基于弹塑性理论及数值仿真的市域铁路动车组铝合金车体侧墙焊接变形趋势预测  

Welding Deformation Trend Prediction for Aluminum Alloy Carbody Sidewalls of City Railway EMU Based on Elasticplastic Theory and Numerical Simulation

作　　者：王亚男 刘松 耿明 康丽齐 高雅 郭春成 严格格 WANG Ya’nan;LIU Song;GENG Ming;KANG Liqi;GAO Ya;GUO Chuncheng;YAN Gege(Engineering Technology Center,CRRC Changchun Railway Vehicles Co.,Ltd.,130062,Changchun,China)

机构地区：[1]中车长春轨道客车股份有限公司工程技术中心,长春130062

出　　处：《城市轨道交通研究》2025年第2期42-47,共6页Urban Mass Transit

摘　　要：[目的]目前,铝合金车体焊接变形一直是市域铁路动车组制造过程中的痛点,而传统预测与控制变形的方法大多依据以往经验方法及实车试错的结果,收效不佳。因此,有必要采用数值仿真手段,对市域铁路动车组铝合金车体侧墙焊接的变形趋势进行预测。[方法]在简述试验材料的基础上,阐述了基于热弹塑理论及ABAQUS有限元分析软件的车体侧墙焊接变形数值仿真计算方法。在保证与计算具有相同工装分布位置、压力载荷及边界条件等情况下,同步进行了车辆侧墙的实车组焊试验。分别对反装焊后、正装焊后2个试验阶段车体侧墙的仿真变形量和实测变形量进行了对比。选取了4个反变形量(8 mm、10 mm、12 mm及15 mm),对正装焊后不同反变形量下车体侧墙的最大仿真变形量、最大实测变形量进行了对比。[结果及结论]仿真计算结果与实车测量结果在数值上较为相近,二者的偏差小于30%。反装焊后车体侧墙的最大仿真变形量为16.31 mm,最大实测变形量为17.00 mm。正装焊后车体侧墙的最大仿真变形量为4.10 mm,最大实测变形量为5.50 mm。车体侧墙反变形量的最优值为12 mm,此时车体侧墙的焊后变形量最小。[Objective]Welding deformation in aluminum alloy carbodies remains a significant issue in the manufacturing process of city railway EMU.Conventional methods for predicting and controlling deformation often rely on past experience and actual vehicle trial-and-error,which have shown limited effectiveness.Therefore,it is necessary to use numerical simulation methods to predict the welding deformation trends of aluminum alloy carbody sidewalls of city railway EMU.[Method]The experimental materials are briefly introduced,followed by an explanation of the numerical simulation method for calculating sidewall welding deformation based on thermal elastoplastic theory and ABAQUS finite element analysis software.A real vehicle sidewall welding test is conducted simultaneously under conditions ensuring the same tooling distribution,pressure load,and boundary conditions as in the calculation.The simulated and measured deformation amounts of the sidewall are compared for the inverted welding and upright welding stages respectively.Four counter-deformation values(8 mm,10 mm,12 mm,15 mm)are selected,and the maximum simulated and measured deformations of the vehicle sidewall after upright welding are compared under different counter-deformation values.[Result&Conclusion]The simulation calculation results are found to be numerically close to the actual measurements,with deviation between the two less than 30%.The maximum simulated deformation of carbody sidewall after inverted welding is 16.31 mm,while the maximum measured deformation is 17.00 mm.After upright welding,the maximum simulated deformation is 4.10 mm,and the maximum measured deformation is 5.50 mm.The optimal counter-deformation value for carbody sidewall is 12 mm,resulting in the minimal welding deformation of carbody sidewall.

关 键 词：市域铁路动车组 车体侧墙 焊接变形 数值模拟 

分 类 号：U270.6[机械工程—车辆工程] U239.5[交通运输工程—载运工具运用工程]