Accurate prediction of remaining fatigue life and formulation of condition repair procedure of high-speed train body
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摘要: 为降低高速列车运维成本，提高运行安全性，延长结构的使用寿命，考虑了高速列车服役劣化因素，采用车辆系统动力学方法，计算并编制了车体剩余寿命预测的载荷谱；建立了车体有限元模型和关注点裂纹扩展驱动力的代理模型，实现劣化载荷谱与裂纹动态驱动力的映射；基于先进的CJP模型，建立了考虑裂尖闭合效应和应力比的裂纹扩展模型，并拟合了CJP应力强度因子范围与传统应力强度因子范围的关系；采用Kriging代理模型对裂纹扩展寿命进行了精确积分，进一步提升了寿命预测精度；在车体剩余寿命预测的基础上，使用模态应变能作为指标对高速列车车体的裂纹状态进行监测，构建了状态等级函数，建立了剩余寿命与裂纹状态的对应关系；依据裂纹监测结果评定出状态等级，采用风险评估的方式预测持续运行将造成的后果，根据风险等级制定高速列车车体最经济的维修策略和修程。研究结果表明：空簧左右侧劣化后的载荷幅值最小为107 kN，最大为122 kN，最大劣化程度下载荷谱最大值增大了6.16%；车顶空调安装座(关注点1)和车门角位置(关注点2)的结构应力变化趋势一致，从12.4 MPa增加至15.8 MPa，表明随着部件性能劣化，关注点处应力增大，导致更大的失效概率；根据CJP模型和国际焊接学会(IIW)标准，参数计算的最短剩余寿命里程均位于车体一位端底架横梁与纵向型材连接位置(关注点3)，分别为6.781×106和1.128×107 km，表明使用CJP模型计算的剩余寿命更偏于保守。通过对高速列车的服役性能劣化、结构寿命演化、状态历程恶化等进行系统性研究，建立剩余寿命与疲劳状态的映射关系，提出结合车体剩余寿命与运维策略制定车体状态修程的方法，为推进高速列车维修模式从计划修、故障修到状态修的变革转型提供重要的科学指导价值。Abstract: In order to reduce the cost of high-speed train operation and maintenance, improve operational safety, and extend the service life of structure, high-speed train service deterioration factors were considered. The method of vehicle system dynamics was adopted to calculate and formulate the load spectrum for the remaining life prediction of train body. A finite element model of train body and a proxy model of crack extension driving force at the focus points were established to achieve the mapping of the load spectrum of deterioration to the dynamic driving force of crack. Based on the advanced CJP model, a crack extension model considering the crack tip closure effect and stress ratio was established, and the relationship between the ranges of CJP stress intensity factor and conventional stress intensity factor was fitted. The Kriging agent model was used to accurately integrate the crack extension life, which further improved the accuracy of life prediction. On the basis of the remaining life prediction of train body, the modal strain energy was used as an indicator to monitor the crack state of high-speed train body. In addition, a condition level function was constructed to establish the corresponding relationship between the remaining life and the crack state. According to the crack monitoring results, the condition level was evaluated, and the consequences of continuous operation were predicted through risk assessment. The most economical repair strategy and repair procedure for high-speed train body were formulated according to the risk level. Research results show that the minimum and maximum values of load amplitudes after deterioration on the left and right sides of air spring are 107 and 122 kN. The maximum value of the load spectrum at the maximum degradation level increases by 6.16%. The structural stresses at the air conditioning mount (focus point 1) on the roof and the door corner position (focus point 2) have the same changing trend, increasing from 12.4 MPa to 15.8 MPa. This indicates that the stresses at the focus points increase with the deterioration of component performance, causing a great probability of failure. Based on the parameters in the CJP model and the International Institute of Welding (IIW) criteria, the calculated shortest remaining life mileages are both located at the connection position between the underframe beam and the longitudinal profile at the first end of train body (focus point 3), which are 6.781×106 and 1.128×107 km, respectively. This suggests that the remaining life calculated by the CJP model is more conservative. Through the systematic research on the service performance deterioration, structural life evolution, and condition course deterioration of high-speed trains, the mapping relationship between the remaining life and the fatigue state is established, and the method formulating the condition repair procedure of train body by combining the remaining life of train body with the operation and maintenance strategy is put forward, which is of great scientific significance for promoting the transformation of high-speed train maintenance mode from plan-based maintenance, fault-based maintenance to condition-based maintenance.
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图 7 裂纹扩展速率与传统应力强度因子范围关系
Figure 7. Relationship between crack growth rates and conventional stress intensity factor ranges
图 8 裂纹扩展速率与CJP应力强度因子范围关系
Figure 8. Relationship between crack growth rates and CJP stress intensity factor ranges
图 14 关注点2在不同裂纹尺寸下的裂纹扩展寿命
Figure 14. Crack extension lives at different crack sizes of focus point 2
图 15 高速列车车体的疲劳状态检测流程
Figure 15. Fatigue state detection process of high-speed train body
图 16 运行里程与状态修程关系
Figure 16. Relationship between operation mileage and condition repair procedure
图 17 某风险范围下某一状态的维修示意
Figure 17. Maintenance schematic for certain state under certain risk range
表 1 关注点的疲劳裂纹扩展寿命结果
Table 1. Fatigue crack propagation life results of focus points
关注点 CJP模型计算结果/km IIW参数计算结果/km 1 7.775×106 2.839×108 2 3.100×107 4.313×108 3 6.781×106 1.128×107 4 3.494×107 6.192×108 5 9.279×106 8.541×108 
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