Strength characterization of 3D hollow sandwich composite with Al-GF/PP faceplate under aerodynamic load
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摘要: 随着高速列车的不断提速，特别是在通过隧道或会车时，气动载荷对蒙皮结构的强度特性提出了更高的要求。热塑性铝合金-玻纤/聚丙烯( Al-GF/PP)面板-三维中空夹层复合材料是一种以纤维金属层板为面板、三维中空复合复合材料为芯材的三明治夹层材料，具有轻质高强、隔音隔热等优势，可用于高速列车车门、裙板等蒙皮结构。通过比较不同高度(10~25 mm)的三维中空复合材料在平压、侧压及弯曲性能上的表现发现，随着厚度增加，其力学性能呈下降趋势，较厚的三维中空复合材料芯材弯矩较大，结构稳定性低。对Al-GF/PP面板-三维中空夹层复合材料进行了4 kPa、5 kPa、6 kPa、7 kPa的气动载荷测试。结果表明：当“8”形纤维受到垂直于面板方向的作用力时，纬向承担了主要载荷，这有助于减小纤维在加载方向上的位移量。芯材与上面板连接处承受的载荷应力最大，位移主要出现于结构的受载侧，最大位移值分别为1.80 μm、2.26 μm、2.72 μm和3.19 μm，该数量级的气动载荷不会导致试样出现宏观的变形失效。Abstract: With the increasing speed of high-speed trains, especially when passing through tunnels or meeting cars, aerodynamic loads place higher demands on the strength characteristics of the skin structure. 3D hollow sandwich composite with thermoplastic aluminum alloy-glass fibre/polypropylene (Al-GF/PP) faceplate is a kind of sandwich material with fiber metal laminates as faceplate and 3D hollow composite as core material, which has the advantages of lightweight and high strength, sound and heat insulation, and can be used in the skin structure of high-speed train doors, skirts and so on. By comparing the performance of 3D hollow composites with different heights (10-25 mm) in flatwise compressive, edgewise compressive and flexural properties, it is found that the mechanical properties show a decreasing trend with the increase of the thickness, and the thicker 3D hollow composites have higher bending moments in the core and low structural stability. Aerodynamic load tests of 4 kPa, 5 kPa, 6 kPa and 7 kPa were carried out on the 3D hollow sandwich composite with Al-GF/PP faceplate. The results show that when the "8" fibres are subjected to forces perpendicular to the faceplate, the weft fibres carry the main load, which help to reduce the displacement of the fibres in the loading direction. The highest loading stress is applied at the joint between the core and the upper panel, and the main displacement occurs on the loaded side of the structure, with maximum displacement values of 1.80 μm, 2.26 μm, 2.72 μm, and 3.19 μm, respectively, and the aerodynamic loading of this order of magnitude does not lead to macroscopic deformation and failure of the specimens.
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图 2 三维中空复合材料真空导流工艺
Figure 2. Vacuum diversion technology of 3D hollow sandwich composite
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图 3 固化工艺对三维中空复合材料力学性能的影响：(a) 弯曲性能；(b) 平压性能
Figure 3. Effect of curing process on mechanical properties of 3D hollow sandwich composite: (a) Flexural properties; (b) Flatwise compressive properties
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图 5 三维中空复合材料典型平压载荷-位移曲线(a)和典型失效形式(b)
Figure 5. Typical flatwise compressive load-displacement curves (a) and typical failure modes (b) of 3D hollow sandwich composite
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图 6 三维中空复合材料弯曲(a)和侧压(b)实验结果
Figure 6. Typical flexural (a) and edgewise compressive (b) results of 3D hollow sandwich composite
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图 7 厚度对三维中空复合材料力学性能的影响
Figure 7. Effect of thickness on mechanical properties of 3D hollow sandwich composite
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图 8 Al-GF/PP面板-三维中空复合材料模型参数
Figure 8. Model parameters of 3D hollow sandwich composite with Al-GF/PP faceplate
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图 9 Al-GF/PP面板-三维中空复合材料平压实验应力云图(a)及芯层失效过程(b)
Figure 9. Stress nephogram of 3D hollow sandwich composite with Al-GF/PP faceplate in flatwise compressive (a) and failure process of core layer (b)
S—Stress (kPa); SNEG—Distance from the middle plane of the unit to the reference plane
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图 10 气动载荷下Al-GF/PP面板-三维中空夹层复合材料的强度分析：(a) 模型；(b) 在施压后的位移云图
Figure 10. Strength analysis of 3D hollow sandwich composite with Al-GF/PP faceplate based on aerodynamic effects: (a) Finite element model;(b) Displacement cloud image after pressure
U—Displacement (μm)
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图 11 “8”形纤维在压向的位移情况：(a) “8”形纤维代表点示意图；4 kPa (b)、5 kPa (c)、6 kPa (d)、7 kPa (e)的各点压向位移
Figure 11. Displacement of the "8" shape fiber in the pressure direction: (a) Schematic diagram of "8" shaped fibers representing points; Displacement at each point of 4 kPa (b), 5 kPa (c), 6 kPa (d), 7 kPa (e)
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图 13 Al-GF/PP面板-三维中空夹层复合材料的铺层结构及制备工艺
Figure 13. Layup and preparation process of 3D hollow sandwich composite with Al-GF/PP faceplate
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图 14 (a) Al-GF/PP面板-三维中空夹层复合材料试样；(b)实验安装示意图
Figure 14. (a) Strength experiment of 3D hollow sandwich composite with Al-GF/PP faceplate; (b) Experimental installation diagram
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图 15 对Al-GF/PP面板-三维中空夹层复合材料A面施压前后：(a)施加前；(b)施加4 kPa；(c)施加6 kPa；(d)施加后
Figure 15. A side of 3D hollow sandwich composite with Al-GF/PP faceplate before and after application:(a) Before application; (b) Apply 4 kPa; (c) Apply 6 kPa; (d) After application
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图 16 对Al-GF/PP面板-三维中空夹层复合材料B面施压前后：(a)施加前；(b)施加4 kPa；(c)施加6 kPa；(d)施加后
Figure 16. B side of 3D hollow sandwich composite with Al-GF/PP faceplate before and after application: (a) Before application; (b) Apply 4 kPa; (c) Apply 6 kPa; (d) After application
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图 17 经过气动载荷试验后Al-GF/PP面板-三维中空夹层复合材料超声C扫结果
Figure 17. Ultrasonic C-scan results of 3D hollow sandwich composite with Al-GF/PP faceplate after aerodynamic load
AMP—Amplitude
表 1 三维中空复合材料的物理参数
Table 1 Physical parameters of 3D hollow sandwich composite
Weave thickness/mm Actual thickness/mm Surface density/
(kg·m−2)10 8.5 2.1 15 12.4 2.2 20 17.6 2.9 25 23.3 3.0 
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表 2 Al-GF/PP面板-三维中空复合材料有限元(FEM)建模参数
Table 2 Finite element method (FEM) parameters of 3D hollow sandwich composite with Al-GF/PP faceplate
Hight h/mm Faceplate thickness hf/mm Curve equation (Bundle diameter of fiber is 0.5 mm) 8.5 0.5 x=0.8sin(360t)y=1.76(1−t)z=10t
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表 3 Al-GF/PP面板-三维中空复合材料FEM参数
Table 3 FEM parameters of 3D hollow sandwich composite with Al-GF/PP faceplate
Parameter Faceplate Core ρ/(g·cm−3) 1.4×10−9 2.1×10−9 E1/MPa 11230 16560 E2/MPa 14670 4750 v12 0.151 0.334 G12/MPa 1660 1730 G13/MPa 4780 2120 G23/MPa 4780 2120 Notes: ρ—Densities; E—Young's modulus; v12—Poisson's ratio; G12, G13, G23—Shear modulus; 1—Fiber direction; 2 and 3—Two normal directions of the fiber.
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目的
随着高速列车的不断提速，特别是在通过隧道或会车时，气动载荷对蒙皮结构的强度特性提出了更高的要求。根据UIC-566《客车车体及其零部件的载荷》和EN12663《铁路应用铁道车辆车体结构要求》标准中规定的6 kPa载荷值，结合有限元模拟分析与实验验证的方法，评价Al/GF/PP面板-三维中空夹层复合材料在气动载荷下的强度特性。
方法首先，采用真空导流工艺制备三维中空复合材料，并探究不同的固化工艺对三维中空复合材料力学性能的影响。通过平压实验、弯曲实验了侧压实验分析不同厚度的三维中空复合材料力学性能的变化趋势及主要失效形式。随后，基于Grosberg提出的弹性细杆模型，通过Pro-E和ABAQUS/Explicit建立三维中空复合材料的有限元法模型。依据三维中空复合材料的实际测量形状，假设单个“8”形纤维为两条空间正弦曲线构成。分析“8”形纤维在不同气动载荷作用下的应力分布及位移情况。最后，以热塑性铝合金/玻纤/聚丙烯(Aluminum/ Glass fiber/ Polypropylene, Al/GF/PP)层板为面板、三维中空复合复合材料为芯材，通过热模压工艺制备Al/GF/PP面板-三维中空夹层复合材料。将300 mm×300 mm的试样安装在密封工装上，利用工装对试样进行加压，用位移传感器测量结构的变形情况，并采用超声C扫表征试样。
结果首先，阶梯固化试样的压缩强度和弯曲强度分别比195 ℃固化试样提高了17.8 %和21.3 %。这是由于阶梯固化让树脂有预凝胶过程进行，有利于树脂充分反应；若直接195 ℃固化会造成树脂在一定时间内急剧固化，可能引起树脂收缩甚至剧烈反应，导致树脂内气泡不能及时排除等因素，造成力学性能下降。三维中空复合材料平压失效最终表现为“8”形纤维芯材完全压溃失效。卸载后具有回弹现象，回弹后试样中的“8”形纤维与面板的夹角减小，其根部出现泛白现象。弯曲和侧压失效分别表现为整体结构不对称变形和宏观屈曲。随着厚度增加，三维中空复合材料的力学性能呈下降的趋势，当厚度为10 mm时，最大平压强度、弯曲强度和侧压强度分别为0.84 MPa、11.20 MPa和3.40 MPa。较厚的三维中空复合材料芯材弯矩较大，结构稳定性低。随后，对Al/GF/PP面板-三维中空夹层复合材料进行了4 kPa、5 kPa、6 kPa、7 kPa的气动载荷测试。可见，当“8”字形纤维受到垂直于纤维方向的作用力时，纬向纤维承担了主要载荷，这有助于减小纤维在加载方向上的位移量。若压力持续增大，达到“8”形纤维的失效载荷，其在纬向将发生变形。“8”形纤维将以根部为支点，发生纬向的塑性转动。芯材与上面板连接处承受的载荷应力最大，位移主要出现于结构的受载侧，最大位移值分别为1.80 μm、2.26 μm、2.72 μm和3.19 μm。对于结构的整体变形而言，该数量级的压力不会引起试样宏观的变形失效。最后，实验结果表明，位移传感器的值在分别施加4 kPa和6 kPa后未出现变化，超声C扫结果中信号没有明显的减弱。
结论随着厚度(10 mm~25 mm)增加，三维中空复合材料的平压、侧压和弯曲性能均呈下降趋势。较厚的三维中空复合材料芯材弯矩较大，结构稳定性低。当Al/GF/PP面板-三维中空夹层复合材料的“8”形纤维在承受垂直于面板方向的作用力时，纬向承担了主要载荷，这有助于减小其在加载方向的位移量。芯材与上面板连接处的载荷应力最大，位移主要出现于结构的受载侧，最大位移值分别为1.80 μm、2.26 μm、2.72 μm和3.19 μm，该数量级的气动载荷不会导致试样出现宏观的变形失效。
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热塑性纤维金属层板具有优异的热变形性能，加工效率高且绿色可回收，在轨道交通领域吸引了越来越多的研究。高速列车在会车或穿过隧道时，空气动力效应作用于车体表面将影响车体结构，严重时将危及列车的安全运行。
本文以热塑性铝合金-玻纤/聚丙烯(Aluminum/Glass fiber/Polypropylene, Al-GF/PP)层板为面板，三维中空复合材料为芯材，制备了一种三明治夹层复合材料。通过比较不同高度(10 ~25 mm)的三维中空复合材料在平压、侧压及弯曲性能上的表现发现，随着厚度增加，其力学性能呈下降趋势，较厚的三维中空复合材料芯材弯矩较大，结构稳定性低。根据UIC-566《客车车体及其零部件的载荷》和EN12663《铁路应用铁道车辆车体结构要求》，对Al-GF/PP面板-三维中空夹层复合材料进行了4 kPa、5 kPa、6 kPa、7 kPa的气动载荷测试。结果表明，当“8”形纤维受到垂直于面板方向的作用力时，纬向承担了主要载荷，这有助于减小纤维在加载方向上的位移量。芯材与上面板连接处承受的载荷应力最大，位移主要出现于结构的受载侧，最大位移值分别为1.80 μm、2.26 μm、2.72 μm和3.19 μm，该数量级的气动载荷不会导致试样出现宏观的变形失效。因此，对于高速列车车门、设备舱底板及裙板等结构，本研究设计的Al-GF/PP面板-三维中空夹层复合材料满足气动载荷的强度特性要求，具有重要的工程意义。
“8”形纤维在压向的位移情况(a) “8”形纤维代表点示意图; (b) 4 kPa各点压向位移; (c) 5 kPa各点压向位移;(d) 6 kPa各点压向位移; (e) 7 kPa各点压向位移
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