Life-cycle assessment method for key parts of an electric locomotive body

ZENG Yanjun; JIN Xihong; ZHU Tao; LIU Hongye; ZHANG Huahai

doi:10.13890/j.issn.1000-128X.2022.06.002

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Life-cycle assessment method for key parts of an electric locomotive body

Railway Rolling Stock | 更新时间：2024-08-02

- Life-cycle assessment method for key parts of an electric locomotive body
- Electric drive for locomotives Issue 6, Pages: 10-16(2022)
- 作者机构：
  
  1.大功率交流传动电力机车系统集成国家重点实验室，湖南株洲 412001
  2.中车株洲电力机车有限公司产品研发中心，湖南株洲 412001
  3.西南交通大学牵引动力国家重点实验室，四川成都;610031
- 作者简介：
- 基金信息：
- DOI：10.13890/j.issn.1000-128X.2022.06.002
  CLC： U260.32
- Published：10 November 2022，
  
  Received：26 March 2021，
  
  Revised：03 August 2021，
- 稿件说明：
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ZENG Yanjun, JIN Xihong, ZHU Tao, et al. Life-cycle assessment method for key parts of an electric locomotive body. [J]. Electric drive for locomotives (6):10-16(2022)
DOI：

ZENG Yanjun, JIN Xihong, ZHU Tao, et al. Life-cycle assessment method for key parts of an electric locomotive body. [J]. Electric drive for locomotives (6):10-16(2022) DOI： 10.13890/j.issn.1000-128X.2022.06.002.

摘要

针对电力机车车体在线路循环激励作用下的疲劳裂纹失效问题，对关键部件进行了动应变测试，结合标准载荷，研究了其疲劳全寿命。首先，以某电力机车车体为研究对象，对关键部件进行了线路动应变测试，并对测试数据进行低通滤波；其次，对滤波结果进行雨流计数，基于国际焊接协会（International Institute of Welding，IIW）标准确定测点焊缝材料参数，并按照Palmgren-Miner线性累积损伤理论进行了关键部件疲劳裂纹萌生寿命计算；然后，以车体枕梁和垂向减振器安装座的底架局部结构为例，建立了关键部件裂纹扩展仿真子模型，并基于EN 12663标准确定了子模型载荷工况；最后，在垂向减振器动应变测点位置插入初始裂纹，基于断裂力学方法计算了疲劳裂纹扩展寿命，从而获取了车体垂向减振器安装座疲劳全寿命数据。研究结果表明，电力机车车体垂向减振器安装座在既有线路上的疲劳裂纹萌生寿命为6.86×10

公里；具有2 mm表面半长、0.8 mm深的初始半椭圆型表面裂纹的电力机车车体，在EN 12663标准要求的载荷条件下，至少还能承受4.18×10

次载荷循环才会完全丧失承载能力。研究结果为必要的车体结构改进提供了可靠的试验和仿真依据，为评定机车运营中车体的安全可靠性提供了极强的指导作用和参考价值。

Abstract

In respect of the fatigue crack failure of the electric locomotive body under the cyclic excitation

the dynamic strain test was carried out on the key parts

and the fatigue life of the locomotive body was researched based on standard loads. Firstly

the body of an electric locomotive was taken as the research object

the dynamic strain test of the key parts was carried out

and the test data were filtered by low-pass filter. Secondly

the rainflow counting was carried out on the filtering results

and the parameters of the welding material at the measuring point were determined based on the IIW (International Institute of Welding) standard. The fatigue crack initiation life of the key parts was calculated according to the Palmgren-Miner linear cumulative damage theory. Then

the body bolsters and the local structure of the underframe of the vertical damper holder were taken as examples

the sub-model of crack propagation simulation of key parts was established

and the load conditions of the sub-model were determined based on the EN 12663 standard. Finally

the initial crack was inserted at the dynamic strain measuring point of the vertical damper

and the fatigue crack propagation life was calculated based on the fracture mechanics

thereby obtaining the fatigue life data of the vertical damper holder of the body. The results show that the fatigue crack initiation life of the vertical damper holder is 6.86×10

km. Under the load conditions required by the EN 12663 standard

the electric locomotive body with an initial semi-elliptical surface crack of 2 mm in half length and 0.8 mm in depth can bear at least 4.18×10

load cycles before it completely loses its bearing capacity. The research results provide reliable test and simulation basis for the necessary improvement of the body structure

as well as a strong guidance and reference value for the evaluating the safety and reliability of the body in locomotive operation.

关键词

车辆工程电力机车车体动应变测试损伤累积断裂力学裂纹扩展仿真

Keywords

vehicle engineeringelectric locomotivebodydynamic strain testdamage accumulationfracture mechanicscrack propagation simulation

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