WO2024050988A1 - 一种磁浮列车的前端结构及磁浮列车 - Google Patents

一种磁浮列车的前端结构及磁浮列车 Download PDF

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Publication number
WO2024050988A1
WO2024050988A1 PCT/CN2022/134597 CN2022134597W WO2024050988A1 WO 2024050988 A1 WO2024050988 A1 WO 2024050988A1 CN 2022134597 W CN2022134597 W CN 2022134597W WO 2024050988 A1 WO2024050988 A1 WO 2024050988A1
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carbon fiber
section
frame
rear section
end structure
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PCT/CN2022/134597
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English (en)
French (fr)
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谭富星
董磊
方媛
梁继超
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中车长春轨道客车股份有限公司
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Publication of WO2024050988A1 publication Critical patent/WO2024050988A1/zh

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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
    • B61D17/02—Construction details of vehicle bodies reducing air resistance by modifying contour ; Constructional features for fast vehicles sustaining sudden variations of atmospheric pressure, e.g. when crossing in tunnels
    • 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 present application relates to the technical field of maglev trains, and in particular to a front-end structure of a maglev train and a maglev train.
  • the front end of the maglev vehicle has high wind resistance and cannot reach an operating speed of more than 600km/h;
  • the front end of some maglev vehicles adopts a head nose structure.
  • the front end is made of aluminum plate welding, which is heavy and consumes high energy to operate the vehicle.
  • This application proposes a front-end structure of a maglev train to reduce the weight of the front-end of the maglev vehicle and reduce the energy consumption of the entire vehicle operation. This application also proposes a maglev train.
  • the present application provides a front-end structure of a maglev train, which includes a front-end front section and a front-end rear section.
  • the front-end front section and the front-end rear section are sealingly connected.
  • the front-end front section is the nose tip front section of the head.
  • the front-end front section includes a carbon fiber front section frame, a carbon fiber front section outer skin arranged on the outside of the carbon fiber front section frame, and a carbon fiber front section inner skin arranged on the inside of the carbon fiber front section frame, and the front section foam board is filled in the carbon fiber front section frame. ;
  • the front-end rear section includes a carbon fiber rear section frame, a carbon fiber rear section outer skin arranged on the outside of the carbon fiber rear section frame, and a carbon fiber rear section inner skin arranged on the inside of the carbon fiber rear section frame.
  • the carbon fiber rear section The rear segment skeleton is filled with foam board.
  • the carbon fiber front section frame is provided with a first connecting seat
  • the carbon fiber rear section frame is provided with a second connecting seat corresponding to the position of the first connecting seat, so
  • the first connecting seat and the second connecting seat are connected by bolts to realize the connection between the front section of the front end and the rear section of the front end.
  • the carbon fiber rear section frame is provided with an overlapping edge that can overlap with the carbon fiber front section frame, and the upper surface of the overlapping edge can be connected with the front-end front section.
  • the second connecting seat is provided on the lower surface of the overlapping edge, and the first sealant layer is provided on the upper surface of the overlapping edge.
  • a first pad for installing the first connecting seat is embedded in the carbon fiber front section frame, and the first pad and the first connecting seat are connected by screws.
  • the carbon fiber rear section frame is pre-embedded with a second pad for installing the second connection seat, and the second pad is connected to the second connection seat through screws.
  • the front-end structure of the above-mentioned maglev train also includes a connecting component for connecting the carbon fiber front-section frame and the carbon fiber rear-section frame as a whole to the vehicle body chassis,
  • connection components include:
  • Angle aluminum is provided along both sides of the length direction of the carbon fiber front frame and the carbon fiber rear frame, located inside the carbon fiber front frame and the carbon fiber rear frame, and can be connected to the vehicle body chassis;
  • Aluminum bars are provided along both sides of the length direction of the carbon fiber front frame and the carbon fiber rear frame, located outside the carbon fiber front frame and the carbon fiber rear frame, and can be connected to the vehicle body chassis.
  • a second sealant layer is provided between the aluminum strip and the vehicle body chassis, and between the aluminum strip and the front-end structure.
  • the front-end front section is provided with a front-end window window and a first side window window, and the front-end window window and the first side window window are provided with a first flange, so The first flange is used to install the front window and the first side window,
  • a second side window is provided in the rear section of the front end, and a second flange is provided on the second side window, and the second flange is used to install the second side window.
  • the carbon fiber rear section inner skin is attached with a mounting chute through structural adhesive.
  • the mounting chute is fixed on the carbon fiber rear section inner skin through rivets.
  • the front-end section is provided with an installation slot for installing a radome.
  • a maglev train includes a front-end structure, and the front-end structure is the front-end structure recorded in any one of the above solutions.
  • the front-end structure of the maglev train provided by the embodiment of the present application includes a front-end front section and a front-end rear section, and the front-end front section and the front-end rear section are manufactured separately, which improves the formability of the front-end structure and reduces the processing difficulty and cost; at the same time,
  • the front and rear sections of the front end are made of carbon fiber materials. Compared with the existing technology where the front end structure is welded by aluminum plates, the overall weight of the front end structure is reduced, thereby reducing the energy consumption of the entire vehicle.
  • maglev train including a front-end structure, which is the front-end structure described in any of the above solutions. Since the front-end structure has the above technical effects, the maglev train with the front-end structure also has the same technical effects, which will not be described again here.
  • Figure 1 is a schematic structural diagram of the front-end structure of the maglev train of the present application.
  • Figure 2 is a structural schematic diagram of the front end section of the front end structure of the present application.
  • Figure 3 is a schematic structural diagram of the front end and rear section of the front end structure of the present application.
  • Figure 4 is a schematic structural diagram of the front end and rear section of the front end structure of the present application.
  • Front end section 11. Carbon fiber front section frame, 12. First connecting seat, 13. First pad,
  • system means of distinguishing between different components, elements, parts, portions or assemblies at different levels.
  • a word may be replaced by another expression if it serves the same purpose.
  • first and second are used for descriptive purposes only and cannot be understood as indicating or implying relative importance or implicitly indicating the quantity of indicated technical features. Therefore, features defined as “first” and “second” may explicitly or implicitly include one or more of these features.
  • Some embodiments of the present application disclose a front-end structure of a maglev train, which includes a front-end section 1 and a front-rear section 2.
  • the front-end section 1 and the front-rear section 2 are sealed and connected to ensure the overall sealing and strength.
  • the front section 1 uses a streamlined structure with a nose tip.
  • the overall length of the front-end structure of the maglev train can reach 15.5m.
  • the overall production has problems such as poor formability, high requirements on processing processes and manufacturing equipment, and high manufacturing costs.
  • the front-end structure is divided into two parts: the front-end section 1 and the front-end rear section 2.
  • the front-end section 1 and the front-end rear section 2 are produced separately and assembled together after production.
  • the segmented production of the front-end structure can improve the formability of the product to a certain extent, reduce the requirements for product processing and manufacturing equipment, and reduce manufacturing costs to a certain extent.
  • the front section 1 includes a three-layer structure of carbon fiber front section inner skin, carbon fiber front section frame 11 and carbon fiber front section outer skin in order from the inside to the outside.
  • the carbon fiber front section inner skin is located on the inner layer of the carbon fiber front section frame 11, and the carbon fiber front section outer skin is located on the carbon fiber front section.
  • the outer layer of the front frame 11 and the carbon fiber front frame 11 are filled with front foam boards.
  • the front section 1 uses carbon fiber materials to make the front section inner skin, front section frame and front section outer skin. It can not only meet the strength requirements of the front section 1, but also the carbon fiber material is lighter than the aluminum plate and meets the front section 1's lightweight requirements.
  • the foam board enables the front section 1 to meet the sound insulation and heat insulation properties;
  • the front end rear section 2 includes a three-layer structure of a carbon fiber rear section inner skin, a carbon fiber rear section frame 21 and a carbon fiber rear section outer skin in order from the inside to the outside.
  • the carbon fiber rear section inner skin is located on the inner layer of the carbon fiber rear section frame 21, and the carbon fiber rear section outer skin
  • the skin is located on the outer layer of the carbon fiber rear section frame 21, and the carbon fiber rear section frame 21 is filled with rear section foam boards.
  • the front and rear sections 2 use carbon fiber materials to make the rear section inner skin, rear section frame and rear section outer skin. This not only meets the strength requirements of the front and rear sections 2, but also the carbon fiber material is lighter than the aluminum plate, meeting the requirements of the front and rear sections 2. Quantitative requirements, the rear section foam board enables the front end and rear section 2 to meet the sound insulation and heat insulation performance.
  • the carbon fiber front section inner skin and carbon fiber front section outer skin are connected to the carbon fiber front section frame 11 through structural adhesives
  • the carbon fiber rear section inner skin and carbon fiber rear section outer skin are connected to the carbon fiber rear section frame 21 through structural adhesives.
  • the carbon fiber front section frame 11 and the carbon fiber rear section frame 21 are produced using carbon fiber prepreg and mainly play a load-bearing role; the front section foam board and the rear section foam board are hard foam boards, and the rigid foam board is filled in the carbon fiber front section frame 11 and the carbon fiber rear section The gap between the skeleton 21.
  • the front-end structure disclosed in this application includes a front-end front section 1 and a front-end rear section 2, and the front-end front section 1 and the front-end rear section 2 are manufactured separately, which improves the formability of the front-end structure and reduces the processing difficulty and cost; at the same time, the front-end The front section 1 and the front end and rear section 2 are both made of carbon fiber materials. Compared with the existing technology where the front-end structure is welded by aluminum plates, the overall weight of the front-end structure is reduced, thereby reducing the energy consumption of the entire vehicle.
  • the front section 1 adopts the front section of the nose tip of the head, which can effectively reduce the wind resistance and tunnel blocking ratio during the train's height operation, and reduce the wind resistance and energy consumption of the maglev train.
  • front end section 1 and the front end rear section 2 are connected through a mechanical structure.
  • the carbon fiber front section frame 11 is provided with a first connecting seat 12
  • the carbon fiber rear section frame 21 is provided with a second connecting seat 22.
  • the first connecting seat 12 and the second connecting seat 22 are connected by bolts to realize the front end of the front section 1 Connection to front end and rear section 2.
  • the first connection seat 12 and the second connection seat 22 are both triangular prism connection seats.
  • the first connection seat 12 and the second connection seat 22 are hollow connection seats.
  • the first connection seat 12 has a first side. wall and a second side wall
  • the second connecting seat 22 has a third side wall and a fourth side wall, wherein the first side wall is connected to the carbon fiber front section frame 11, the third side wall is connected to the carbon fiber rear section frame 21, and the second side wall
  • the wall and the fourth side wall are connected by bolts;
  • the side of the first connecting seat 12 facing the inside of the carbon fiber front section frame 11 and the side of the second connecting seat 22 facing the inside of the carbon fiber rear section frame 21 are both open sides to reduce the connection between the first connecting seat 12 and the second connecting seat 22 Difficulty.
  • the first connection seat 12 and the second connection seat 22 are not limited to triangular prism connection seats, but can also be Z-shaped connection plate type, or other shapes that can realize the connection between the front end section 1 and the front end rear section 2, which are not specifically limited here. .
  • the carbon fiber rear section frame 21 is provided with an overlapping edge 23.
  • the overlapping edge 23 can be overlapped and connected with the carbon fiber front section frame 11.
  • the upper surface of the overlapping edge 23 is in contact with the inner surface of the front end section 1. combine.
  • the lower surface of the overlapping edge 23 is provided with a second connecting seat 22, and the upper surface of the overlapping edge 23 is provided with a first sealant layer.
  • the overlapping edge 23 cooperates with the first sealant layer to form the front end section 1 and the front end rear section 2. sealed connection.
  • a second sealant layer needs to be applied at the joint position of the front end section 1 and the front end rear section 2 and on both sides of the joint to ensure the overall strength and sealing of the front end structure.
  • a first pad 13 is embedded in the carbon fiber front frame 11.
  • the first pad 13 is connected to the first connection seat 12
  • a second pad 24 is pre-embedded on the carbon fiber rear section frame 21
  • the second pad 24 is connected to the second connection seat 22 .
  • the first pad 13 is connected to the carbon fiber front frame 11 through screws
  • the second pad 24 is connected to the carbon fiber rear frame 21 through screws.
  • the entire front-end structure falls onto the vehicle body chassis.
  • the front-end structure of the maglev train also includes a connection component 3 for connecting the carbon fiber front frame 11 and the carbon fiber rear frame 21 to the vehicle body chassis as a whole.
  • front-end structure disclosed in this application is connected to the vehicle body chassis, the front-end front section 1 and the front-end rear section 2 need to be connected.
  • connection component 3 includes angle aluminum 31 and aluminum strips 32. There are multiple angle aluminums 31 and two aluminum strips 32.
  • a plurality of angle aluminums 31 are arranged along both sides of the length direction of the carbon fiber front frame 11 and the carbon fiber rear frame 21. Specifically, the angle aluminum 31 is connected to the inside of the carbon fiber front frame 11 and the carbon fiber rear frame 21 to realize the front end structure. The inner side is connected to the chassis of the vehicle body. Preferably, the angle aluminum 31 is evenly distributed along the length direction of the front-end structure;
  • the aluminum strips 32 are arranged along both sides of the length direction of the carbon fiber front frame 11 and the carbon fiber rear frame 21. Specifically, the aluminum strips 32 are connected to the outsides of the carbon fiber front frame 11 and the carbon fiber rear frame 21 to realize the outside of the front-end structure. Connected to the car body chassis.
  • the angle aluminum 31 is riveted to the inner side of the carbon fiber front frame 11 and the carbon fiber rear frame 21
  • the aluminum strip 32 is riveted to the outer side of the carbon fiber front frame 11 and the carbon fiber rear frame 21 .
  • this application provides a second sealant layer between the aluminum bar 32 and the vehicle body chassis, and between the aluminum bar 32 and the front-end structure to further enhance the connection between the front-end structure and the vehicle body base. Sealing between body bases.
  • a front window window and a first side window are provided in the front section 1.
  • the front window window and the first side window are provided with a first flange.
  • the first flange is used to install the front window and the first side window.
  • the front end rear section 2 is provided with a second side window, and the second side window is provided with a second flange, and the second flange is used to install the second side window.
  • both the first flange and the second flange are L-shaped flanges, and a third pad is pre-embedded in the L-shaped flange for the firmness and sealing of the front window and side window installation.
  • the carbon fiber rear section inner skin is attached with a mounting chute through structural adhesive.
  • the mounting chute is fixed on the carbon fiber rear section inner skin through rivets to meet the installation of internal equipment.
  • Wire tie rods are also provided in the front section 1 and the rear section 2 of the front end to meet the internal wire and cable fixing requirements.
  • the front section 1 of the front end is provided with a mounting slot for installing the radome.
  • maglev train including a front-end structure, which is the front-end structure described in any of the above solutions.
  • the maglev train with the front-end structure also has the same technical effects, which will not be described again here.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Wood Science & Technology (AREA)
  • Body Structure For Vehicles (AREA)

Abstract

一种磁浮列车的前端结构，包括前端前段（1）和前端后段（2）两部分结构，且前端前段（1）和前端后段（2）分开制作，提高了前端结构的成型性，降低了加工难度和加工成本；同时前端前段（1）和前端后段（2）均采用碳纤维材料制作，相对于现有技术中前端结构通过铝板拼焊的方式，减轻了前端结构的整体重量，从而降低了整车运行能耗。还涉及一种磁浮列车。

Description

一种磁浮列车的前端结构及磁浮列车
本申请要求于2022年9月5日提交中国专利局、申请号为202211079067.X、发明名称为“一种磁浮列车的前端结构及磁浮列车”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本申请涉及磁浮列车技术领域，特别涉及一种磁浮列车的前端结构及磁浮列车。
背景技术
现有技术中，磁浮车辆的前端运行风阻大，无法达到600km/h以上的运行速度；
为了克服上述问题，部分磁浮车辆的前端采用头部鼻尖结构，但是前端采用铝板拼焊制作，重量重，整车运行能耗高。
因此，如何减轻磁浮车辆的前端重量，降低整车运行能耗，成为本领域技术人员亟待解决的技术问题。
发明内容
本申请提出了一种磁浮列车的前端结构，以减轻磁浮车辆的前端重量，降低整车运行能耗。本申请还提出了一种磁浮列车。
为了实现上述目的，本申请提供了一种磁浮列车的前端结构，包括前端前段和前端后段，所述前端前段和所述前端后段密封连接，所述前端前段为头部鼻尖前段，
所述前端前段包括碳纤维前段骨架、设置在所述碳纤维前段骨架的外侧的 碳纤维前段外蒙皮和设置在所述碳纤维前段骨架的内侧的碳纤维前段内蒙皮，所述碳纤维前段骨架内填充前段泡沫板；
所述前端后段包括碳纤维后段骨架、设置在所述碳纤维后段骨架的外侧的碳纤维后段外蒙皮和设置在所述碳纤维后段骨架的内侧的碳纤维后段内蒙皮，所述碳纤维后段骨架内填充后段泡沫板。
优选地，在上述磁浮列车的前端结构中，所述碳纤维前段骨架上设置有第一连接座，所述碳纤维后段骨架上设置有与所述第一连接座位置对应的第二连接座，所述第一连接座和所述第二连接座通过螺栓连接，以实现所述前端前段与所述前端后段的连接。
优选地，在上述磁浮列车的前端结构中，所述碳纤维后段骨架上设置有能够与所述碳纤维前段骨架搭接连接的搭接边，所述搭接边的上表面能够与所述前端前段的内表面贴合，
所述搭接边的下表面设置所述第二连接座，所述搭接边的上表面设置有第一密封胶层。
优选地，在上述磁浮列车的前端结构中，所述碳纤维前段骨架上预埋有用于安装所述第一连接座的第一垫块，所述第一垫块与所述第一连接座通过螺钉连接，所述碳纤维后段骨架上预埋有用于安装所述第二连接座的第二垫块，所述第二垫块与所述第二连接座通过螺钉连接。
优选地，在上述磁浮列车的前端结构中，还包括连接组件，用于实现所述碳纤维前段骨架和所述碳纤维后段骨架组成的整体与车体底架连接，
所述连接组件包括：
角铝，沿所述碳纤维前段骨架和所述碳纤维后段骨架的长度方向的两侧设置，位于所述碳纤维前段骨架和所述碳纤维后段骨架的内侧，能够与车体底架连接；
铝条，沿所述碳纤维前段骨架和所述碳纤维后段骨架的长度方向的两侧设置，位于所述碳纤维前段骨架和所述碳纤维后段骨架的外侧，能够与车体底架连接。
优选地，在上述磁浮列车的前端结构中，所述铝条与所述车体底架之间、 以及所述铝条与前端结构之间设置有第二密封胶层。
优选地，在上述磁浮列车的前端结构中，所述前端前段开设有前端车窗窗口和第一侧窗窗口，所述前端车窗窗口和第一侧窗窗口上设置有第一翻边，所述第一翻边用于安装前端车窗和第一侧窗，
所述前端后段开设第二侧窗窗口，所述第二侧窗窗口上设置有第二翻边，所述第二翻边用于安装所述第二侧窗。
优选地，在上述磁浮列车的前端结构中，所述碳纤维后段内蒙皮上通过结构胶粘贴有安装滑槽，
所述安装滑槽通过铆钉固定在所述碳纤维后段内蒙皮上。
优选地，在上述磁浮列车的前端结构中，所述前端前段开设有用于安装天线罩的安装槽。
一种磁浮列车，包括前端结构，所述前端结构为上述任意一个方案中记载的所述前端结构。
本申请实施例提供的磁浮列车的前端结构，包括前端前段和前端后段两部分结构，且前端前段和前端后段分开制作，提高了前端结构的成型性，降低了加工难度和加工成本；同时前端前段和前端后段均采用碳纤维材料制作，相对于现有技术中前端结构通过铝板拼焊的方式，减轻了前端结构的整体重量，从而降低了整车运行能耗。
本申请还公开了一种磁浮列车，包括前端结构，前端结构为上述任一个方案中记载的前端结构。由于前端结构具有上述技术效果，具有该前端结构的磁浮列车也具有同样的技术效果，在此不再赘述。
附图说明
为了更清楚地说明本申请实施例或现有技术中的技术方案，下面将对实施例或现有技术描述中所需要使用的附图作简单地介绍。显而易见地，下面描述中的附图仅仅是本申请的一些示例或实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据提供的附图获得其他的附图，而且还可以根据提供的附图将本申请应用于其它类似情景。除非从语言环境中显而 易见或另做说明，图中相同标号代表相同结构或操作。
图1是本申请的磁浮列车的前端结构的结构示意图；
图2是本申请的前端结构的前端前段的结构示意图；
图3是本申请的前端结构的前端后段的结构示意图；
图4是本申请的前端结构的前端后段的结构示意图。
附图说明如下：
1、前端前段，11、碳纤维前段骨架，12、第一连接座，13、第一垫块，
2、前端后段，21、碳纤维后段骨架，22、第二连接座，23、搭接边，24、第二垫块，
3、连接组件，31、角铝，32、铝条。
具体实施方式
下面结合附图和实施例对本申请作进一步的详细说明。可以理解的是，此处所描述的具体实施例仅仅用于解释相关申请，而非对该申请的限定。所描述的实施例仅仅是本申请一部分实施例，而不是全部的实施例。基于本申请中的实施例，本领域普通技术人员在没有做出创造性劳动前提下所获得的所有其他实施例，都属于本申请保护的范围。
需要说明的是，为了便于描述，附图中仅示出了与有关申请相关的部分。在不冲突的情况下，本申请中的实施例及实施例中的特征可以相互组合。
应当理解，本申请中使用的“系统”、“装置”、“单元”和/或“模块”是用于区分不同级别的不同组件、元件、部件、部分或装配的一种方法。然而，如果其他词语可实现相同的目的，则可通过其他表达来替换该词语。
如本申请和权利要求书中所示，除非上下文明确提示例外情形，“一”、“一个”、“一种”和/或“该”等词并非特指单数，也可包括复数。一般说来，术语“包括”与“包含”仅提示包括已明确标识的步骤和元素，而这些步骤和元素不构成一个排它性的罗列，方法或者设备也可能包含其它的步骤或元素。由语句“包括一个……”限定的要素，并不排除在包括要素的过程、方法、商品或者设备中还存在另外的相同要素。
其中，在本申请实施例的描述中，除非另有说明，“/”表示或的意思，例如，A/B可以表示A或B；本文中的“和/或”仅仅是一种描述关联对象的关联关系，表示可以存在三种关系，例如，A和/或B，可以表示：单独存在A，同时存在A和B，单独存在B这三种情况。另外，在本申请实施例的描述中，“多个”是指两个或多于两个。
以下，术语“第一”、“第二”仅用于描述目的，而不能理解为指示或暗示相对重要性或者隐含指明所指示的技术特征的数量。由此，限定有“第一”、“第二”的特征可以明示或者隐含地包括一个或者更多个该特征。
本申请中使用了流程图用来说明根据本申请的实施例的系统所执行的操作。应当理解的是，前面或后面操作不一定按照顺序来精确地执行。相反，可以按照倒序或同时处理各个步骤。同时，也可以将其他操作添加到这些过程中，或从这些过程移除某一步或数步操作。
请参阅图1-图4。
本申请一些实施例公开了一种磁浮列车的前端结构，包括前端前段1和前端后段2，前端前段1和前端后段2密封连接，保证整体的密封性和强度。
本申请中前端前段1使用了带头部鼻尖的流线型结构，磁浮列车的前端结构的整体长度可达15.5m，整体生产存在成形性差、对加工过程及制造设备要求高、制造成本高等问题。本申请将前端结构分为前端前段1和前端后段2两部分，前端前段1和前端后段2分别生产，生产后组装到一起。前端结构分段生产，能够在一定程度上提高产品的成型性，降低产品加工过程及制造设备的要求，在一定程度上降低了制造成本。
本申请中前端前段1由内向外依次包括碳纤维前段内蒙皮、碳纤维前段骨架11和碳纤维前段外蒙皮三层结构，碳纤维前段内蒙皮位于碳纤维前段骨架11的内层，碳纤维前段外蒙皮位于碳纤维前段骨架11的外层，碳纤维前段骨架11内填充前段泡沫板。前端前段1通过碳纤维材料制作前段内蒙皮、前段骨架和前段外蒙皮，不仅能够满足前端前段1对强度的要求，而且碳纤维材料相对铝板质量轻，满足了前端前段1对轻量化的要求，前段泡沫板使前端前段1满足隔音和隔热性能；
前端后段2由内向外依次包括碳纤维后段内蒙皮、碳纤维后段骨架21和碳纤维后段外蒙皮三层结构，碳纤维后段内蒙皮位于碳纤维后段骨架21的内层，碳纤维后段外蒙皮位于碳纤维后段骨架21的外层，碳纤维后段骨架21内填充后段泡沫板。前端后段2通过碳纤维材料制作后段内蒙皮、后段骨架和后段外蒙皮，不仅满足前端后段2对强度的要求，而且碳纤维材料相对铝板质量轻，满足了前端后段2对轻量化的要求，后段泡沫板使前端后段2满足隔音和隔热性能。
具体的，碳纤维前段内蒙皮和碳纤维前段外蒙皮与碳纤维前段骨架11通过结构胶粘贴连接，碳纤维后段内蒙皮和碳纤维后段外蒙皮与碳纤维后段骨架21通过结构胶粘贴连接。
碳纤维前段骨架11和碳纤维后段骨架21使用碳纤维预浸料生产，主要起承载作用；前段泡沫板和后段泡沫板为硬质泡沫板，硬质泡沫板填充在碳纤维前段骨架11和碳纤维后段骨架21的空隙。
本申请公开的前端结构，包括前端前段1和前端后段2两部分结构，且前端前段1和前端后段2分开制作，提高了前端结构的成型性，降低了加工难度和加工成本；同时前端前段1和前端后段2均采用碳纤维材料制作，相对于现有技术中前端结构通过铝板拼焊的方式，减轻了前端结构的整体重量，从而降低了整车运行能耗。
前端前段1采用头部鼻尖前段，能够有效降低列车高度运行过程中的风阻和隧道阻塞比，降低了磁浮列车的风阻和能耗。
本申请中前端前段1和前端后段2通过机械结构连接。
具体的，碳纤维前段骨架11上设置有第一连接座12，碳纤维后段骨架21上设置有第二连接座22，第一连接座12和第二连接座22通过螺栓连接，以实现前端前段1与前端后段2的连接。
如图4所示，第一连接座12和第二连接座22均为三棱柱形连接座，第一连接座12和第二连接座22为中空连接座，第一连接座12具有第一侧壁和第二侧壁，第二连接座22具有第三侧壁和第四侧壁，其中第一侧壁与碳纤维前 段骨架11连接，第三侧壁与碳纤维后段骨架21连接，第二侧壁和第四侧壁通过螺栓连接；
第一连接座12朝向碳纤维前段骨架11内的一侧以及第二连接座22朝向碳纤维后段骨架21内的一侧均为开放侧，以降低第一连接座12和第二连接座22的连接难度。
第一连接座12和第二连接座22不限于三棱柱形连接座，还可以为Z型连接板型，或者其他能够实现前端前段1与前端后段2连接的形状，在此不做具体限定。
如图3和4所示，碳纤维后段骨架21上设置有搭接边23，搭接边23能够与碳纤维前段骨架11搭接连接，搭接边23的上表面与前端前段1的内表面贴合。
搭接边23的下表面设置第二连接座22，搭接边23的上表面设置有第一密封胶层，搭接边23与第一密封胶层配合实现了前端前段1和前端后段2的密封连接。
在第一密封胶层固化后，需要在前端前段1和前端后段2的接缝位置以及接缝两侧涂覆第二密封胶层，以保证前端结构的整体强度及密封性。
为了增强第一连接座12与碳纤维前段骨架11的连接强度，以及，第二连接座22与碳纤维后段骨架21的连接强度，本申请在碳纤维前段骨架11上预埋有第一垫块13，第一垫块13与第一连接座12连接，碳纤维后段骨架21上预埋有第二垫块24，第二垫块24与第二连接座22连接。
优选地，第一垫块13与碳纤维前段骨架11通过螺钉连接，第二垫块24与碳纤维后段骨架21通过螺钉连接。
前端结构与车体连接时，前端结构整体落到车体底架上。
在本申请的一些实施例中，磁浮列车的前端结构还包括连接组件3，用于实现碳纤维前段骨架11和碳纤维后段骨架21组成的整体与车体底架连接。
此处需要说明的是，本申请公开的前端结构与车体底架连接时前，需要先进行前端前段1和前端后段2的连接。
连接组件3包括角铝31和铝条32，角铝31的个数为多个，铝条32的个数为两条。
多个角铝31沿碳纤维前段骨架11和碳纤维后段骨架21的长度方向的两侧设置，具体的，角铝31与碳纤维前段骨架11和碳纤维后段骨架21的内侧连接，用于实现前端结构的内侧与车体底架连接，优选地，角铝31沿前端结构的长度方向均匀分布；
铝条32沿碳纤维前段骨架11和碳纤维后段骨架21的长度方向的两侧设置，具体的，铝条32与碳纤维前段骨架11和碳纤维后段骨架21的外侧连接，用于实现前端结构的外侧与车体底架连接。
具体的，角铝31与碳纤维前段骨架11和碳纤维后段骨架21的内侧铆接连接，铝条32与碳纤维前段骨架11和碳纤维后段骨架21的外侧铆接连接。
为了提高前端结构与车体底座之间的密封性，本申请在铝条32与车体底架之间、铝条32与前端结构之间设置有第二密封胶层，以进一步增强前端结构与车体底座之间的密封性。
本申请在前端前段1开设有前端车窗窗口和第一侧窗窗口，前端车窗窗口和第一侧窗窗口上设置有第一翻边，第一翻边用于安装前端车窗和第一侧窗；
前端后段2开设有第二侧窗窗口，第二侧窗窗口上设置有第二翻边，第二翻边用于安装第二侧窗。
优选地，第一翻边和第二翻边均为L型翻边，L型翻边内预埋有第三垫块，用于前端车窗和侧窗安装的牢固性和密封性。
如图4所示，碳纤维后段内蒙皮上通过结构胶粘贴有安装滑槽，安装滑槽通过铆钉固定在碳纤维后段内蒙皮上，以满足内部设备安装。
前端前段1和前端后段2内还设置有扎线杆，满足内部电线电缆固定需求。
如图1和2所示，前端前段1开设有用于安装天线罩的安装槽。
本申请还公开了一种磁浮列车，包括前端结构，前端结构为上述任一个方案中记载的前端结构。
由于前端结构具有上述技术效果，具有该前端结构的磁浮列车也具有同样的技术效果，在此不再赘述。
以上描述仅为本申请的较佳实施例以及对所运用技术原理的说明而已，并不用于限制本申请。对于本领域技术人员来说，本申请可以有各种更改和变化。本申请中所涉及的申请范围，并不限于上述技术特征的特定组合而成的技术方案，同时也应涵盖在不脱离上述申请构思的情况下，由上述技术特征或其等同特征进行任意组合而形成的其它技术方案。例如上述特征与本申请中公开的(但不限于)具有类似功能的技术特征进行互相替换而形成的技术方案。

Claims (10)

  1. 一种磁浮列车的前端结构，其特征在于，包括前端前段(1)和前端后段(2)，所述前端前段(1)和所述前端后段(2)密封连接，所述前端前段(1)为头部鼻尖前段，
    所述前端前段(1)包括碳纤维前段骨架(11)、设置在所述碳纤维前段骨架(11)的外侧的碳纤维前段外蒙皮和设置在所述碳纤维前段骨架(11)的内侧的碳纤维前段内蒙皮，所述碳纤维前段骨架(11)内填充前段泡沫板；
    所述前端后段(2)包括碳纤维后段骨架(21)、设置在所述碳纤维后段骨架(21)的外侧的碳纤维后段外蒙皮和设置在所述碳纤维后段骨架(21)的内侧的碳纤维后段内蒙皮，所述碳纤维后段骨架(21)内填充后段泡沫板。
  2. 根据权利要求1所述的磁浮列车的前端结构，其特征在于，所述碳纤维前段骨架(11)上设置有第一连接座(12)，所述碳纤维后段骨架(21)上设置有与所述第一连接座(12)位置对应的第二连接座(22)，所述第一连接座(12)和所述第二连接座(22)通过螺栓连接，以实现所述前端前段(1)与所述前端后段(2)的连接。
  3. 根据权利要求2所述的磁浮列车的前端结构，其特征在于，所述碳纤维后段骨架(21)上设置有能够与所述碳纤维前段骨架(11)搭接连接的搭接边(23)，所述搭接边(23)的上表面能够与所述前端前段(1)的内表面贴合，
    所述搭接边(23)的下表面设置所述第二连接座(22)，所述搭接边(23)的上表面设置有第一密封胶层。
  4. 根据权利要求3所述的磁浮列车的前端结构，其特征在于，所述碳纤维前段骨架(11)上预埋有用于安装所述第一连接座(12)的第一垫块(13)，所述第一垫块(13)与所述第一连接座(12)通过螺钉连接，所述碳纤维后段骨架(21)上预埋有用于安装所述第二连接座(22)的第二垫块(24)，所述第二垫块(24)与所述第二连接座(22)通过螺钉连接。
  5. 根据权利要求1所述的磁浮列车的前端结构，其特征在于，还包括连接组件(3)，用于实现所述碳纤维前段骨架(11)和所述碳纤维后段骨架(21)组成的整体与车体底架连接，
    所述连接组件(3)包括：
    角铝(31)，沿所述碳纤维前段骨架(11)和所述碳纤维后段骨架(21)的长度方向的两侧设置，位于所述碳纤维前段骨架(11)和所述碳纤维后段骨架(21)的内侧，能够与所述车体底架连接；
    铝条(32)，沿所述碳纤维前段骨架(11)和所述碳纤维后段骨架(21)的长度方向的两侧设置，位于所述碳纤维前段骨架(11)和所述碳纤维后段骨架(21)的外侧，能够与所述车体底架连接。
  6. 根据权利要求5所述的磁浮列车的前端结构，其特征在于，所述铝条(32)与所述车体底架之间、以及所述铝条(32)与前端结构之间设置有第二密封胶层。
  7. 根据权利要求1所述的磁浮列车的前端结构，其特征在于，所述前端前段(1)开设有前端车窗窗口和第一侧窗窗口，所述前端车窗窗口和第一侧窗窗口上设置有第一翻边，所述第一翻边用于安装前端车窗和第一侧窗，
    所述前端后段(2)开设第二侧窗窗口，所述第二侧窗窗口上设置有第二翻边，所述第二翻边用于安装所述第二侧窗。
  8. 根据权利要求1所述的磁浮列车的前端结构，其特征在于，所述碳纤维后段内蒙皮上通过结构胶粘贴有安装滑槽，
    所述安装滑槽通过铆钉固定在所述碳纤维后段内蒙皮上。
  9. 根据权利要求1所述的磁浮列车的前端结构，其特征在于，所述前端前段(1)开设有用于安装天线罩的安装槽。
  10. 一种磁浮列车，其特征在于，包括前端结构，所述前端结构为权利要求1-9中任一项所述的前端结构。
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