摘要
横梁管是机车转向架构架的重要组成构件之一,起到连接两边侧梁与横向止挡的作用,是主要承载及牵引部件,随着动车组运行速度的不断提升,对转向架构架横梁管在复杂载荷作用下的承载能力的要求不断提高。本文以某型号的高速动车组转向架构架横梁管为研究对象,采用数值仿真的方法,研究不同焊接顺序对其焊接残余应力和变形的分布规律,并以此进行焊接顺序的优化。结果表明:对于横梁管自由端焊接变形,方案1和方案2的变形量明显大于方案3的,方案3的整体焊接变形最小、端面平整度最好;对于横梁管焊接残余应力,3种方案在焊缝表面、焊趾处、熔合区处的Mises应力相差不大,变化趋势也基本相同;方案3,即正-逆交替焊接的方法在不增大应力的情况下可以有效地控制焊接变形。本文结论能够有效地控制机车转向架构架横梁管的焊接残余应力与变形、改善接头焊接质量,为实际生产提供数据参考。
The beam pipe of CRH was an important component of the bogie, to connect the two side beams and the stop-beam, which was bearing and pulling part. With the improving of the CRH speed, the requirement under complex load of the beam pipe of CRH bearing capacity was increasing. In this paper, a numerical simulation method was used to study the beam pipe of CRH of a high-speed moving train. The distribution of the welding deformation and residual stress affected by the different welding sequence was investigated and the welding sequence was optimized. The results showed that for the welding deformation of the free end of beam pipe, the deformation of scheme 1 and scheme 2 was significantly greater than that of scheme 3. The welding deformation was minimal and the end surface roughness was best for scheme 3. With respect to welding residual stress of beam pipe, the Mises stress of the welding seam surface, welding toe and fusion zone differ rarely to each other, and the change trend was basically the same. Scheme 3, the method of alternating current and inverse welding could effectively improve the welding deformation without increasing the stress. The welding residual stress and deformation of the frame beam pipe of the locomotive steering frame could be effectively controlled, and the welding quality of the joint was improved to provide data reference for actual production.
出处
《焊接技术》
2018年第5期42-46,共5页
Welding Technology
基金
中国铁路总公司科技计划重点项目资助(2016J007-1)
关键词
焊接变形
残余应力
有限元
仿真模拟
焊接顺序
welding deformation
residual stress
finite element
simulation
welding sequence
