum alloy profile in the middle of the large long plate and the traditional aluminum alloy profile on both sides are connected by friction stir welding, which reduces the welding deformation of the lightweight structure while ensuring sufficient strength.
  • the connection method between the long plate and the car body frame remains unchanged, that is, arc welding is used.
  • the middle section of the long plate adopts nano-ceramic particles to strengthen the aluminum alloy, and preferably adopts the in-situ generation of nano-TiB 2 particles to strengthen the 6005A aluminum alloy extruded section.
  • Nano-ceramic aluminum alloy extruded profiles can be lightweight by reducing the distribution density and thickness of the profile cross-section ribs; and the thickness of the ribs inside the profile is reduced, which can increase the sound insulation of the profile.
  • the aluminum-based composite vehicle of the present invention has the following effects or characteristics:
  • Nano-ceramic aluminum alloy has low density, high specific strength and specific rigidity. Based on the current traditional aluminum alloy car body, the self-weight of aluminum alloy profiles for aluminum-based composite vehicles can be reduced by more than 10%; foam aluminum density is aluminum honeycomb About 75% of the density. Using foamed aluminum instead of the traditional aluminum honeycomb floor laid on the floor and the damping slurry used for noise reduction on the underside of the floor can reduce the weight of the vehicle by more than 300kg.
  • the noise outside the vehicle is 2-20dB lower than that of the traditional vehicle, which is suitable for traveling inside the city. Avoid setting up special sound insulation devices on both sides of the track in the non-tunnel section of the city, greatly reducing social costs.
  • Nano-ceramic aluminum alloy and traditional aluminum alloy are connected by friction stir welding, which has the advantages of good sealing and reliability of the fully welded car body structure; at the same time, the connection method between the major parts of the car body remains unchanged, making full use of the existing Tooling equipment, manufacturing risk and low cost, can quickly realize the engineering application of nano-ceramic aluminum alloy new materials.
  • the nano-ceramic aluminum alloy profile itself has independent load-bearing capacity.
  • the foamed aluminum filler mainly exerts its sound absorption and vibration reduction function.
  • the welding interface of the two has good connection reliability, low structural risk, and completely avoids the use of glue.
  • Figure 1 is a schematic structural diagram (cross-sectional view) of an embodiment of the present invention.
  • Figure 2 is a schematic diagram of the area of the undercarriage bogie of the present invention.
  • FIG. 3 is a schematic diagram of the connection structure between the air conditioner floor profile and the roof side beam of the present invention.
  • FIG. 4 is a schematic diagram of the connection structure between the side wall panel profile and the roof side beam of the present invention.
  • Figure 5 is a schematic diagram of the connection structure between the underframe floor profile and the underframe side beam of the present invention.
  • Figure 6 is a schematic diagram of the composite structure of the skirt board of the present invention.
  • Figure 7 is a schematic diagram of the composite structure of the suspension beam of the equipment of the present invention.
  • Figure 8 is a schematic diagram of the foamed aluminum filling of the present invention.
  • 1-car body 11-arc roof profile, 12-air conditioning panel profile, 121-air conditioning panel middle profile, 122-air conditioning panel connection profile, 13-car roof side beam, 14-side wall panel profile, 141-side Wall panel middle profile, 142-side wall panel connection profile, 15-underframe side beam, 16-underframe floor profile, 161-underframe floor middle profile, 162-underframe floor connection profile, 2-equipment suspension beam, 3 -Skirt, 4-air conditioning unit, 5-undercar equipment, 6-bogie, 7-foam aluminum, 8-brazed layer, 121a, 122a, 141a, 142a, 161a, 162a- friction stir welding with end ribs Plate, 122b, 142b, 162b- arc welding joint end ribs, 121c, 122c, 141c, 142c, 161c, 162c- profile ribs, 121p, 141p, 161p- profile cavity.
  • An aluminum-based composite rail vehicle as shown in the cross-sectional view of the vehicle structure in Fig. 1 and the schematic diagram of the underframe bogie area in Fig. 2, at least includes a car body 1, an air conditioning unit 4, and a bogie 6.
  • the car body 1 is mainly composed of arc roof profile 11, air conditioning panel profile 12, side wall panel profile 14, underframe floor profile 16 and other large and long board profile structures, as well as the longitudinal roof side beam 13, bottom A box structure composed of main load-bearing beams such as side beams 15.
  • An equipment suspension beam 2 is provided at the bottom of the vehicle body 1 for suspending equipment 5 under the vehicle. Further, in order to reduce noise, skirt boards 3 are provided on both sides of the bottom of the vehicle body.
  • Air conditioning panel profile 12, side wall panel profile 14, underframe floor profile 16 and other long panel profiles are necessary components for the overall load of the car body, and also have the ability to isolate the noise and vibration from external air conditioning unit 4, undercarriage 5 and other equipment A function is transferred from outside the car to B inside the car.
  • the equipment suspension beam 2 is mainly used for the installation of important under-vehicle equipment 5, including suspension equipment derived from a vibration source, such as a rotating electric machine.
  • the skirt board 3 is mainly used to shield and absorb the wheel and rail noise generated by the bogie 6 during the operation of the vehicle and the noise generated by other equipment from the vehicle down to the outside A, or from outside A through the door windows and side wall panels.
  • the profile 14 and other parts are introduced into the car interior B.
  • the middle profile of these long plate profile structures, as well as the equipment suspension beam 2, and skirt plate 3 are all made of nano-ceramic aluminum alloy profiles with high damping performance, and the high specific strength of nano-ceramic aluminum alloy , High specific stiffness further reduces weight.
  • the middle profile of the long plate profile structure and the equipment suspension beam 2, the skirt 3 is a large hollow section profile extruded from nano-ceramic aluminum alloy, preferably nano-TiB2 particle reinforced aluminum alloy, and preferably the in-situ nano TiB2 particles strengthen the 6XXX series aluminum alloy.
  • the aluminum-based composite material is reinforced by in-situ nano-particles.
  • the surface of the reinforcement is free of pollution, no interface reactions, and bonding High strength, so it has high specific strength, specific modulus, excellent fatigue resistance, good heat resistance, corrosion resistance, etc., and can be directly synthesized by the melt reaction method, and the cost is greatly reduced.
  • the material properties of the nano-TiB2 particle reinforced 6005A aluminum alloy used in car body profiles can be controlled by adjusting the composition content of TiB2 from 1% to 20%. Its chemical composition and welding performance are similar to those commonly used in car body 6005A, which can reduce car body processing and manufacturing. Use risk, and reasonably design its strength and rigidity performance to make it suitable for the lightweight requirements of rail car bodies.
  • the yield strength of the 6005A aluminum alloy reinforced with nano-TiB2 particles used in the car body profile should be 250-400MPa, and the elastic modulus E should be 70-90GPa.
  • the strength of the nano-ceramic aluminum alloy is higher than that of the traditional aluminum alloy by 215MPa.
  • the profile ribs of the arc roof profile 11, the air conditioning panel profile 12, the side wall profile 14 and the underframe floor profile 16 Compared with the traditional aluminum alloy profile ribs 122c, 142c, 162c, the plates 121c, 141c, 161c can be appropriately thinned and the distribution density is reduced, and the structure of the profile ribs can be further optimized into a rectangular shape, which is convenient for subsequent filling of the foam aluminum 7 structure ;
  • the suspension beam 2 and the skirt 3 profiles of the equipment also reduce the weight by reducing the thickness of the ribs.
  • the self-weight of the aluminum alloy profiles for aluminum-based composite vehicles can be reduced by more than 10%.
  • the optimization objects of the present invention mainly include two types: one is the arc car Top profile 11, air conditioning panel profile 12, side wall panel profile 14, underframe floor profile 16, and other large long plate profiles.
  • These long plate profiles can be welded by friction stir welding (abbreviated as FSW), as an advanced solid-phase welding method, FSW has low heat input, high welding joint strength, and small welding deformation. It is an important means to solve the problem of welding deformation of lightweight car body. The way to splice several profiles into a flat state Good overall components.
  • the other type is the equipment suspension beam 2, skirt plate 3 and other vehicle accessories, which are mainly fixed to the car body by bolts and other fasteners, and there is no need to consider welding deformation during assembly welding of the whole vehicle.
  • FIG 3 is a schematic diagram of the connection structure between the air-conditioning floor profile and the roof side beam.
  • the air conditioning panel profile 12 is formed by joining the friction stir welding end ribs 121a of the air conditioning panel intermediate profile 121 and the friction stir welding end ribs 122a of the air conditioning panel connecting profile 122 through FSW.
  • the air-conditioning panel profile 12 is connected by arc welding to the end rib 122b and the roof side rail 13 by arc welding.
  • the material of the middle section 121 of the air-conditioning board is nano-ceramic aluminum alloy
  • the material of the connecting section 122 of the air-conditioning board is traditional 6005A aluminum alloy
  • the section rib 121c of the middle section 121 of the air-conditioning board can be 1.5mm thick
  • the connecting section 122 of the air-conditioning board 122c is generally 2mm thick.
  • foamed aluminum 7 can be filled in the profile cavity 121p.
  • FIG 4 is a schematic diagram of the connection structure between the side wall profile and the roof side beam.
  • the side wall panel profile 14 has a similar connection structure to the side beam 15 of the underframe.
  • the side wall panel profile 14 is formed by joining the friction stir welding end ribs 141a of the side wall panel middle profile 141 and the side wall connecting profile 142 through the FSW splicing.
  • the side wall profile 14 is connected by arc welding to the end rib 142b and the roof side rail 13 by arc welding.
  • the middle profile 141 of the side wall panel is made of nano-ceramic aluminum alloy, and the connection profile 142 of the side wall panel is made of traditional 6005A aluminum alloy.
  • the profile rib 141c of the middle profile 141 of the side wall panel can be 1.5mm thick, and the side wall panel connection profile
  • the 142 profile rib 142c is generally 2mm thick.
  • foamed aluminum 7 can be filled in the profile cavity 141p.
  • FIG. 5 is a schematic diagram of the connection structure between the underframe floor profile and the underframe side beam.
  • the underframe floor profile 16 is formed by joining the friction stir welding end ribs 161a of the underframe floor intermediate profile 161 and the friction stir welding end ribs 162a of the underframe floor connecting profile 162 through FSW splicing.
  • the underframe floor profile 16 is connected by arc welding to the end rib 162b and the underframe side beam 15 by arc welding.
  • the middle profile 161 of the underframe floor is made of nano-ceramic aluminum alloy, and the connection profile 162 of the underframe floor is made of traditional 6005A aluminum alloy.
  • the profile rib 161c of the middle profile 161 of the underframe floor can be 1.5mm thick, and the connection profile for the underframe floor
  • the 162 profile rib 162c is generally 2mm thick.
  • foam aluminum 7 can be filled in the profile cavity 161p.
  • the air-conditioning panel connection profile 122 has an overlap portion extending toward the roof side rail 13 and overlapping with the roof side rail 13.
  • the side wall panel connection profile 142 has an overlap portion extending to the roof side rail 13 and overlapped with the roof side rail 13.
  • the underframe floor connecting profile 162 has an overlap portion extending to the underframe side beam 15 and overlapped with the underframe side beam 15.
  • the roof side rail 13 has an overlap portion that extends to the air conditioning panel connection profile 122 and overlaps the air conditioning panel connection profile 122.
  • the roof side rail 13 has an overlap portion extending to the side wall panel connection profile 142 and overlapped with the side wall panel connection profile 142.
  • the underframe side beam 15 has an overlap portion extending to the underframe floor connecting profile 162 and overlapping with the underframe floor connecting profile 162.
  • Figure 6 is a schematic diagram of the composite structure of the skirt.
  • the apron 3 profile is filled with high-damping foam aluminum 7, which can improve the absorption rate of noise under the car.
  • the thickness of the apron is set to be about 30mm, and the noise outside the car can be reduced by no less than 20dB, which greatly improves the environmental conditions around the route.
  • Figure 7 is a schematic diagram of the composite structure of the equipment suspension beam.
  • the profile of the equipment suspension beam 2 is filled with high-damping foamed aluminum 7, which can greatly attenuate the transmission of vibration of the under-car equipment 5 to the car body 1 and improve the comfort performance of the vehicle.
  • Figure 8 is a schematic diagram of aluminum foam brazing.
  • the vehicle body profiles, especially the profile cavities 121p, 141p, 161p of the long plate profile, and the equipment suspension beam 2, skirt 3 profile cavities can be filled with closed-cell foamed aluminum 7.
  • the foamed aluminum 7 can be fixed in the profile cavity by mechanical means such as adding a fixing plate to prevent relative sliding. It can also be used to fill the foamed aluminum 7 into the profile cavity and heat the profile as a whole to form the foamed aluminum 7 and the profile.
  • the brazing layer 8 is fixed.
  • the specific preparation process is as follows:

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  • Life Sciences & Earth Sciences (AREA)
  • Wood Science & Technology (AREA)
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Abstract

一种铝基复合材料轨道车辆包括车体（1），该车体（1）为主要由圆弧车顶型材（11）、空调板型材（12）、侧墙板型材（14）、底架地板型材（16）、以及左右两根车顶边梁（13）、左右两根底架边梁（15）连接形成的箱体结构；所述空调板型材（12）主要由空调板中间型材和左右两块空调板连接型材焊接相连而成，所述侧墙板型材（14）主要由侧墙板中间型材和上下两块侧墙板连接型材焊接相连而成，所述底架地板型材（16）主要由底架地板中间型材和左右两块底架地板连接型材焊接相连而成；所述空调板中间型材和／或侧墙板中间型材和／或底架地板中间型材为纳米陶瓷铝合金型材。所述铝基复合材料轨道车辆可以实现车体的进一步轻量化。

Description

一种铝基复合材料轨道车辆 技术领域
本发明涉及一种铝基复合材料轨道车辆，属于轨道交通车辆技术领域。
背景技术
随着现代科学技术的发展，轨道列车车辆对轻量化、振动隔声等性能要求变得更加苛刻，尤其是在城市内部非隧道区段，对车辆轮轨噪声的要求更高。在轨道列车车体钢结构领域，各研究单位及制造厂家一直在不断尝试运用新材料来提高性能指标。
近年来，碳纤维车体结构是车体轻量化研究的热门领域。申请号为CN201520712628.4，CN201611093476.X，CN201620863664.5的专利均涉及碳纤维复合材料车体结构，碳纤维本身具有高比强度、比模量、耐腐蚀性能好等特点，是车体轻量化材料的一个主要来源之一。但碳纤维通常是作为夹层结构的面板应用在车体上，在面板之间设置了多孔泡沫材质制作的芯材，面板与夹芯一般采用胶粘方式连接，该结构在承受弯曲载荷或反复振动后连接表面易发生剪切剥离现象。采用夹层结构的构件之间的连接通常采用胶粘接，或者粘胶、铆接或螺栓连接等混合形式，是整车车体最薄弱环节，往往没有足够的刚度抵抗过度的振动。采用大型的整体成型技术可避免这一弱点，如申请号为CN201611096406发明专利将车顶与侧墙集成在一起，但是生产成本进一步急剧上升。为了降低成本以及生产难度，可采取的措施在一些强度要求较低的局部部位采用碳纤维结构或铝板+夹芯层的复合材料夹层结构，与车体骨架结构采用粘接或螺栓连接，如申请号为CN201420755293的实用新型专 利方案，但是这种结构的连接部位仍然是薄弱点。为了进一步降低车体主结构之间的粘胶剂的使用量，提高结构的耐久可靠性，申请号为EP1982827A2的专利在夹层结构两侧增加了连接机构，即夹层结构与连接机构之间采用焊接方式，连接机构与车体其它结构也采用焊接方式。但是该夹层结构的夹芯和面板是分层形式，通常采用胶粘方式连接，在两者连接面处要传递并承受复杂载荷力，没有彻底解决耐久性和可靠性问题。
此外，泡沫铝由于其具有质量轻、强度高、防火、隔声、吸声、降噪、隔热等功能，在轨道车辆领域的使用也越来越多。其主要性能有：密度低(0.2g/cm3～0.8g/cm3)；空隙率高；载荷能力大；吸声与隔声性能优良(厚30mm，30dB～50dB)；不燃烧，防火性能好；耐腐蚀，使用寿命长，减振性能好；与木板相比，振动可以减少一个数量级；与铝蜂窝板相比，密度更低，且抗拉强度提高一个数量级。但目前泡沫铝主要是以夹层结构的夹芯材料应用到车辆中(如《泡沫铝在城市轨道车辆上的应用》一文中图1所示结构)，夹芯与面板(碳纤维、铝板等)一般采用胶粘方式连接，且呈分层形式，在两者连接面处要传递并承受复杂载荷力，没有彻底解决耐久性和可靠性问题。
近年来，原位纳米陶瓷颗粒增强铝基复合材料(即纳米陶瓷铝合金，也称陶铝)的制备技术取得了突破性发展，申请号为CN201711114899.X的发明专利，通过纳米颗粒的Orowan强化、细晶强化、纳米增强体增韧和纳米析出相的弥散强化、阻尼效应以及稀土本身的细化和变质效应的作用，打破强塑性倒置的关系，获得了强塑性、抗冲击性和抗疲劳性且可挤压成型的铝基复合材料。申请号为CN201810321256.0的发明专利公开了一种通过搅拌摩擦焊的搅拌头进行搅拌实现纳米颗粒弥散分布的方法，为铝基复合材料构件之间 的连接提供了更优的方法。综上所述，通过在铝合金中增加纳米陶瓷颗粒，获得的新材料在保持了原基体的良好性能，具备高强度高塑性的同时，还具有高的比刚度和比模量，给车体进一步轻量化带来希望。但是车体的进一步轻量化往往会导致型材筋板变薄，密度变小，如果大面积采用传统的电弧焊，将会给车体制造过程的焊接变形控制带来巨大困难。
如何将高性能的纳米陶瓷铝合金以及泡沫铝等铝基材料应用到车体中，以取代某些部位的碳纤维结构，提高结构件内部以及部件间连接界面的强度和耐久性和可靠性，同时增强车体轻量化效果，提高车辆的减振降噪性能，是本发明将要解决的问题。
发明内容
本发明旨在提供一种铝基复合材料轨道车辆，其要解决的问题包括：
1)传统铝合金车体由于材料自身强度限制，进一步轻量化困难。
2)通过采用高性能的纳米陶瓷铝合金材料实现进一步轻量化后，采用传统的电弧焊方式将导致焊接变形难以控制。
3)车体大面积尤其是大部件采用搅拌摩擦焊工艺暂时还不成熟，且将导致现有车体制造的工装设备不能有效利用，生产的周期、成本和风险大增。
4)泡沫铝在轨道车辆的应用主要是作为夹层结构的夹芯材料，且与面板呈分层形式，在夹芯和面板的连接面处要传递并承受各种复杂载荷力，存在耐久性和可靠性问题，在轨道列车苛刻的运行环境下，难以满足30年及以上的使用寿命要求。
为了实现上述目的，本发明所采用的技术方案是：
一种铝基复合材料轨道车辆，包括车体，该车体为主要由圆弧车顶型材、 空调板型材、侧墙板型材、底架地板型材、以及左右两根纵向延伸的车顶边梁、左右两根纵向延伸的底架边梁连接形成的箱体结构；其结构特点是：
所述空调板型材主要由纵向延伸的空调板中间型材和左右两块纵向延伸的空调板连接型材焊接相连而成，该空调板型材的左右两端分别与相应的车顶边梁焊接相连；所述侧墙板型材主要由纵向延伸的侧墙板中间型材和上下两块纵向延伸的侧墙板连接型材焊接相连而成，该侧墙板型材的上端与相应的车顶边梁焊接相连，该侧墙板型材的下端与相应的底架边梁焊接相连；所述底架地板型材主要由纵向延伸的底架地板中间型材和左右两块纵向延伸的底架地板连接型材焊接相连而成，该底架地板型材的左右两端分别与相应的底架边梁焊接相连；所述空调板中间型材和/或侧墙板中间型材和/或底架地板中间型材为纳米陶瓷铝合金型材。
由此，通过空调板型材、侧墙板型材、底架地板型材、以及车顶边梁、底架边梁相连，同时选用纳米陶瓷铝合金型材，在现有车体制造的工装设备有效利用的前提下，进一步实现了轻量化的目的，从而提高了车辆的耐久性和可靠性。
根据本发明的实施例，还可以对本发明作进一步的优化，以下为优化后形成的技术方案：
根据本发明的实施例，优选所述空调板中间型材的端部筋板与所述空调板连接型材的端部筋板之间通过搅拌摩擦焊接相连；所述空调板型材的端部筋板和车顶边梁通过电弧焊连接。
根据本发明的实施例，优选所述侧墙板中间型材的端部筋板和侧墙板连接型材的端部筋板之间通过搅拌摩擦焊接相连；所述侧墙板型材的端部筋板 和车顶边梁通过电弧焊连接。
根据本发明的实施例，优选所述底架地板中间型材的端部筋板和底架地板连接型材的端部筋板通过搅拌摩擦焊接相连；所述底架地板型材的端部筋板和底架边梁通过电弧焊连接。
所述空调板中间型材和/或空调板连接型材和/或侧墙板中间型材和/或侧墙板连接型材和/或底架地板中间型材和/或底架地板连接型材具有型材空腔；优选所述型材空腔内填充有泡沫铝。
目前底架地板型材中的常见填充物是三聚氰胺隔音棉、防火岩棉等材料，在车辆使用寿命周期内，如果型材局部有间隙或没密封住，这些材料会逐步吸收空气中的水分，导致车辆重量会变重，隔音效果减弱。且车辆运行过程中的振动会造成部分材料碎裂，失去隔音效果。由此，本发明的所述型材空腔内壁具有用于与泡沫铝固定的固定板，或泡沫铝填充到型材空腔中与型材形成钎焊层固定。
为了实现更好地连接，提高车体的整体承载能力和耐久性、可靠性，所述空调板连接型材具有向所述车顶边梁延伸并与车顶边梁搭接的搭接部；和/或所述侧墙板连接型材具有向所述车顶边梁延伸并与车顶边梁搭接的搭接部；和/或所述底架地板连接型材具有向所述底架边梁延伸并与底架边梁搭接的搭接部。同样地，所述车顶边梁具有向所述空调板连接型材延伸并与空调板连接型材搭接的搭接部；和/或所述车顶边梁具有向所述侧墙板连接型材延伸并与侧墙板连接型材搭接的搭接部；和/或所述底架边梁具有向所述底架地板连接型材延伸并与底架地板连接型材搭接的搭接部。
优选所述空调板连接型材和/或侧墙板连接型材材质为6005A铝合金。
优选地，所述车体下部装有设备悬挂梁，该设备悬挂梁采用纳米陶瓷铝合金型材制成；优选所述设备悬挂梁通过紧固件可拆卸地固定在车体上。
目前国内地铁车辆车下两侧基本没有设置用于隔声的裙板，在城市非隧道区段的轨道两旁需设置专门的隔声装置，工程量大，成本高。因此，本发明在所述车体的底部连接有纵向布置且向下方延伸的裙板，该裙板用于遮蔽转向架产生的轮轨噪音；优选所述裙板的顶端通过紧固件可拆卸地固定在车体上；优选所述裙板采用纳米陶瓷铝合金挤压而成的大型中空截面型材制成，更优选为纳米TiB 2颗粒陶瓷增强铝合金制成，最优选采用原位生成的纳米TiB 2颗粒陶瓷增强的6系铝合金制成。采用隔声裙板后，车外噪声比传统车辆低了2-20dB。
由此，车体大长板采用纳米陶瓷铝合金挤压型材和传统铝合金型材复合结构，利用纳米陶瓷铝合金新材料的高强度、高刚度、高阻尼、耐高温等优越性能，在保持现有制造工装设备不变的前提下，开发一种新型车体，解决车体进一步轻量化以及提高隔声减振性能的问题。同时设置纳米陶瓷铝合金型材+泡沫铝的复合结构，解决轨道两侧噪声过大的问题。
本发明的铝基复合材料车辆结构有以下特点：
1)车体为整体承载的全焊接结构，车体大长板中部为纳米陶瓷铝合金挤压型材，两侧设置材质为传统铝合金型材的连接构件。
2)大长板中部型材纳米陶瓷铝合金型材和两侧传统铝合金型材的连接构件采用搅拌摩擦焊方式连接，减少轻量化结构的焊接变形，同时保证足够强度。大长板与车体骨架之间的连接方式保持不变，即采用电弧焊。
2)大长板中部型材采用纳米陶瓷颗粒强化铝合金，优选采用原位生成纳 米TiB 2颗粒强化6005A铝合金挤压型材。
4)纳米陶瓷铝合金挤压型材通过减少型材断面筋板分布密度和板厚实现轻量化；且型材内部筋板的壁厚减薄，可增加型材的隔声量。
5)在空调地板、底架地板、车体两侧底架边梁下方的裙板、车下设备悬挂梁等纳米陶瓷铝合金型材中填充泡沫铝材料，并通过钎焊方式连接，防止运行过程泡沫铝摩擦型材内壁。
通过对轨道车辆结构的创新设计，基于纳米陶瓷铝合金和泡沫铝材料的优点，本发明铝基复合材料车辆具有以下效果或特点：
1)纳米陶瓷铝合金密度较小，比强度、比刚度高，在目前传统铝合金车体基础上，铝基复合材料车辆用的铝合金型材自重可减少10％以上；泡沫铝密度是铝蜂窝密度的75％左右。用泡沫铝替代传统铺设在地板上方的铝蜂窝地板以及地板下表面降噪用的阻尼浆，可使车辆再减重300kg以上。
2)纳米陶瓷铝合金的阻尼性能是传统铝合金的10倍，车辆减振降噪性能将得到大幅提高，车内乘客将会感觉更加舒适和安全；
3)采用隔声裙板后，车外噪声比传统车辆低2-20dB，适合在城市内部穿行。避免在城市非隧道区段的轨道两旁设置专门的隔声装置，极大降低社会成本。
4)纳米陶瓷铝合金和传统铝合金采用搅拌摩擦焊方式连接，具有全焊接车体结构良好的密封性、可靠性等优点；同时车体大部件间的连接方式保持不变，充分利用现有工装设备，制造风险和成本低，可使纳米陶瓷铝合金新材料快速实现工程化应用。
5)纳米陶瓷铝合金型材自身具有独立的承载能力，泡沫铝填充物主要是 发挥其吸声减振功能，两者的焊接界面连接可靠性好，结构风险小，完全避免了胶的使用。
附图说明
图1是本发明一个实施例的结构原理图(断面图)；
图2是本发明底架转向架区域示意图；
图3是本发明空调底板型材与车顶边梁连接结构示意图；
图4是本发明侧墙板型材与车顶边梁连接结构示意图；
图5是本发明底架地板型材与底架边梁连接结构示意图；
图6是本发明裙板复合结构示意图；
图7是本发明设备悬挂梁复合结构示意图；
图8是本发明泡沫铝填充示意图。
在图中
1-车体，11-圆弧车顶型材，12-空调板型材，121-空调板中间型材，122-空调板连接型材，13-车顶边梁，14-侧墙板型材，141-侧墙板中间型材，142-侧墙板连接型材，15-底架边梁，16-底架地板型材，161-底架地板中间型材，162-底架地板连接型材，2-设备悬挂梁，3-裙板，4-空调机组，5-车下设备，6-转向架，7-泡沫铝，8-钎焊层，121a,122a,141a,142a,161a,162a-搅拌摩擦焊结合端部筋板，122b,142b,162b-电弧焊结合端部筋板，121c,122c,141c,142c,161c,162c-型材筋板，121p,141p,161p-型材空腔。
具体实施方式
以下将参考附图并结合实施例来详细说明本发明。需要说明的是，在不冲 突的情况下，本发明中的实施例及实施例中的特征可以相互组合。为叙述方便，下文中如出现“上”、“下”、“左”、“右”字样，仅表示与附图本身的上、下、左、右方向一致，并不对结构起限定作用。
一种铝基复合材料轨道车辆，如图1车辆结构断面图和图2底架转向架区域示意图所示，至少包括车体1，空调机组4，转向架6等系统组成。
车体1主要由圆弧车顶型材11，空调板型材12，侧墙板型材14，底架地板型材16等大长板型材结构，以及车体纵向方向通长的车顶边梁13、底架边梁15等主要承力梁组成的箱体结构。
在车体1底部设有设备悬挂梁2，用于悬挂车下设备5。进一步地，为了降噪需要，在车体底部两侧均设置有裙板3。
空调板型材12，侧墙板型材14，底架地板型材16等大长板型材作为车体整体承载的必要部件，同时也具备隔离外部空调机组4，车下设备5等设备发出的噪声及振动从车外A传入车内B的功能。设备悬挂梁2主要用于重要的车下设备5的安装，包括有源自带振源，如旋转电机悬吊设备。裙板3主要用于遮挡吸收车辆运行过程中转向架6产生的轮轨噪声及其它设备产生的噪声从车下传到车外A，或者进而从车外A又通过车门车窗及侧墙板型材14等部位传入车内B。为了加强车辆的减振降噪性能，这些大长板型材结构的中间型材以及设备悬挂梁2，裙板3均采用高阻尼性能的纳米陶瓷铝合金型材，同时还利用纳米陶瓷铝合金高比强度、高比刚度进一步减重。
大长板型材结构的中间型材以及设备悬挂梁2，裙板3采用纳米陶瓷铝合金挤压而成的大型中空截面型材，最好为纳米TiB2颗粒强化铝合金，且优选采用原位生成的纳米TiB2颗粒强化6XXX系铝合金。通过原位生成的纳米颗粒增 强铝基复合材料，由于其纳米增强体颗粒是通过化学反应从铝基体中原位形核、长大的热力学稳定相，因此增强体表面无污染，无界面反应，结合强度高，因而其具有高的比强度、比模量，出色的抗疲劳能力，良好的耐热性、耐腐蚀性等，且可通过熔体反应法直接合成，成本大幅降低。
车体型材所用的纳米TiB2颗粒强化6005A铝合金的材料性能可通过调节TiB2的成分含量1％-20％来控制其化学成分、焊接性能与车体常用的6005A类似，可减少车体加工制造及使用风险，同时合理设计其强度、刚度性能，使其适用于轨道车体轻量化需求。具体来讲，车体型材所用的纳米TiB2颗粒强化6005A铝合金的屈服强度值宜为250-400MPa，弹性模量E宜为70-90GPa。
纳米陶瓷铝合金的强度高于传统铝合金215MPa，在车体强度要求不变的情况下，圆弧车顶型材11、空调板型材12、侧墙板型材14和底架地板型材16的型材筋板121c,141c,161c相对于传统铝合金的型材筋板122c,142c,162c可适当减薄，分布密度减少，且型材筋板的结构形式可进一步优化成矩形状，方便后续填充泡沫铝7结构；同时设备悬挂梁2，裙板3型材也通过减少筋板厚度进行减重，在目前传统铝合金车体基础上，铝基复合材料车辆用的铝合金型材自重可减少10％以上。
由于车辆进一步轻量化将给制造过程的焊接变形带来巨大影响，同时在保持现有整车组焊工装设备不变的情况下，本发明优化的对象主要包括两类：一类是圆弧车顶型材11，空调板型材12，侧墙板型材14，底架地板型材16的等大长板型材，这些大长板型材在车体整车大部件组焊前，可通过搅拌摩擦焊接(简称FSW)，FSW作为一种先进的固相焊接方法，其热输入量低，焊接接头强度高、焊接变形小，是解决轻量化车体焊接变形问题的重要手段方式 把若干型材拼接成平面度状态良好的整体构件。另一类是设备悬挂梁2，裙板3等车辆附属部件，主要通过螺栓等紧固件固定在车体上，不需考虑在整车组焊时的焊接变形问题。
图3是空调底板型材与车顶边梁连接结构示意图。空调板型材12由空调板中间型材121的搅拌摩擦焊结合端部筋板121a和空调板连接型材122的搅拌摩擦焊结合端部筋板122a通过FSW拼接而成。空调板型材12通过电弧焊结合端部筋板122b和车顶边梁13电弧焊连接。空调板中间型材121材质为纳米陶瓷铝合金，空调板连接型材122材质为传统的6005A铝合金，空调板中间型材121的型材筋板121c可做到1.5mm厚，空调板连接型材122型材筋板122c则一般为2mm厚。为了进一步增强减振降噪效果，在型材空腔121p内可填充泡沫铝7。
图4是侧墙板型材与车顶边梁连接结构示意图。侧墙板型材14与底架边梁15连接结构类似。侧墙板型材14由侧墙板中间型材141的搅拌摩擦焊结合端部筋板141a和侧墙板连接型材142的搅拌摩擦焊结合端部筋板142a通过FSW拼接而成。侧墙板型材14通过电弧焊结合端部筋板142b和车顶边梁13电弧焊连接。侧墙板中间型材141材质为纳米陶瓷铝合金，侧墙板连接型材142材质为传统的6005A铝合金，侧墙板中间型材141的型材筋板141c可做到1.5mm厚，侧墙板连接型材142型材筋板142c则一般为2mm厚。为了进一步增强减振降噪效果，在型材空腔141p内可填充泡沫铝7。
图5是底架地板型材与底架边梁连接结构示意图。底架地板型材16由底架地板中间型材161的搅拌摩擦焊结合端部筋板161a和底架地板连接型材162的搅拌摩擦焊结合端部筋板162a通过FSW拼接而成。底架地板型材16通过电弧焊结合端部筋板162b和底架边梁15电弧焊连接。底架地板中间型材161材质为 纳米陶瓷铝合金，底架地板连接型材162材质为传统的6005A铝合金，底架地板中间型材161的型材筋板161c可做到1.5mm厚，底架地板连接型材162型材筋板162c则一般为2mm厚。为了进一步增强减振降噪效果，在型材空腔161p内可填充泡沫铝7。
在一些实施例中，如图3-5所示，所述空调板连接型材122具有向所述车顶边梁13延伸并与车顶边梁13搭接的搭接部。所述侧墙板连接型材142具有向所述车顶边梁13延伸并与车顶边梁13搭接的搭接部。所述底架地板连接型材162具有向所述底架边梁15延伸并与底架边梁15搭接的搭接部。所述车顶边梁13具有向所述空调板连接型材122延伸并与空调板连接型材122搭接的搭接部。所述车顶边梁13具有向所述侧墙板连接型材142延伸并与侧墙板连接型材142搭接的搭接部。所述底架边梁15具有向所述底架地板连接型材162延伸并与底架地板连接型材162搭接的搭接部。
图6是裙板复合结构示意图。裙板3型材中填充高阻尼的泡沫铝7，可提高车下噪声的吸收率，裙板厚度设置约为30mm，车外噪声可降低不少于20dB，极大改善了路线周边的环境条件。
图7是设备悬挂梁复合结构示意图。设备悬挂梁2的型材中填充高阻尼的泡沫铝7，可大幅衰减车下设备5的振动传递给车体1，提高车辆舒适性能。图8是泡沫铝钎焊示意图。车体型材尤其是大长板型材的型材空腔121p,141p,161p以及设备悬挂梁2、裙板3型材空腔中都可填充闭孔形式的泡沫铝7。泡沫铝7可采用增加固定板等机械方式固定在型材空腔中以防止相对滑动，也可对把泡沫铝7填充到型材空腔中后，通过对型材整体加热，在泡沫铝7与型材形成钎焊层8固定。具体制备工艺如下：
1)对车体型材空腔中的内壁或泡沫铝7外表面涂抹钎料；
2)泡沫铝7塞入型材空腔中；
3)在车体1型材外侧对应涂有钎料的位置进行局部加热，温度升高至300-550℃，如300-450℃，钎料熔化，覆盖在泡沫铝7与车体1连接界面处。由于泡沫铝7是闭孔形式，熔体不会流动侵入到泡沫铝7内部的孔隙中导致功能降低。
4)冷却，在泡沫铝7外表面与车体1型材空腔的内壁形成钎焊层8并固定住。
上述实施例阐明的内容应当理解为这些实施例仅用于更清楚地说明本发明，而不用于限制本发明的范围，在阅读了本发明之后，本领域技术人员对本发明的各种等价形式的修改均落入本申请所附权利要求所限定的范围。

Claims (16)

  1. 一种铝基复合材料轨道车辆，包括车体(1)，该车体(1)为主要由圆弧车顶型材(11)、空调板型材(12)、侧墙板型材(14)、底架地板型材(16)、以及左右两根纵向延伸的车顶边梁(13)、左右两根纵向延伸的底架边梁(15)连接形成的箱体结构；其特征在于：
    所述空调板型材(12)主要由纵向延伸的空调板中间型材(121)和左右两块纵向延伸的空调板连接型材(122)焊接相连而成，该空调板型材(12)的左右两端分别与相应的车顶边梁(13)焊接相连；
    所述侧墙板型材(14)主要由纵向延伸的侧墙板中间型材(141)和上下两块纵向延伸的侧墙板连接型材(142)焊接相连而成，该侧墙板型材(14)的上端与相应的车顶边梁(13)焊接相连，该侧墙板型材(14)的下端与相应的底架边梁(15)焊接相连；
    所述底架地板型材(16)主要由纵向延伸的底架地板中间型材(161)和左右两块纵向延伸的底架地板连接型材(162)焊接相连而成，该底架地板型材(16)的左右两端分别与相应的底架边梁(15)焊接相连；
    所述空调板中间型材(121)和/或侧墙板中间型材(141)和/或底架地板中间型材(161)为纳米陶瓷铝合金型材。
  2. 根据权利要求1所述的铝基复合材料轨道车辆，其特征在于，所述空调板中间型材(121)的端部筋板与所述空调板连接型材(122)的端部筋板之间通过搅拌摩擦焊接相连；所述空调板型材(12)的端部筋板和车顶边梁(13)通过电弧焊连接；和/或
    所述侧墙板中间型材(141)的端部筋板和侧墙板连接型材(142)的端部筋板之间通过搅拌摩擦焊接相连；所述侧墙板型材(14)的端部筋板和车顶边梁(13)通过电弧焊连接；和/或
    所述底架地板中间型材(161)的端部筋板和底架地板连接型材(162)的端部筋板通过搅拌摩擦焊接相连；所述底架地板型材(16)的端部筋板(162b)和底架边梁(15)通过电弧焊连接。
  3. 根据权利要求1所述的铝基复合材料轨道车辆，其特征在于，所述空调板中间型材(121)和/或空调板连接型材(122)和/或侧墙板中间型材(141)和/或侧墙板连接型材(142)和/或底架地板中间型材(161)和/或底架地板连接型材(162)具有型材空腔。
  4. 根据权利要求3所述的铝基复合材料轨道车辆，其特征在于，所述型材空腔内填充有泡沫铝(7)。
  5. 根据权利要求3所述的铝基复合材料轨道车辆，其特征在于，所述型材空腔两端具有用于与泡沫铝(7)固定的固定板，或泡沫铝(7)填充到型材空腔中与型材内壁形成钎焊层(8)固定。
  6. 根据权利要求1-5中任一项所述的铝基复合材料轨道车辆，其特征在于，所述空调板连接型材(122)具有向所述车顶边梁(13)延伸并与车顶边梁(13)搭接的搭接部；和/或所述侧墙板连接型材(142)具有向所述车顶边梁(13)延伸并与车顶边梁(13)搭接的搭接部；和/或所述底架地板连接型材(162)具有向所述底架边梁(15)延伸并与底架边梁(15)搭接的搭接部。
  7. 根据权利要求1-5中任一项所述的铝基复合材料轨道车辆，其特征在于，所述车顶边梁(13)具有向所述空调板连接型材(122)延伸并与空调板连接 型材(122)搭接的搭接部；和/或所述车顶边梁(13)具有向所述侧墙板连接型材(142)延伸并与侧墙板连接型材(142)搭接的搭接部；和/或所述底架边梁(15)具有向所述底架地板连接型材(162)延伸并与底架地板连接型材(162)搭接的搭接部。
  8. 根据权利要求1-5中任一项所述的铝基复合材料轨道车辆，其特征在于，所述空调板连接型材(122)和/或侧墙板连接型材(142)材质为6005A铝合金。
  9. 根据权利要求1-5中任一项所述的铝基复合材料轨道车辆，其特征在于，所述车体(1)下部装有设备悬挂梁(2)，该设备悬挂梁(2)采用纳米陶瓷铝合金型材制成。
  10. 根据权利要求9所述的铝基复合材料轨道车辆，其特征在于，所述设备悬挂梁(2)通过紧固件可拆卸地固定在车体(1)上。
  11. 根据权利要求1-5中任一项所述的铝基复合材料轨道车辆，其特征在于，所述车体(1)的底部连接有纵向布置且向下方延伸的裙板(3)，该裙板(3)用于遮蔽转向架(6)产生的轮轨噪音。
  12. 根据权利要求11所述的铝基复合材料轨道车辆，其特征在于，所述裙板(3)内部填充泡沫铝(7)。
  13. 根据权利要求11所述的铝基复合材料轨道车辆，其特征在于，所述裙板(3)的顶端通过紧固件可拆卸地固定在车体(1)上。
  14. 根据权利要求11所述的铝基复合材料轨道车辆，其特征在于，所述裙板(3)采用纳米陶瓷铝合金挤压而成的大型中空截面型材制成。
  15. 根据权利要求14所述的铝基复合材料轨道车辆，其特征在于，所述裙板 (3)采用纳米TiB 2颗粒陶瓷增强铝合金制成。
  16. 根据权利要求15所述的铝基复合材料轨道车辆，其特征在于，所述裙板(3)采用原位生成的纳米TiB 2颗粒陶瓷增强的6系铝合金制成。
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