CN220682364U - Roof section bar for high-speed train and high-speed train - Google Patents

Abstract

The utility model provides a roof section bar for a high-speed train and the high-speed train, wherein the structure of the roof section bar for the high-speed train comprises an inner skin layer; an outer skin layer disposed opposite the inner skin layer; the rib plates are arranged between the inner skin layer and the outer skin layer, the rib plates are connected with the inner skin layer and the outer skin layer, and the inner skin layer and the outer skin layer are separated into a plurality of hollow cavities by the rib plates; and an acoustic black hole indentation formed in an inner surface of the hollow cavity. The roof section bar for the high-speed train and the high-speed train can solve the problem of how to synchronously realize vibration reduction, noise reduction and light weight of the train body.

Description

Roof section bar for high-speed train and high-speed train

Technical Field

The application relates to the technical field of vibration and noise reduction of rail trains, in particular to a roof profile for a high-speed train and the high-speed train.

Background

Increasing the speed of rail traffic not only presents problems to the vehicle such as safety, economy, environmental protection, etc., but also presents comfort issues, primarily vibration noise. The noise generation mechanism and the propagation mechanism in a high-speed state are to be discussed, and vibration and noise reduction is a long-term technical problem.

Conventional noise reduction means include the application of damping materials, sound absorbing materials, modification of the dimensional configuration of the local structure, and the like within the vehicle body. In the prior art, a steel wire mesh damper with wide damping frequency and continuous adjustable is adopted as a main damping component, so that the defects that the damping effect of a wooden floor is not ideal and the applicable frequency range of a rubber pad noise reduction structure is narrow are overcome, and the method that the upper surface and the lower support of a floor section are bonded with a viscoelastic damping material and a polyurethane sound absorption material is filled in the inner cavity of the section are overcome. However, these methods inevitably increase the weight of the vehicle body, and it is difficult to reduce the weight of the vehicle body.

Disclosure of Invention

In view of the above, an object of the present application is to provide a roof profile for a high-speed train and a high-speed train, which are used for solving the problem of how to realize vibration reduction, noise reduction and light weight of a train body synchronously.

According to a first aspect of the present utility model there is provided a roof profile for a high speed train, wherein the roof profile for a high speed train comprises: an inner skin layer; an outer skin layer disposed opposite the inner skin layer; the rib plates are arranged between the inner skin layer and the outer skin layer, the rib plates are connected with the inner skin layer and the outer skin layer, and the inner skin layer and the outer skin layer are separated into a plurality of hollow cavities by the rib plates; and an acoustic black hole indentation formed in an inner surface of the hollow cavity.

Preferably, the thickness variation of the acoustic black hole indent region conforms to h (x) =εx ^m +h ₀ Wherein h (x) is the thickness of the acoustic black hole indentation at x, h ₀ For the truncated thickness of the acoustic black hole dent, the power exponent m is equal to or greater than 2, ε= (h-h) ₀ )/r _ABH ^m H is the thickness at the edge of the acoustic black hole indentation, r _ABH Is the radius of the acoustic black hole indentation.

Preferably, a damping layer is paved in the acoustic black hole dent.

Preferably, the minimum thickness of the acoustic black hole indentation is not less than 1/4 of the thickness of the profile where the acoustic black hole indentation is provided.

Preferably, a plurality of acoustic black hole dents are arranged on the inner surface of each hollow cavity, the acoustic black hole dents are arranged at intervals along the first direction, one row of acoustic black hole dents is formed on each of the inner skin layer and the outer skin layer of each hollow cavity, and the two rows of black hole dents are arranged in a one-to-one correspondence.

Preferably, a row of acoustic black hole dents is arranged on the rib plate between two adjacent hollow cavities.

Preferably, a plurality of acoustic black hole dents are arranged on the inner surface of each hollow cavity, the acoustic black hole dents are arranged at intervals along the first direction, two rows of acoustic black hole dents are formed on the inner skin layer of each hollow cavity, one row of acoustic black hole dents is formed on the outer skin layer of each hollow cavity, the acoustic black hole dents on the inner skin layer and the acoustic black hole dents on the outer skin layer are correspondingly arranged in position along the first direction, and one row of acoustic black hole dents are arranged on the rib plate between two adjacent hollow cavities.

Preferably, a plurality of acoustic black hole dents are arranged on the inner surface of each hollow cavity, the acoustic black hole dents are arranged at intervals along the first direction, a row of acoustic black hole dents is formed on each of the inner skin layer and the outer skin layer of each hollow cavity, the two rows of black hole dents are arranged in a staggered manner along the first direction, and a row of acoustic black hole dents is arranged on the rib plate between two adjacent hollow cavities.

Preferably, a plurality of acoustic black hole dents are arranged on the inner surface of each hollow cavity, the acoustic black hole dents are arranged at intervals along the first direction, a row of acoustic black hole dents are formed on the inner skin layer of one hollow cavity, a row of acoustic black hole dents are formed on the outer skin layer of the other hollow cavity, and a row of acoustic black hole dents are arranged on one of two adjacent rib plates.

According to a second aspect of the present utility model there is provided a high speed train comprising a roof profile for a high speed train as described above.

The roof section bar for the high-speed train and the high-speed train comprise the inner skin layer and the outer skin layer which are oppositely arranged, the plurality of rib plates are arranged between the inner skin layer and the outer skin layer and are used for connecting the inner skin layer and the outer skin layer, the plurality of rib plates divide the inner skin layer and the outer skin layer into a plurality of hollow cavities, acoustic black hole dents are arranged on the inner surfaces of the hollow cavities, further bending wave speed in the structure can be effectively reduced, vibration waves can be converged into the acoustic black hole dents under ideal conditions to realize zero reflection of waves, and due to the fact that the roof of the train body belongs to non-main bearing components, proper structural cutting can be carried out on the roof of the train body, and therefore the problem of how to synchronously realize vibration reduction and noise reduction and light weight of the train body can be effectively solved.

In order to make the above objects, features and advantages of the present application more comprehensible, preferred embodiments accompanied with figures are described in detail below.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings that are needed in the embodiments will be briefly described below, it being understood that the following drawings only illustrate some embodiments of the present application and therefore should not be considered limiting the scope, and that other related drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.

Fig. 1 is a cross-sectional view of one embodiment of a roof profile for a high speed train in accordance with the present utility model.

Fig. 2 is a partial cross-sectional view of a roof profile for a high-speed train according to the present utility model.

Fig. 3 is a partial cross-sectional view of a roof profile for a high-speed train according to the present utility model, without a damping layer.

Fig. 4 is a schematic structural view of an embodiment one of a roof profile for a high-speed train according to the present utility model.

Fig. 5 is a schematic structural view of an embodiment two of a roof profile for a high-speed train according to the present utility model.

Fig. 6 is a schematic structural view of an embodiment three of a roof profile for a high-speed train according to the present utility model.

Fig. 7 is a schematic structural view of an embodiment four of a roof profile for a high-speed train according to the present utility model.

Fig. 8 is a schematic structural view of an embodiment five of a roof profile for a high-speed train according to the present utility model.

Fig. 9 is a cross-sectional view of another embodiment of a roof profile for a high speed train in accordance with the present utility model.

Fig. 10 is a simulation model diagram of a roof profile for a high-speed train according to the present utility model.

Fig. 11 is a simulation model diagram of a conventional high-speed train roof profile.

Fig. 12 is a graph of simulated calculated sound insulation of a roof profile for a high speed train according to the present utility model and a conventional roof profile for a high speed train.

Reference numerals: 1-an outer skin layer; 2-inner skin layer; 3-rib plates; 4-acoustic black hole dimples; 5-a hollow cavity; 6-a damping layer; 7-PML layer; 8-incident sound field; 9-transmitting sound field; 10-an acoustic insulation curve of a traditional section bar; 11-sound insulation curve of profile provided with acoustic black hole indentations.

Detailed Description

The following detailed description is provided to assist the reader in obtaining a thorough understanding of the methods, apparatus, and/or systems described herein. However, various changes, modifications, and equivalents of the methods, apparatuses, and/or systems described herein will be apparent after an understanding of the present disclosure. For example, the order of operations described herein is merely an example, and is not limited to the order set forth herein, but rather, obvious variations may be made upon an understanding of the present disclosure, other than operations that must occur in a specific order. In addition, descriptions of features known in the art may be omitted for the sake of clarity and conciseness.

The features described herein may be embodied in different forms and should not be construed as limited to the examples described herein. Rather, the examples described herein have been provided solely to illustrate some of the many possible ways of implementing the methods, devices, and/or systems described herein that will be apparent after a review of the disclosure of the present application.

In the entire specification, when an element (such as a layer, region or substrate) is described as being "on", "connected to", "bonded to", "over" or "covering" another element, it may be directly "on", "connected to", "bonded to", "over" or "covering" another element or there may be one or more other elements interposed therebetween. In contrast, when an element is referred to as being "directly on," directly connected to, "or" directly coupled to, "another element, directly on," or "directly covering" the other element, there may be no other element intervening therebetween.

As used herein, the term "and/or" includes any one of the listed items of interest and any combination of any two or more.

Although terms such as "first," "second," and "third" may be used herein to describe various elements, components, regions, layers or sections, these elements, components, regions, layers or sections should not be limited by these terms. Rather, these terms are only used to distinguish one element, component, region, layer or section from another element, component, region, layer or section. Thus, a first member, component, region, layer or section discussed in examples described herein could also be termed a second member, component, region, layer or section without departing from the teachings of the examples.

For ease of description, spatially relative terms such as "above … …," "upper," "below … …," and "lower" may be used herein to describe one element's relationship to another element as illustrated in the figures. Such spatially relative terms are intended to encompass different orientations of the device in use or operation in addition to the orientation depicted in the figures. For example, if the device in the figures is turned over, elements described as "above" or "upper" relative to another element would then be oriented "below" or "lower" relative to the other element. Thus, the term "above … …" includes both orientations "above … …" and "below … …" depending on the spatial orientation of the device. The device may also be otherwise positioned (e.g., rotated 90 degrees or at other orientations) and the spatially relative descriptors used herein interpreted accordingly.

The terminology used herein is for the purpose of describing various examples only and is not intended to be limiting of the disclosure. Singular forms also are intended to include plural forms unless the context clearly indicates otherwise. The terms "comprises," "comprising," and "having" are intended to specify the presence of stated features, integers, operations, elements, and/or groups thereof, but do not preclude the presence or addition of one or more other features, integers, operations, elements, and/or groups thereof.

Variations from the shapes of the illustrations as a result, of manufacturing techniques and/or tolerances, are to be expected. Accordingly, the examples described herein are not limited to the particular shapes shown in the drawings, but include changes in shapes that occur during manufacture.

The features of the examples described herein may be combined in various ways that will be apparent after an understanding of the disclosure of the present application. Further, while the examples described herein have a variety of configurations, other configurations are possible as will be apparent after an understanding of the present disclosure.

As shown in fig. 1 to 9, according to a first aspect of the present utility model, there is provided a roof profile for a high-speed train including an outer skin layer 1, an inner skin layer 2, a rib plate 3, and an acoustic black hole indentation 4.

In the following description, a specific structure of the above-described assembly of the roof section bar for a high-speed train and a connection relationship of the above-described assembly will be specifically described with reference to fig. 1 to 9.

As shown in fig. 1 to 9, in an embodiment, an outer skin layer 1 may be disposed opposite an inner skin layer 2, and a plurality of rib plates 3 may be disposed between the inner skin layer 2 and the outer skin layer 1 for connecting the inner skin layer 2 and the outer skin layer 1. The plurality of rib plates 3 may divide the inner skin layer 2 and the outer skin layer 1 into a plurality of hollow cavities 5, and acoustic black hole dimples 4 may be provided at the inner surfaces of the hollow cavities 5. The acoustic black hole indentations 4 are able to effectively reduce the bending wave velocity in the structure, in which case the vibration waves would ideally converge into the acoustic black hole indentations 4 to achieve zero reflection of the waves. Because the roof of the high-speed train belongs to a non-main bearing component, the roof can be cut in a proper structure, and vibration reduction, noise reduction and light weight of the train body are synchronously realized.

Preferably, as shown in fig. 1 to 8, in an embodiment, the roof profile for a high-speed train may be a rectangular plate profile, the outer skin layer 1 and the inner skin layer 2 may be rectangular plates with equal dimensions, and the outer skin layer 1 may be aligned with the inner skin layer 2. The rib plate 3 can be a plate with the same length as the outer skin layer 1 and the inner skin layer 2, the upper end of the rib plate is connected with the outer skin layer 1, the lower end of the rib plate is connected with the inner skin layer 2, and a plurality of hollow cavities 5 are further formed between the outer skin layer 1 and the inner skin layer 2. Preferably, the outer skin layer 1, the inner skin layer 2 and the rib plate 3 may be integrally formed.

Preferably, as shown in fig. 1 to 9, in an embodiment, the acoustic black hole indentation 4 may be formed on the inner surface of the hollow cavity 5, i.e., the acoustic black hole indentation 4 may be formed between the outer skin layer 1 and the inner skin layer 2. Because the outer skin layer 1 and the outer side of the inner skin layer 2 of the roof of the high-speed train are usually required to be connected with external equipment (such as a roof air conditioner or a carriage interior trim, etc.), the acoustic black hole dent 4 is arranged in the hollow cavity 5, so that the flattening structure of the roof of the vehicle body can be reserved, the aerodynamic effect of the roof of the vehicle body is further protected, and a sound insulation material can be paved in the vehicle as required.

Preferably, as shown in fig. 1 to 9, in the embodiment, the acoustic black hole indent 4 may be a circular indent, and a gradient change rule of power exponent is adopted from the uniform thickness of the profile to the deepest part of the acoustic black hole indent 4, that is, the thickness (the dimension perpendicular to the plate surface) change of the acoustic black hole indent 4 area conforms to h (x) =εx ^m +h ₀ Where h (x) is the thickness of the acoustic black hole indentation 4 at x, h ₀ For the truncated thickness of the acoustic black hole indentation 4, the power exponent m is not less than 2, ε= (h-h) ₀ )/r _ABH ^m H is the thickness at the edge of the acoustic black hole indentation 4, r _ABH Is the radius of the acoustic black hole indentation 4.

Further, it is preferable that, as shown in fig. 1 to 9, in the embodiment, at the outer periphery of the acoustic black hole dent 4 (i.e., x=r _ABH ) Rounded corners may be provided to avoid stress concentrations at the outer periphery of the acoustic black hole indent 4 due to abrupt size changes. The thinner the thickness of the central region of the ideal acoustic black hole indent 4 is, the better and even the zero is, however, in case the application carrier is a roof profile for said high speed train, the zero is the thickness will greatly weaken its strength, thereby negatively affecting the carrying capacity of the roof of the car body, so that it is preferred that the minimum thickness of the acoustic black hole indent 4 is not less than 1/4 of the thickness of the profile where said acoustic black hole indent 4 is provided.

Furthermore, preferably, as shown in fig. 1 to 9, in an embodiment, a damping layer 6 may be laid in the acoustic black hole indent 4. The damping layer 6 may be a viscoelastic damping layer covering the surface of the acoustic black hole dent 4 and having a size equal to that of the acoustic black hole dent 4, and specifically, the damping layer 6 may be made of a high molecular polymer or asphalt, which may be bonded and adhered to the surface of the acoustic black hole dent 4 by an adhesive, so as to avoid affecting the shape of the acoustic black hole dent 4. The cutting thickness of the acoustic black hole dent 4 cannot be zero in actual processing, so that the wave convergence effect is affected, and the acoustic black hole dent cannot be an ideal wave trap, but the reflection coefficient can be effectively reduced by sticking damping materials at the position of the cutting thickness, and the dissipation of wave energy is completed. The damping layer 6 disposed within the acoustic black hole dimple 4 can effectively absorb the wave energy concentrated to the center thereof, thereby reducing the vibration noise level.

Preferably, as shown in fig. 1 to 4, in the first embodiment, the inner surface of each hollow cavity 5 of the roof profile for the high-speed train may be provided with a plurality of acoustic black hole dimples 4. Preferably, the plurality of acoustic black hole dimples 4 are all arranged at intervals along the first direction (which may be the length direction of the hollow cavity 5). Specifically, a row of acoustic black hole dimples 4 may be formed on the inner skin layer 2 and the outer skin layer 1 of each hollow cavity 5, and the acoustic black hole dimples 4 on the inner skin layer 2 and the acoustic black hole dimples 4 on the outer skin layer 1 of each hollow cavity 5 are disposed in a one-to-one correspondence (i.e., two rows of the acoustic black hole dimples 4 are disposed in a one-to-one correspondence).

Preferably, as shown in fig. 1 to 3 and 5, in the second embodiment, the inner surface of each hollow cavity 5 of the roof profile for the high-speed train may be provided with a plurality of acoustic black hole dimples 4. Specifically, in the roof profile for a high-speed train in the second embodiment, on the basis of the first embodiment, a row of acoustic black hole dimples 4 disposed along the first direction is also disposed on the rib plate 3 between two adjacent hollow cavities 5, and the acoustic black hole dimples 4 disposed on the rib plate 3 may be aligned with the acoustic black hole dimples 4 disposed on the inner skin layer 2 and the outer skin layer 1.

Preferably, as shown in fig. 1 to 3 and 6, in the third embodiment, the inner surface of each hollow cavity 5 of the roof profile for the high-speed train may be provided with a plurality of acoustic black hole dimples 4. Preferably, the plurality of acoustic black hole dimples 4 are all arranged at intervals along the first direction (which may be the length direction of the hollow cavity 5). Specifically, two rows of acoustic black hole dimples 4 are formed on the inner skin layer 2 of each hollow cavity 5, and a row of acoustic black hole dimples 4 is formed on the outer skin layer 1 of each hollow cavity 5, and the acoustic black hole dimples 4 on the inner skin layer 2 are disposed in position corresponding to the acoustic black hole dimples 4 on the outer skin layer 1 in the first direction (i.e., aligned in the length direction of the hollow cavity 5). Specifically, one row of acoustic black hole dimples 4 on the outer skin layer 1 may be disposed in alignment with either one of the two rows of acoustic black hole dimples 4 on the inner skin layer 2 or disposed at a position corresponding to the center of the two rows of acoustic black hole dimples 4 on the inner skin layer 2. Similarly, a row of acoustic black hole dimples 4 arranged along the first direction is also arranged on the rib plate 3 between two adjacent hollow cavities 5, and the acoustic black hole dimples 4 arranged on the rib plate 3 can be aligned with the acoustic black hole dimples 4 arranged on the inner skin layer 2 and the outer skin layer 1.

Preferably, as shown in fig. 1 to 3 and 7, in the fourth embodiment, the inner surface of each hollow cavity 5 of the roof profile for the high-speed train may be provided with a plurality of acoustic black hole dimples 4. Preferably, the plurality of acoustic black hole dimples 4 are all arranged at intervals along the first direction (which may be the length direction of the hollow cavity 5). Specifically, a row of acoustic black hole dimples 4 may be formed on each of the inner skin layer 2 and the outer skin layer 1 of each hollow cavity 5, and the acoustic black hole dimples 4 on the inner skin layer 2 and the acoustic black hole dimples 4 on the outer skin layer 1 of each hollow cavity 5 are alternately arranged in the first direction (i.e., two rows of the acoustic black hole dimples 4 are alternately arranged in the first direction). A row of acoustic black hole dents 4 arranged along the first direction is also arranged on the rib plate 3 between two adjacent hollow cavities 5, and the acoustic black hole dents 4 arranged on the rib plate 3 can be aligned with the acoustic black hole dents 4 arranged on the inner skin layer 2.

Preferably, as shown in fig. 1 to 3 and 8, in the fifth embodiment, the inner surface of each hollow cavity 5 of the roof profile for the high-speed train may be provided with a plurality of acoustic black hole dimples 4. Preferably, the plurality of acoustic black hole dimples 4 are all arranged at intervals along the first direction (which may be the length direction of the hollow cavity 5). Specifically, in each two adjacent hollow cavities 5, a row of acoustic black hole dimples 4 may be formed on the inner skin layer 2 of one hollow cavity 5, and a row of acoustic black hole dimples 4 may be formed on the outer skin layer 1 of the other hollow cavity 5. And in each two adjacent rib plates 3, a row of acoustic black hole dents 4 arranged along the first direction is arranged on one rib plate 3, and the acoustic black hole dents 4 arranged on the rib plate 3 can be aligned with the acoustic black hole dents 4 arranged on the inner skin layer 2.

However, without being limited thereto, the pattern of the roof profile for the high-speed train in the above embodiment is only a few preferred cases, and the acoustic black hole dimples 4, the inner skin layer 2, the outer skin layer 1, and the gusset 3 may be formed in other patterns as long as the effects of vibration reduction, noise reduction, and body weight reduction of the roof profile for the high-speed train can be achieved, for example, as shown in fig. 9, the gusset 3 may be connected to the surface of the inner skin layer 2 or the outer skin layer 1 obliquely or vertically, and the acoustic black hole dimples 4 may be disposed between the inner skin layer 2 and the outer skin layer 1 at will.

Further, according to a second aspect of the present utility model, there is provided a high-speed train including the roof profile for a high-speed train as described above, the roof profile for a high-speed train being applicable to a roof of the high-speed train.

In an embodiment, as shown in fig. 10 to 12, in order to further verify the vibration reduction, noise reduction and light weight effects of the roof profile for the high-speed train, the validity of the roof profile for the high-speed train may be verified by a simulation means. In order to ensure the accuracy of the calculation model and improve the calculation efficiency and reduce the calculation time, the roof profile for the high-speed train shown in fig. 1 is taken as a research object, and the part shown in fig. 10 is taken for simulation calculation.

In an embodiment, the dimension of the roof profile for the high-speed train is 350mm long along the cross section direction, the thickness of the outer skin layer 1 is 2.1mm, the thickness of the inner skin layer 2 is 2.2mm, the thickness of the rib plate 3 is 2mm, and the cross section curve of the acoustic black hole indent 4 of the outer skin layer 1 satisfies h (x) =15.5 x ² +0.00055, (0.ltoreq.x.ltoreq.0.01, unit m),the cross-sectional curve of the acoustic black hole indentation 4 of the inner skin layer 2 satisfies h (x) =16.5 x ² +0.00055, (0.ltoreq.x.ltoreq.0.01, unit m), the thickness of the damping layer 6 being 0.5mm. The material of the top plate section bar for the high-speed train can be aluminum alloy, the density of the top plate section bar is 2700kg/m3, the Poisson ratio is 0.33, the Young modulus is 71000MPa, the density of the damping layer 6 is 1812kg/m3, the Poisson ratio is 0.45, the Young modulus is 9MPa, and the loss factor is 0.2.

As shown in fig. 10 and 11, in the embodiment, according to the above geometric dimensions and material parameters, a simulation model of the roof profile for the high-speed train is built by using COMSOL software, and the simulation model is formed by sequentially arranging a PML layer 7 (perfect matching layer), an incident sound field 8, a roof profile structure for the high-speed train, a transmission sound field 9 and the PML layer 7 from top to bottom. The incident sound field 8 uses a background pressure field as acoustic excitation, the incident wave is a plane wave, the sound pressure amplitude is 1Pa, and a sound insulation amount calculation formula tl=20log (1/τ) is defined, where τ is a transmission coefficient. And then mesh subdivision is carried out on the simulation model, frequency domain solving is carried out, the solving frequency is 100-5000 Hz, and the calculating step length is 100Hz. Meanwhile, for comparative study, a simulation model diagram of a conventional high-speed train roof section shown in fig. 11 is provided, which is composed of a PML layer 7 (perfect matching layer), an incident sound field 8, a conventional section structure, a transmitted sound field 9 and the PML layer 7 arranged in order from top to bottom.

In the embodiment, as shown in the simulation calculation sound insulation curve graph of fig. 12 (the ordinate is TL/dB, and the abscissa is frequency/HZ), compared with the sound insulation curve graph 10 of the traditional section, the sound insulation of the sound insulation curve 11 of the section provided with the acoustic black hole dent is greatly improved in the high frequency range, the sound insulation is averagely improved by 12.5dB in the range of 3200-4600 HZ, the vibration reduction and noise reduction effects are obvious, and the sound insulation curve is matched with the theory that the main working frequency band of the acoustic black hole structure is concentrated in the middle-high frequency band. In summary, the roof profile for the high-speed train can improve the light weight level on the basis of ensuring the original structural strength, has good vibration reduction and noise reduction effects in the middle-high frequency band, wherein the roof profile for the high-speed train without the damping layer 6 realizes the weight reduction of 0.7%, and the roof profile for the high-speed train with the damping layer 6 realizes the weight reduction of 0.4%, so that the roof profile for the high-speed train has wide application prospects in the aspects of light weight, vibration reduction and noise reduction of the high-speed train.

Furthermore, regarding the shape, position and size of the acoustic black hole dimples 4 and the damping layer 6 described above are only preferred embodiments, it should be noted that several modifications can be made without departing from the basic principles of the present application, such as the use of trigonometric or logarithmic function polynomials for the acoustic black hole dimples provided in the roof section bar for the high speed train, which modifications are also considered as protection scope of the present application.

Finally, it should be noted that: the foregoing examples are merely specific embodiments of the present application, and are not intended to limit the scope of the present application, but the present application is not limited thereto, and those skilled in the art will appreciate that while the foregoing examples are described in detail, the present application is not limited thereto. Any person skilled in the art may modify or easily conceive of the technical solution described in the foregoing embodiments, or make equivalent substitutions for some of the technical features within the technical scope of the disclosure of the present application; such modifications, changes or substitutions do not depart from the spirit and scope of the technical solutions of the embodiments of the present application, and are intended to be included in the scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.

Claims (10)

1. A roof profile for a high-speed train, the roof profile for a high-speed train comprising:

an inner skin layer;

an outer skin layer disposed opposite the inner skin layer;

the rib plates are arranged between the inner skin layer and the outer skin layer, the rib plates are connected with the inner skin layer and the outer skin layer, and the inner skin layer and the outer skin layer are separated into a plurality of hollow cavities by the rib plates; and

an acoustic black hole indentation is formed in an inner surface of the hollow cavity.

2. The roof profile for a high-speed train according to claim 1, wherein the thickness variation of the acoustic black hole indent region corresponds to h (x) = εx ^m +h ₀ Wherein h (x) is the thickness of the acoustic black hole indentation at x, h ₀ For the truncated thickness of the acoustic black hole dent, the power exponent m is equal to or greater than 2, ε= (h-h) ₀ )/r _ABH ^m H is the thickness at the edge of the acoustic black hole indentation, r _ABH Is the radius of the acoustic black hole indentation.

3. The roof profile for a high-speed train according to claim 2, wherein a damping layer is laid in the acoustic black hole indentation.

4. The roof profile for a high-speed train according to claim 2, wherein the minimum thickness of the acoustic black hole dimples is not less than 1/4 of the thickness of the profile where the acoustic black hole dimples are provided.

5. The roof profile for a high-speed train according to claim 1, wherein a plurality of the acoustic black hole dimples are provided on an inner surface of each of the hollow cavities, the plurality of the acoustic black hole dimples are arranged at intervals along the first direction, one row of the acoustic black hole dimples is formed on each of the inner skin layer and the outer skin layer of each of the hollow cavities, and the two rows of the black hole dimples are provided in one-to-one correspondence.

6. The roof profile for a high-speed train according to claim 5, wherein a row of the acoustic black hole dimples is provided on the rib plate between two adjacent hollow cavities.

7. The roof profile for a high-speed train according to claim 1, wherein a plurality of the acoustic black hole dimples are provided on an inner surface of each of the hollow cavities, the plurality of the acoustic black hole dimples are arranged at intervals along a first direction, two rows of the acoustic black hole dimples are formed on an inner skin layer of each of the hollow cavities, one row of the acoustic black hole dimples is formed on an outer skin layer of each of the hollow cavities, the acoustic black hole dimples on the inner skin layer are provided in correspondence with the acoustic black hole dimples on the outer skin layer in position in the first direction, and one row of the acoustic black hole dimples is provided on the rib plate between two adjacent hollow cavities.

8. The roof profile for a high-speed train according to claim 1, wherein a plurality of the acoustic black hole dimples are provided on an inner surface of each of the hollow cavities, the plurality of the acoustic black hole dimples are arranged at intervals along a first direction, a row of the acoustic black hole dimples is formed on each of the inner skin layer and the outer skin layer of each of the hollow cavities, the two rows of the black hole dimples are alternately arranged in the first direction, and a row of the acoustic black hole dimples is provided on the rib plate between two adjacent hollow cavities.

9. The roof profile for a high-speed train according to claim 1, wherein the inner surface of each hollow cavity is provided with a plurality of the acoustic black hole dimples, the plurality of the acoustic black hole dimples are arranged at intervals along a first direction, and in two adjacent hollow cavities, one of the hollow cavities is formed with a row of the acoustic black hole dimples on an inner skin layer, the other hollow cavity is formed with a row of the acoustic black hole dimples on an outer skin layer, and one of the adjacent rib plates is provided with a row of the acoustic black hole dimples.

10. A high speed train comprising the roof profile for a high speed train according to any one of claims 1 to 9.