摘要
为满足欧洲市场的需求,结合铰接式转向架的安装需求,全新研发了一种满足欧盟铁路互联互通技术规范(TSI)要求的铰接式动车组车体结构。通过优化力流传递路径,采用两级缓冲结构等措施降低了底架局部结构的应力集中,提高了底架承载能力。通过优化底架边梁型材断面,抗侧滚装置、抗蛇形装置通过螺栓直接与底架边梁连接,将以往项目由过渡安装座的焊缝承载优化为底架边梁母材承载,提高了连接可靠性。对车体进行了29个工况静强度计算,所有工况的计算应力均小于许用应力,在超载AW3工况下对车体施加1500 kN纵向压缩载荷,最大应力出现在门洞下门角,计算应力为147.4 MPa,小于铝合金许用应力215 MPa。根据标准DVS 1608,对车体母材和所有焊缝进行了8种疲劳工况的评估,计算结果显示材料利用度均小于1,其中母材材料利用度最大为0.7,发生在侧墙上窗角,焊缝材料利用度最大为0.86,发生在端墙门槛与端墙立柱连接的焊缝处。对车体进行了16个工况静强度试验,所有测点的应力值均小于许用应力,且安全系数不小于1.24,留有较大的安全裕量。计算结果和试验结果说明该车体结构强度和疲劳性能满足设计要求,且有较大的安全裕量。
In order to meet the demands of the European market,a new articulated car body structure for EMUs has been developed in compliance with the requirements of the European technical specifications for interoperability(TSIs)and incorporating the installation requirements of the articulated bogies.By optimizing the force flow transfer path and adopting measures such as a two-stage buffer construction,the stress concentration was reduced on the underframe local structure to improve its load-bearing capacity.The anti-roll device and anti-hunting damper were directly bolted to the underframe side beam with an improved structural cross-section,to optimize the previous load bearing on the welded transition mount into a direct pattern on the base material of the underframe side beam,thus improving the connection reliability.Calculations were made under 29 static strength conditions for the car body,and the calculated stresses under all the conditions were less than the allowable ones.Under the over loading(AW3)condition with 1500 kN longitudinal compression load applied to the car body,the maximum stress occurred at the lower corner of the doorway,and the calculated stress was 147.4 MPa,less than the allowable stress of 215 MPa for aluminum alloy.The base material and all welds of the car body were evaluated under 8 fatigue conditions according to the standard DVS 1608,and all the calculation results revealed a material utilization less than 1.The maximum material utilization of the base material was 0.7,which occurred at the window corner of the side wall,and the maximum material utilization of the welds was 0.86,which occurred at the welds connecting the end wall threshold to the end wall column.In addition,the car body was measured under 16 static strength test conditions,and the stress values at all the measured points were less than the allowable ones,and the safety factor was greater than or equal to 1.24,leaving a large safety margin.The calculation results and test results show that the structural strength and fatig
作者
岳译新
朱卫
王赵华
YUE Yixin;ZHU Wei;WANG Zhaohua(State Key Laboratory of System Integration for High-power AC Drive Electric Locomotive,Zhuzhou,Hunan 412001,China;CRRC Zhuzhou Locomotive Co.,Ltd.,Zhuzhou,Hunan 412001,China)
出处
《机车电传动》
北大核心
2023年第1期19-23,共5页
Electric Drive for Locomotives
基金
中国中车科技研发项目(2018CDB048)。
关键词
铰接式动车组
铝合金车体
TSI要求
疲劳
有限元分析
articulated EMU
aluminum alloy car body
TSI requirement
fatigue
finite element analysis
