CN109866788B - Rail train and train body thereof - Google Patents
Rail train and train body thereof Download PDFInfo
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- CN109866788B CN109866788B CN201910221308.1A CN201910221308A CN109866788B CN 109866788 B CN109866788 B CN 109866788B CN 201910221308 A CN201910221308 A CN 201910221308A CN 109866788 B CN109866788 B CN 109866788B
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Abstract
The invention discloses a rail train and a train body thereof. The vehicle body mainly comprises a box body structure formed by connecting an arc roof section, an air conditioner plate section, a side wall plate section, an underframe floor section, a door upright post bending section, a roof camber beam bending section, an integral door corner, a roof side beam section and an underframe side beam section; the bottom of the underframe floor profile is provided with a retarding structure; the roof side beam section, the chassis side beam section, the arc roof section, the air conditioner plate section, the side wall plate section, the chassis floor section and the retarding structure are all made of nano ceramic aluminum alloy materials. The invention solves the problem that the traditional aluminum alloy vehicle body is difficult to further lighten due to the self-strength limitation of materials, and does not influence the durability and the reliability.
Description
Technical Field
The invention relates to a rail train and a train body thereof, and belongs to the technical field of train body structures of rail transit vehicles.
Background
With the development of modern science and technology, the requirements of rail train vehicles on light weight, fire safety, vibration comfort and the like become more severe. At present, the rail train body is made of three materials, namely carbon steel, stainless steel and aluminum alloy, which are most widely adopted. Carbon steel has good strength and plasticity, but has too high density, and is easy to corrode, and a certain margin needs to be left in thickness, so the carbon steel is not a preferred material for a lightweight structure; stainless steel has higher strength, but the density is not light enough, and the arc welding performance is not good, so that resistance spot welding needs to be adopted in a large range, and the train sealing performance is poor; the aluminum alloy has low density, excellent plasticity and processability, but has poor fire resistance and absolute strength inferior to that of steel, so that further light weight is affected.
Therefore, in the field of rail train body steel structures, research units and manufacturers are continuously trying to improve performance indexes by using new materials. In recent years, many studies on lightweight vehicle body structural materials mainly include magnesium alloys, foamed aluminum, carbon fibers, and the like.
The patent with the application number of CN201010002323.6 introduces a magnesium alloy rail train body and a manufacturing method thereof, which realizes the light weight of the body, but the patent does not specially design the body structure aiming at the characteristics of magnesium alloy materials, and the fireproof performance, specific modulus, welding performance and other aspects of the magnesium alloy are not better than those of the aluminum alloy, thus affecting the application of the magnesium alloy on the rail train body. From the material view, the magnesium alloy is in a close-packed Hexagonal (HCP) crystal structure, a deformation mechanism at normal temperature has a special twin mode, and the magnesium alloy can show obvious difference of tensile and compression mechanical properties, namely, tension-compression asymmetry due to the polarity of the twin deformation mode; in addition, the deformation magnesium alloy has obvious texture phenomenon, so that the mechanical property of the deformation magnesium alloy is anisotropic. Meanwhile, the mechanical property of the material also has obvious strain rate dependence. Such characteristics as anisotropy, tension-compression asymmetry and strain rate sensitivity also increase the technical complexity of magnesium alloy structural member design.
Patent application No. CN200420070231 describes the application of foamed aluminum on the floor of a carriage. Although foamed aluminum has good sound insulation, strong aging resistance, high strength, no combustion and environmental protection, when applied to a vehicle body, the foamed aluminum is usually used as a core material of a sandwich structure and connected with an upper panel and a lower panel through glue layers, and when the foamed aluminum is used as an integral structure, the anti-aging performance, the fireproof performance, the structural strength and the like of the foamed aluminum can be greatly reduced. Therefore, the aluminum foam sandwich structure is generally limited to be used in a vehicle body floor, a roof, and the like, and is difficult to be used as a main body bearing structure.
The patent with the application numbers of CN201520712628.4, CN201611093476.X and CN201620863664.5 relates to a carbon fiber composite material vehicle body structure, and has the characteristics of light weight, strong shock resistance, good earthquake resistance, good sound insulation and heat insulation performance and the like. Carbon fiber itself has characteristics such as high specific strength, specific modulus, corrosion resisting property are good, but uses on the automobile body as sandwich structure's panel with foamed aluminum usually, has set up the core material of materials preparation such as foamed aluminum, PET foam between the panel, and panel and sandwich structure generally adopt adhesive means to be connected. The panel-sandwich structure is easy to have the phenomenon of shear peeling on the connecting surface after bearing bending load or repeated vibration. And the connection between the members adopting the sandwich structure usually adopts glue bonding, or a mixed form of viscose glue, riveting or bolt connection and the like, is the weakest link of the whole vehicle body, often has insufficient rigidity to resist excessive vibration, and can avoid the weakness by adopting a large-scale integral forming technology, but the cost further rises sharply and is difficult to implement.
Aluminum alloy is still the most mature lightweight rail train body material at present, and mainly comprises three series of 5XXX series, 6XXX series and 7XXX series, wherein 6005A aluminum alloy in the 6XXX series has medium and high strength, good extrusion performance and corrosion resistance, and good weldability, and can be subjected to heat treatment for strengthening, and the like, and is widely used as a main structural section of a train body. However, the yield strength is only about 215MPa, and the minimum plate thickness is limited by the low squeeze fluidity, which affects further weight reduction. The 7XXX series aluminum alloy is a key research object for replacing 6005A aluminum alloy due to the characteristics of high strength, good comprehensive formability and the like, but the application is limited due to the stress corrosion sensitivity.
In recent years, the preparation technology of in-situ nano ceramic particle reinforced aluminum-based composite materials (namely nano ceramic aluminum alloys, also called ceramic aluminum) has achieved breakthrough development, and the invention patent with the application number of CN201711114899.X breaks through the inversion relationship of strong plasticity through Orowan strengthening, fine grain strengthening, nano reinforcement toughening, dispersion strengthening of nano precipitated phases, damping effect and thinning and modification effect of rare earth, so as to obtain the aluminum-based composite materials with strong plasticity, impact resistance, fatigue resistance and extrusion molding. The invention patent with the application number of CN201610200295.6 provides a feasible method for manufacturing a complex forged piece of a vehicle body made of the material by using the aero-engine blade made of the nano ceramic particle reinforced aluminum-based composite material. The invention patent with the application number of CN201810321256.0 discloses a method for realizing the dispersion distribution of nano particles by stirring through a stirring head of friction stir welding, which provides a better method for the connection between aluminum matrix composite material members. In conclusion, the novel material obtained by adding the nano ceramic particles into the aluminum alloy maintains the good performance of the original matrix, the density of the nano ceramic aluminum alloy is only 2.7-3 gcm < -3 >, the nano ceramic aluminum alloy is 1/3 of steel, but the nano ceramic aluminum alloy has the strength equivalent to that of common carbon steel, has high strength and high plasticity, and simultaneously has high specific stiffness and specific modulus, thereby bringing hope for further lightening the vehicle body. However, the further light weight of the car body often causes the section bar rib plate to become thin and the density to become small, and if the traditional arc welding is adopted in a large area, great difficulty is brought to the welding deformation control in the car body manufacturing process. Meanwhile, along with the increase of the ceramic content, the strength and the hardness of the material can be correspondingly improved, the elongation can be reduced, the brittleness is increased, particularly the ratio of the yield strength to the tensile strength is increased, the crack risk is increased in the subsequent secondary plastic deformation processing, and therefore when the material is applied to a vehicle body, the vehicle body structure also needs to be optimized and adjusted.
Disclosure of Invention
The invention aims to provide a rail train and a train body thereof, which mainly solve the following problems:
1) the traditional aluminum alloy vehicle body is difficult to further lighten due to the limitation of the strength of the material.
2) After further light weight is realized by adopting a new material with high performance, the welding deformation is difficult to control by adopting the traditional arc welding mode.
3) The traditional aluminum alloy vehicle body has poor self fire resistance, and the fire-proof requirement is met by means of thick fire-proof paint or a fire-proof plate.
4) The lightweight magnesium alloy vehicle body has insufficient fireproof performance, rigidity performance and welding forming performance; the lightweight foamed aluminum and carbon fiber vehicle body usually adopts a mechanical connection mode, so that the durability and the reliability are insufficient, and the processing and forming cost is higher.
In order to achieve the purpose, the invention adopts the technical scheme that:
a rail train body is mainly formed by connecting an arc roof profile, an air conditioner plate profile, a side wall plate profile, an underframe floor profile, a door upright post bending profile, a roof camber beam bending profile, an integral door corner, a left roof side beam profile and a right roof side beam profile which extend longitudinally, and a left underframe side beam profile and a right underframe side beam profile which extend longitudinally to form a box structure; the bottom of the underframe floor profile is provided with a retarding structure; the structure is characterized in that:
the roof side beam profile, the chassis side beam profile, the arc roof profile, the air conditioner plate profile, the side wall plate profile, the chassis floor profile and the retarding structure are all made of nano ceramic aluminum alloy materials; the arc roof profile, the air conditioner plate profile, the side wall plate profile and the bottom frame floor profile are formed by welding a plurality of profile units, a guiding butt joint structure is arranged at a welding joint of the welding, the guiding butt joint structure enables two profile units to be welded at the welding joint to be aligned, and the alignment is that the misalignment amount is not more than 0.3 mm.
According to the embodiment of the invention, the invention can be further optimized, and the following is the technical scheme formed after optimization:
preferably, the door pillar bending section, the roof camber beam bending section, the roof side beam section, the chassis side beam section and the retarding structure are formed by welding a plurality of section units together, a guiding butt joint structure is arranged at a welding joint of the welding joint, and the guiding butt joint structure enables two section units to be welded at the welding joint to be aligned and provides vertical support during welding.
In order to improve the welding quality and the connection strength of the nano ceramic aluminum alloy, the guide butt joint structure comprises a welding support convex structure arranged at the end part of a first section welding unit in two section units to be welded, a welding support concave structure arranged at the end part of a second section welding unit in the two section units to be welded, and the welding support convex structure of the first section welding unit is in butt joint engagement with the welding support concave structure of the second section welding unit; preferably, a welding support gap is arranged between the welding support upper convex structure of the first profile welding unit and the welding support lower concave structure of the second profile welding unit; more preferably, the weld support gap is no more than 0.2 mm.
Preferably, the integral door corner is made of a nano ceramic aluminum alloy material.
In order to reduce the cracking risk of secondary stretch bending, the roof camber beam bending section and the door upright post bending section are made of traditional aluminum alloy materials.
Preferably, the retarding structure is mainly formed by welding a car coupler installation section bar, a buffer beam section bar, a front support section bar and a retarding cover plate; preferably, welding seams between the coupler mounting section bar and the buffer beam section bar and between the coupler mounting section bar and the front support section bar are vertical to the floor surface of the underframe floor section bar; preferably, the whole retarding structure is H-shaped; preferably, the car coupler mounting section is processed into a transition arc structure through the buffer beam section and the front support section, and the transition arc structure is consistent with the arc section of the retarding cover plate.
Preferably, the vehicle body is of an integrally-loaded all-welded structure; preferably, the air conditioner plate section is mainly formed by welding and connecting a longitudinally extending air conditioner plate middle section and a left and right longitudinally extending air conditioner plate connecting section, and the left and right ends of the air conditioner plate section are respectively welded and connected with corresponding roof side beams; the side wall plate section is mainly formed by welding and connecting a longitudinally extending side wall plate middle section and an upper longitudinally extending side wall plate connecting section and a lower longitudinally extending side wall plate connecting section, the upper end of the side wall plate section is welded and connected with a corresponding roof side beam, and the lower end of the side wall plate section is welded and connected with a corresponding underframe side beam; the underframe floor profile is mainly formed by welding and connecting longitudinally-extending underframe floor middle profiles and a left underframe floor connecting profile and a right underframe floor connecting profile, wherein the left end and the right end of the underframe floor profiles are respectively welded and connected with corresponding underframe boundary beams.
Preferably, the arc roof section bar, the air conditioner plate section bar, the roof side beam section bar, the side wall plate section bar, the underframe side beam section bar and the underframe floor section bar are made of nano ceramic aluminum alloy, and the door upright post bending section bar, the roof camber beam bending section bar and the mounting seat formed by bending the plate are made of traditional aluminum alloy.
The nano ceramic aluminum alloy is a nano TiB2 particle reinforced 6XXX series aluminum alloy, and more preferably a nano TiB2 particle reinforced 6005A aluminum alloy.
The secondary plastic deformation processing of the nano ceramic aluminum alloy has increased crack risk, and the bending and punch forming of large deformation are not suitable to be carried out after the extrusion forming, and the problem can be solved through arc transition.
Based on the same inventive concept, the invention also provides a rail train, which comprises the rail train body.
According to the invention, the main structure of the train body adopts a nano ceramic aluminum alloy extruded section, and a novel train body is developed by utilizing the superior performances of high strength, high rigidity, high damping, high temperature resistance and the like of a new nano ceramic aluminum alloy material and combining the structural characteristics of the train body of a rail train, so that the problems of further lightening the train body and improving the overall performance are solved.
The nano ceramic aluminum alloy vehicle body structure has the following characteristics:
1) the vehicle body is an integrally-loaded all-welded structure, and a main structure of the vehicle body adopts a nano ceramic aluminum alloy extruded section; other parts can adopt nano ceramic aluminum alloy and can also adopt traditional aluminum alloy.
2) The car body section adopts nano TiB2Particle-reinforced 6XXX series aluminium alloys, preferably with in situ generation of nano-TiB2The 6005A aluminum alloy extruded section is particle-reinforced.
3) The nano ceramic aluminum alloy extruded section realizes light weight by reducing the distribution density and the plate thickness of the section rib plate of the section.
4) The chassis drags positions such as slow structure to adopt straight type section bar on a large scale to preferentially adopt friction stir welding mode to connect, reduce a structure of bending, guarantee sufficient intensity simultaneously.
5) The radius of the nano ceramic aluminum alloy bending piece and the radius of the bending piece are set to be large enough, so that the deformation elongation and the bending crack condition are reduced; the parts where the large plastic deformation stretch-bending piece must be used can be made of traditional aluminum alloy materials, such as 6005A aluminum alloy.
Compared with the prior art, the nano ceramic aluminum alloy vehicle body has the following effects or characteristics through the innovative design of the rail train vehicle body structure:
1) the nano ceramic aluminum alloy has low density, high specific strength and high specific rigidity. The self weight of the nano ceramic aluminum alloy vehicle body can be reduced by more than 15 percent on the basis of the traditional lightweight aluminum alloy vehicle body at present;
2) the fireproof performance of the vehicle body is greatly improved compared with the traditional aluminum alloy vehicle body;
3) the vehicle body has good damping and shock absorption performance, and the absorbed energy of the impact load borne by the nano ceramic aluminum alloy is 30% greater than that of the traditional aluminum alloy part in the elastic range;
4) the weldability between the nano ceramic aluminum alloy and the aluminum alloy matrix is good, the car body can be mixed with the nano ceramic aluminum alloy and the traditional aluminum alloy material, and the friction stir welding is widely adopted to improve the tensile strength and fatigue strength of the welding line, so that the car body is very suitable for the all-welded car body structure;
5) the car body section adopts nano TiB2The particle reinforced 6XXX series aluminum alloy has similar processing performance to the aluminum alloy, is suitable for thermoplastic forming and machining, has small influence on the existing tool equipment, and has lower manufacturing risk and cost.
Drawings
FIG. 1 is a schematic view of a vehicle body structure according to an embodiment of the present invention;
FIG. 2 is a schematic cross-sectional view of the vehicle body of the present invention;
FIG. 3 is a schematic structural view of a retarding profile according to the present invention;
FIG. 4 is a schematic view of a slow-slow assembly welding structure according to the present invention;
FIG. 5 is a schematic view of an integral door corner according to the present invention;
FIG. 6 is a schematic view of a roof bow according to the present invention;
FIG. 7 is a view of a weld joint I (enlarged view I in FIG. 2) according to the present invention;
FIG. 8 is a weld joint II according to the present invention (enlarged view II in FIG. 2);
FIG. 9 is a weld joint III (enlarged view III in FIG. 2) according to the present invention;
FIG. 10 is a weld joint IV according to the invention (enlarged view IV in FIG. 3);
FIG. 11 is a view of a weld joint V according to the invention (enlarged in FIG. 3);
FIG. 12 is a schematic view of the microstructure of a nanoceramic aluminum alloy joint according to the present invention;
FIG. 13 is a schematic view of the microstructure of a nanoceramic aluminum alloy-aluminum alloy weld joint according to the present invention.
In the figure:
a vehicle body-1; arc roof section bar-2; air conditioner board section-3; roof side rail section-4; side wall panel section-5; underframe boundary beam section-6; underframe floor profile-7; a retarding structure-8; coupler mounting section bar-81; coupler mounting holes-81 a; bumper beam section-82; front support section-83; a retarding cover plate-84; a circular arc section-84 a of the retarding cover plate; door column bending section bar-9; roof camber beam bending section-10; integral door corner-11; webs-2 a, 3a, 4a, 5a, 6a, 7a, 8a, 8b, 8 c; friction stir welding the joined ends-2 a1,5a1,7a1,8a1,2b1,5b1,7b1,8b1, 8c 1; welding and supporting the upper convex structure-2 a2,5a2,7a2,8a 2; welding support concave structures-2 b2,5b2,7b2,8b 2; welding support gaps for-2 h, 5h, 7h and 8 h; nano ceramic particles-101; an aluminum alloy matrix-102; nano ceramic aluminum alloy-201; welding seam 202 of nano ceramic aluminum alloy; welding seam-203 between the nano ceramic aluminum alloy and the aluminum alloy; aluminum alloy-204.
Detailed Description
The present invention will be described in detail below with reference to the embodiments with reference to the attached drawings. It should be noted that the embodiments and features of the embodiments may be combined with each other without conflict. For convenience of description, the words "upper", "lower", "left" and "right" in the following description are used only to indicate the correspondence between the upper, lower, left and right directions of the drawings themselves, and do not limit the structure.
A rail train body is shown in figures 1 and 2, and a body 1 is a box-type structure mainly composed of an arc roof section bar 2, an air conditioner plate section bar 3, a roof side beam section bar 4, a side wall plate section bar 5, an underframe side beam section bar 6, an underframe floor section bar 7, a draft structure 8, a door upright post bending section bar 9, a roof camber beam bending section bar 10, an integral door corner 11 and the like.
The main structure of the car body is made of nano ceramic aluminum alloy, specifically, nano TiB2 particle reinforced aluminum alloy, and the in-situ generated nano ceramic aluminum alloy is preferentially adopted. The nano-particle reinforced aluminum matrix composite material generated in situ has the advantages that the nano-reinforcement particles are a thermodynamic stable phase which is formed by in situ nucleation and growth from an aluminum matrix through chemical reaction, so that the surface of the reinforcement body is free of pollution and interface reaction, the bonding strength is high, the specific strength and the specific modulus are high, the fatigue resistance is excellent, the heat resistance and the corrosion resistance are good, the nano-particle reinforced aluminum matrix composite material can be directly synthesized through a melt reaction method, and the cost is greatly reduced.
The car body is mainly formed by assembling and welding extruded sections, and part of the reinforcing structure and the mounting seat are made of plates, forgings or castings. The synthesis of nano ceramic particles and aluminum alloy is completed in the used raw materials (namely aluminum ingots and slabs) for extruding nano ceramic aluminum alloy used by sections, plates, forgings and castings, so as to reduce the change of the subsequent material components and properties. The car body section adopts nano TiB2 particles to reinforce 6XXX series aluminum alloy, and preferably adopts in-situ generated nano TiB2 particles to reinforce 6005A aluminum alloy; the forgings, castings and plates can be made of 6XXX series aluminum alloy reinforced by the nano TiB2 particles, and can also be made of 5XXX series aluminum alloy reinforced by the nano TiB2 particles.
The material performance of the 6005A aluminum alloy reinforced by the nano TiB2 particles for the vehicle body section can be controlled by adjusting the component content (1-20%) of the TiB2, the chemical components and the welding performance of the alloy are similar to those of 6005A commonly used for vehicle bodies, the processing, manufacturing and using risks of the vehicle bodies can be reduced, and meanwhile, the strength and rigidity of the alloy are reasonably designed, so that the alloy is suitable for the light weight requirements of rail vehicle bodies. Specifically, the yield strength value of the 6005A aluminum alloy reinforced by the nano TiB2 particles used for the vehicle body section is preferably 250-400MPa, and the elastic modulus E is preferably 70-90 GPa.
Because the strength of the nano ceramic aluminum alloy is higher than that of the traditional aluminum alloy (215 MPa), under the condition that the strength requirement of the vehicle body is not changed, the arc roof section bar 2, the air conditioner plate section bar 3, the roof side beam section bar 4, the side wall plate section bar 5, the chassis side beam section bar 6, the chassis floor section bar 7 and the section bar rib plates 2a, 3a, 4a, 5a, 6a, 7a, 8a, 8b and 8c of the draft structure 8 can be properly thinned, and the vehicle body can integrally reduce the weight by more than 15 percent. And because the melting point of the nano ceramic aluminum alloy is higher than that of the traditional aluminum alloy, the melting temperature is increased during profile extrusion, the extrusion fluidity is increased, the thickness of the minimum rib plate can be further reduced compared with the current thickness of 1.8mm, and the lightweight degree of the vehicle body is improved.
Arc roof section bar 2 in automobile body 1, air conditioner board section bar 3, side wall board section bar 5, chassis floor section bar 7 adopt a plurality of section bars to splice weld and form, and the preferential friction stir welding mode that adopts of splice department can improve the quality and the intensity performance of welding seam to can greatly reduce welding deformation, eliminate automobile body gusset attenuate and gusset density reduction and bring the influence that welding deformation increases.
Fig. 3 is a schematic view of a draft profile structure and fig. 4 is a schematic view of a draft structure on a vehicle body underframe. The retarding structure 8 is a main part for transferring force between the vehicle bodies and bears huge longitudinal force. The draft-reducing structure 8 mainly comprises a coupler mounting section 81, a bumper beam section 82, a front support section 83 and a draft-reducing cover plate 84, wherein a welding seam between the coupler mounting section 81 and the bumper beam section 82 and between the front support section 83 is perpendicular to a floor surface, and the draft-reducing cover plate 84 is laid above the floor surface. The shapes of the arc sections 84a of the draft cover plate, the coupler mounting section 81, the bumper beam section 82 and the front support section 83 are directly processed into the shapes matched with the arcs, so that the risk that the sections are easy to crack due to secondary bending (for example, 3.2 structures in the invention patent with the application number of 201810252263. X are very easy to crack) is avoided.
The traditional aluminum alloy car body coupler mounting section 81 is usually made of 6082 with yield strength not less than 260MPa, but the extrusion difficulty is high, and a hollow section structure with a closed cavity is not suitable to be arranged for reducing the extrusion defect. And this application is drawn structure 8 and is adopted nanometer TiB2 granule to strengthen 6005A aluminum alloy, and the intensity of material is similar with the 6082 material, and intensity can be higher even, and the extrusion degree of difficulty is less, can set up to hollow structure. The car coupler mounting hole 81a is arranged between the section bar rib plate 8a and the section bar rib plate 8b, the stress is more uniform and reasonable, the section bar rib plates 8a and 8c can be properly thinned, the thickness of the section bar rib plate 8c generally reaches 40mm for a general subway car body, and the application only needs about 30 mm.
In addition, the welding seams among the coupler mounting section 81, the bumper beam section 82 and the front support section 83 and between the two coupler mounting sections 81 are preferably set to be friction stir welding, so that the tensile strength and fatigue strength performance of the welding seams are improved, and the further weight reduction of other base metal parts is promoted.
Fig. 5 is a schematic view of an overall door angle. The integral door corner 11 is made of a nano ceramic aluminum alloy forging or casting, the elastic modulus E value of the integral door corner can be controlled to be consistent with that of a nano ceramic aluminum alloy extruded section by adjusting the component content (1% -20%) of TiB2, and the risk of fatigue strength reduction under alternating load due to welding stress between the integral door corner and the door upright bending section 9 and the underframe edge beam section 6 caused by overlarge physical property difference is avoided.
Fig. 6 is a schematic view of a roof bow. The curved beam bending section 10 is a member which is extruded into a straight section and then subjected to secondary stretch bending, and the stretch bending radius of the curved beam bending section is matched with that of the arc roof section 2. In order to reduce the risk of secondary stretch-bending cracking, the arc radii of the roof camber beam bending profile 10 and the arc roof profile 2 are designed to be sufficiently large.
Fig. 7-11 illustrate a friction stir weld joint configuration as may be employed in the present application. Fig. 7 is a weld joint i (enlarged view i in fig. 2), fig. 8 is a weld joint ii (enlarged view ii in fig. 2), fig. 9 is a weld joint iii (enlarged view iii in fig. 2), fig. 10 is a weld joint iv (enlarged view iv in fig. 3), and fig. 11 is a weld joint v (enlarged view v in fig. 3). The friction stir welding joint structure of the welding joint I, the welding joint II, the welding joint III and the welding joint IV is provided with welding support upper convex structures 2a2,5a2,7a2,8a2 and welding support lower concave structures 2b2,5b2,7b2 and 8b2, the upper convex structures and the lower concave structures can be meshed with each other during the splicing welding of the profiles and can bear certain axial pressure during the stirring process of the stirring head, so that the welding joint end parts 2a1,5a1,7a1 and 8a1 of the friction stir welding are aligned with the welding joint end parts 2b1,5b1,7b1 and 8b1 and 8c1 of the friction stir welding, the misalignment amount is not more than 0.3mm, and the welding support gaps 2h, 5h, 7h and 8h are controlled within 0.2 mm.
The weld joints i, ii, iii and iv are not limited to be used in the corresponding circular arc roof profiles 2, side wall panel profiles 5, underframe floor profiles 7 and draft structures 8 in fig. 2 and 3, and may be replaced with each other in different structures. However, the application range of the welding joint I is in priority, for example, the welding joint I is more suitable for profile structures with the height of 15-20 mm; the welding joint II is more suitable for a profile structure with the height larger than 30 mm; the welding joint III is provided with a hollow structure below the welding and combining end parts 7a1 and 7b1 of friction stir welding, and is suitable for adopting a double-shaft shoulder welding mode.
The welding joint V is of a solid structure, is suitable for thick plate connection, is particularly suitable for welding seams between car coupler mounting profiles 81, and is beneficial to ensuring that no structural rigidity mutation exists at the joint of the welding seam part and the parent metal part.
FIG. 12 is a schematic representation of a nanoceramic aluminum alloy seam microstructure. In the nano ceramic aluminum alloy 201, the nano ceramic particles 101 are dispersed in the aluminum alloy matrix 102, so that the nano ceramic aluminum alloy 201 has the functions of Orowan strengthening, fine grain strengthening, nano reinforcement toughening, nano precipitated phase dispersion strengthening and the like of the nano particles, and has the characteristics of strong plasticity, impact resistance, fatigue resistance, extrusion forming and the like. The components of the nano ceramic aluminum alloy welding line 202 are similar to those of the nano ceramic aluminum alloy 201, and particularly, the material structure can be effectively modified by adopting a friction stir welding mode and the extremely high strain rate and the accompanying dynamic recrystallization generated in the friction stir processing process, so that the homogenization of nano particles in the aluminum matrix composite material is more favorably realized, and the plasticity and the strength of the material are improved simultaneously.
FIG. 13 is a schematic view of a nanoceramic aluminum alloy-aluminum alloy weld microstructure. As an alternative, the weld between nanoceramic aluminum alloy 201 and aluminum alloy 204, namely nanoceramic aluminum alloy and aluminum alloy weld 203. Because the chemical compositions of the aluminum alloy substrate 102 and the aluminum alloy 204 of the nano ceramic aluminum alloy are close, the weldability between the two is good, and because of the existence of the nano TiB2 particles, the weld joint strength is higher than that of the traditional aluminum alloy material,
in order to reduce the manufacturing risk and cost, main sections of the vehicle body, such as the longitudinally-extending roof side rail section 4, the underframe side rail section 6, the underframe floor section 7 and other sections, can be made of nano TiB2 particle reinforced 6XXX aluminum alloy, and other sections, such as the roof camber beam bent section 10, the mounting seat formed by bending plates and other parts, can be made of traditional aluminum alloy. Therefore, the characteristics of high specific strength and specific rigidity of the nano ceramic aluminum alloy are fully utilized, and the good secondary bending performance of the traditional aluminum alloy is utilized.
The foregoing examples are set forth to illustrate the present invention more clearly and are not to be construed as limiting the scope of the invention, which is defined in the appended claims to which the invention pertains, as modified in all equivalent forms, by those skilled in the art after reading the present invention.
Claims (17)
1. A rail train body is mainly formed by connecting an arc roof profile (2), an air conditioner plate profile (3), a side wall plate profile (5), an underframe floor profile (7), a door upright post bending profile (9), a roof camber beam bending profile (10), an integral door corner (11), a left roof side beam profile (4) extending longitudinally, a right underframe side beam profile (6) extending longitudinally to form a box structure; the bottom of the underframe floor profile (7) is provided with a retarding structure (8); the method is characterized in that:
the arc roof section bar (2), the air conditioner plate section bar (3), the roof side beam section bar (4), the side wall plate section bar (5), the bottom frame side beam section bar (6), the bottom frame floor section bar (7) and the retarding structure (8) are all made of nano ceramic aluminum alloy materials;
arc roof section bar (2), air conditioner board section bar (3), side wall board section bar (5) and chassis floor section bar (7) adopt the friction stir welding mode to tailor-weld by a plurality of section bar units and form, have direction butt joint structure in the welded joint department of tailor-welding, this direction butt joint structure makes two of welded joint department treat welded section bar units and align, it is not more than 0.3mm to align for the unfitness of butt joint.
2. The rail train car body according to claim 1, wherein the door pillar bend profile (9), the roof camber beam bend profile (10), the roof side rail profile (4), the underframe side rail profile (6), and the draft gear (8) are all tailor welded from a number of profile units, with a guided butt joint at the tailor welded weld joint that aligns the two profile units to be welded at the weld joint and provides vertical support when applying the weld.
3. The rail train car body according to claim 1 or 2, wherein the guiding butt-joint structure comprises a welding support convex-convex structure arranged at the end of a first profile welding unit of the two profile units to be welded, and a welding support concave-concave structure arranged at the end of a second profile welding unit of the two profile units to be welded, and the welding support convex-convex structure of the first profile welding unit is in butt-joint engagement with the welding support concave-concave structure of the second profile welding unit.
4. The rail train car body of claim 3, wherein a weld support gap is provided between the weld support upper convex structure of the first profile welding unit and the weld support lower concave structure of the second profile welding unit.
5. The rail train car body of claim 4, wherein the weld support gap is no more than 0.2 mm.
6. The rail train car body according to claim 1, wherein the integral gate angle (11) is made of a nano ceramic aluminum alloy material.
7. Rail train car body according to claim 1, characterized in that the stretch bending radius of the roof camber beam bend profile (10) matches the circular arc roof profile (2).
8. The rail train car body according to claim 1, wherein the draft structure (8) is mainly formed by welding a coupler mounting section bar (81), a bumper beam section bar (82), a front stay section bar (83) and a draft cover plate (84).
9. Rail train car body according to claim 8, characterized in that the welding seams between coupler mounting profile (81) and bumper beam profile (82), coupler mounting profile (81) and front stay profile (83) are perpendicular to the floor surface of underframe floor profile (7).
10. The rail train car body according to claim 8, characterized in that the draft structure (8) is overall H-shaped.
11. The rail train car body according to claim 8, wherein the coupler mounting section (81), the bumper beam section (82) and the front support section (83) are machined with a transitional arc structure, and the transitional arc structure is consistent with a retarding cover plate arc section (84 a) of the retarding cover plate (84).
12. The rail train car body of claim 1, wherein the car body is a unitary load-bearing all-welded structure.
13. The rail train car body according to claim 12, wherein the air conditioner plate profile is formed by welding and connecting a longitudinally extending air conditioner plate middle profile and two longitudinally extending air conditioner plate connecting profiles, left and right ends of the air conditioner plate profile are respectively welded and connected with corresponding roof side rails;
the side wall plate section is mainly formed by welding and connecting a longitudinally extending side wall plate middle section and an upper longitudinally extending side wall plate connecting section and a lower longitudinally extending side wall plate connecting section, the upper end of the side wall plate section is welded and connected with a corresponding roof side beam, and the lower end of the side wall plate section is welded and connected with a corresponding underframe side beam;
the underframe floor profile is mainly formed by welding and connecting longitudinally-extending underframe floor middle profiles and a left underframe floor connecting profile and a right underframe floor connecting profile, wherein the left end and the right end of the underframe floor profiles are respectively welded and connected with corresponding underframe boundary beams.
14. The rail train car body according to claim 1, wherein the arc roof section bar (2), the air conditioner plate section bar (3), the roof side rail section bar (4), the side wall plate section bar (5), the underframe side rail section bar (6) and the underframe floor section bar (7) are made of nano ceramic aluminum alloy, and the door pillar bending section bar (9), the roof camber beam bending section bar (10) and the mounting seat formed by bending the plate are made of traditional aluminum alloy.
15. The railroad train body of any one of claims 1,2, 4-14, wherein the nanoceramic aluminum alloy is a nano TiB2 particle reinforced 6XXX series aluminum alloy.
16. The rail train car body of claim 15, wherein the nano ceramic aluminum alloy is nano TiB2 grain strengthened 6005A aluminum alloy.
17. A rail train comprising a rail train car body according to any one of claims 1 to 16.
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| Application Number | Priority Date | Filing Date | Title |
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| CN201910221308.1A CN109866788B (en) | 2019-03-22 | 2019-03-22 | Rail train and train body thereof |
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| Application Number | Priority Date | Filing Date | Title |
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| CN201910221308.1A CN109866788B (en) | 2019-03-22 | 2019-03-22 | Rail train and train body thereof |
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| CN109866788B true CN109866788B (en) | 2020-10-20 |
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| CN110758426A (en) * | 2019-11-27 | 2020-02-07 | 中车长春轨道客车股份有限公司 | High-speed motor train unit train roof structure and train with same |
| CN111959539A (en) * | 2020-08-21 | 2020-11-20 | 来安县山关轨道装备有限公司 | High-speed railway roof structure |
| CN112158212A (en) * | 2020-08-26 | 2021-01-01 | 中车长春轨道客车股份有限公司 | Freight transportation EMUs body structure |
| CN113306586B (en) * | 2021-07-02 | 2022-08-12 | 中车株洲电力机车有限公司 | Roof side beam, roof and railway vehicle |
| CN113306585B (en) * | 2021-07-02 | 2022-11-08 | 中车株洲电力机车有限公司 | Vehicle body structure and rail vehicle |
| CN114194232B (en) * | 2021-12-03 | 2023-05-23 | 中车唐山机车车辆有限公司 | Side wall structure, car body and rail vehicle |
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| CN201484421U (en) * | 2009-08-11 | 2010-05-26 | 南车青岛四方机车车辆股份有限公司 | Car body framework of high-speed rail car |
| CN105059297A (en) * | 2015-08-29 | 2015-11-18 | 中国北车集团大连机车车辆有限公司 | Aluminum alloy locomotive traction buffering structure |
| CN107893170A (en) * | 2017-11-13 | 2018-04-10 | 江苏大学 | A kind of vehicle body in-situ nano reinforced aluminium alloy squeeze wood and preparation method |
| CN107856688B (en) * | 2017-11-14 | 2019-06-11 | 中车长春轨道客车股份有限公司 | Delay the lightweight Subway Body of structure with novel pillow pulling |
| CN108796404B (en) * | 2018-06-11 | 2020-12-18 | 江苏大学 | Extrusion process of in-situ nanoparticle reinforced aluminum-based composite material for vehicle body |
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