焊接残余应力对动车组铝合金车体疲劳强度的影响

卢耀辉; 张德文; 赵智堂; 刘俊杰; 卢川

doi:10.19818/j.cnki.1671-1637.2019.04.009

焊接残余应力对动车组铝合金车体疲劳强度的影响

doi: 10.19818/j.cnki.1671-1637.2019.04.009

卢耀辉^{1, 2,},
张德文²,
赵智堂²,
刘俊杰²,
卢川²

1.
西南交通大学先进驱动节能技术教育部工程研究中心, 四川成都 610031
2.
西南交通大学机械工程学院, 四川成都 610031

基金项目:

国家自然科学基金项目 51275428

四川省科技计划项目 2018HH0072

详细信息

作者简介:
卢耀辉(1973-), 男, 甘肃民勤人, 西南交通大学教授, 工学博士, 从事车辆结构振动疲劳与焊接疲劳断裂研究

中图分类号: U271.12
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- 被引次数: 0
出版历程
- 收稿日期: 2019-01-26
- 刊出日期: 2019-08-25

Influence of welding residual stress on fatigue strength for EMU aluminum alloy carbody

1.
Engineering Research Center of Advanced Driving Energy-Saving Technology of Ministry of Education, Southwest Jiaotong University, Chengdu 610031, Sichuan, China
2.
School of Mechanical Engineering, Southwest Jiaotong University, Chengdu 610031, Sichuan, China

More Information

Author Bio:
LU Yao-hui(1973-), male, professor, PhD, yhlu2000@swjtu.edu.cn

摘要

摘要: 采用热-弹塑性法和固有应变法计算了动车组铝合金车体对接接头的残余应力, 并进行了对比, 以验证采用固有应变法计算残余应力的合理性; 建立了车体的板壳有限元模型, 参照标准《铁路应用—铁路车辆车体的结构要求》 (EN 12663), 确定车体服役状态的疲劳载荷工况, 采用惯性释放法计算了车体有无残余应力的疲劳强度; 根据最大主应力原则, 将车体多轴应力转化为单轴应力, 得到焊缝和母材关注点的平均应力和应力幅值; 结合铝合金车体材料性能参数绘制了Goodman疲劳曲线, 计算了每个关注点的可靠性安全系数, 分析了残余应力对车体疲劳强度的影响。分析结果表明: 焊接残余应力对母材关注点影响不大, 其可靠性安全系数降幅小于5%;焊缝关注点的平均应力增加量可达25 MPa, 其可靠性安全系数降幅超过50%, 最大为54%, 使得车体容易疲劳失效; 残余应力对焊缝关注点最大主应力的方向有明显的改变。
- 车辆工程 /
- 有限元方法 /
- 焊接残余应力 /
- 热-弹塑性法 /
- 固有应变法 /
- 疲劳强度 /
- Goodman疲劳曲线
Abstract: The residual stresses of butt joint for EMU aluminum alloy carbody were calculated by using the thermal-elastic plastic method and inherent strain method, and the values were compared to verify the rationality of calculating the residual stress by inherent strain method. The shell finite element model of carbody was established, and with reference to the criteria, Railway Applications—Structural Requirements of Railway Vehicle Bodies (EN 12663), the fatigue load conditions of carbody service state were determined. The fatigue strengthes of carbody with and without residual stress were calculated by applying the inertial release method. According to the principle of maximum principal stress, the multi-axial stress of carbody was transformed into the uniaxial stress, and the average stresses and stress amplitudes of concerned points of the welds and the base metal were obtained. Combining with the performance parameters of aluminum alloy carbody material, the Goodman fatigue curve was drawn. The reliability safety coefficients of each concerned point were calculated and the influence of residual stress on the carbody fatigue strength was analyzed. Analysis result shows that the welding residual stress has little effect on the concerned points of base metal, and its reliability safety coefficient decreases by less than 5%. The average stress increasing amount of the concerned point of weld can be up to 25 MPa, and its reliability safety coefficient decreases by more than 50%, up to 54%, which makes the carbody prone to fatigue failure. The residual stress has a significant change in the direction of the maximum principal stress of the concerned point of weld.
- vehicle engineering /
- finite element method /
- welding residual stress /
- thermal-elastic plastic method /
- inherent strain method /
- fatigue strength /
- Goodman fatigue curve

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图 1 材料参数曲线

Figure 1. Curves of material parameters

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图 2 接头模型和边界条件

Figure 2. Joint model and boundary condition

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图 3 纵向残余应力分布

Figure 3. Distribution of longitudinal residual stress

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图 4 横向残余应力分布

Figure 4. Distribution of lateral residual stress

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图 5 纵向固有应变分布

Figure 5. Distribution of longitudinal inherent strain

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图 6 横向固有应变分布

Figure 6. Distribution of lateral inherent strain

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图 7 关注路径纵向残余应力

Figure 7. Longitudinal residual stresses of concerned path

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图 8 关注路径横向残余应力

Figure 8. Lateral residual stresses of concerned path

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图 9 动车组铝合金车体模型

Figure 9. Model of EMU aluminum alloy carbody

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图 10 车体应力分布

Figure 10. Distribution of carbody stress

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图 11 车体疲劳关注点

Figure 11. Concerned points of carbody

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图 12 母材Goodman曲线

Figure 12. Goodman curve of base metal

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图 13 焊缝Goodman曲线

Figure 13. Goodman curve of weld

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图 14 关注点7主应力方向

Figure 14. Principal stress direction of concerned point 7

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图 15 可靠性安全系数对比

Figure 15. Comparison of reliability safety coefficients

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表 1 焊接接头模型参数

Table 1. Model parameters of welded joint

接头形式	板厚/mm	焊道数目	坡口角度/ (°)
对接	3.5	1	70

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表 2 悬挂设备质量

Table 2. Qualities of suspension equipments

设备	质量/t
辅助变流器	1.57
制动器控制箱	0.95
牵引变压器	6.45
客室空调	1.05
乘客及其他车内设备	12.00

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表 3 车体材料的机械性能

Table 3. Mechanical properties of carbody materials

材料	强度极限/MPa	屈服极限/MPa	疲劳极限/MPa
母材	430	295	102
焊缝	247	128	39

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表 4 车体疲劳载荷组合工况

Table 4. Combination conditions of carbody fatigue load

工况	纵向载荷	横向载荷	垂向载荷
1	0	0	F₀
2	F₁	F₂	F₀+F₃
3	F₁	-F₂	F₀+F₃
4	-F₁	F₂	F₀+F₃
5	-F₁	-F₂	F₀+F₃
6	F₁	F₂	F₀-F₃
7	F₁	-F₂	F₀-F₃
8	-F₁	F₂	F₀-F₃
9	-F₁	-F₂	F₀-F₃

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表 5 带残余应力的车体疲劳强度评估

Table 5. Fatigue strength evaluation of carbody with residual stresses

关注点	最大主应力/MPa	最小主应力/MPa	应力均值/MPa	应力幅值/MPa	最大主应力工况	最小主应力工况	可靠性安全系数(R=99.9%)
1	32.87	-30.25	1.31	31.56	2	9	2.15
2	25.01	-13.71	5.65	19.36	5	7	3.60
3	91.30	66.44	78.87	12.43	4	7	4.50
4	109.16	79.64	94.40	14.76	4	7	3.54
5	89.71	68.15	78.93	10.78	2	9	1.11
6	89.02	80.52	84.77	4.25	4	7	1.11
7	73.64	52.64	63.14	10.50	2	9	2.66
8	52.65	39.52	46.08	6.56	4	7	2.40
9	42.04	32.90	37.47	4.57	4	7	3.66

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