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铰接式动车组车体结构设计
Design of car body structure for articulated EMUs
- 机车电传动 2023年第1期 页码：19-23
- 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，湖南 株洲;412001
- 作者简介：
岳译新（1981—），男，硕士，正高级工程师，研究方向为动车组车体研发；E-mail: yueyixin2013@.com
- 基金信息：中国中车科技研发项目(2018CDB048)
DOI：10.13890/j.issn.1000-128X.2023.01.003
中图分类号： U266.2;U270.3纸质出版日期：2023-01-10，
收稿日期：2021-06-28，
修回日期：2022-09-14，
- 稿件说明：
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岳译新, 朱卫, 王赵华. 铰接式动车组车体结构设计[J]. 机车电传动, 2023(1): 19-23.
YUE Yixin, ZHU Wei, WANG Zhaohua. Design of car body structure for articulated EMUs[J]. Electric Drive for Locomotives, 2023(1): 19-23.
岳译新, 朱卫, 王赵华. 铰接式动车组车体结构设计[J]. 机车电传动, 2023(1): 19-23. DOI： 10.13890/j.issn.1000-128X.2023.01.003.
YUE Yixin, ZHU Wei, WANG Zhaohua. Design of car body structure for articulated EMUs[J]. Electric Drive for Locomotives, 2023(1): 19-23. DOI： 10.13890/j.issn.1000-128X.2023.01.003.
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1 500 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。
Abstract
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 1 500 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 fatigue performance of the car body in compliance with the design requirements
with a large safety margin.
关键词
铰接式动车组铝合金车体TSI要求疲劳有限元分析
Keywords
articulated EMUaluminum alloy car bodyTSI requirementfatiguefinite element analysis
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