CN111859538A - Design verification method for rail transit vehicle window bonding part - Google Patents
Design verification method for rail transit vehicle window bonding part Download PDFInfo
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Abstract
The invention discloses a design verification method for a bonding part of a rail transit vehicle window, (1) the rail transit vehicle window is simplified into an approximate rectangle or triangle; (2) calculating static load; (3) calculating the dynamic load; (4) calculating heat load caused by temperature difference; (5) calculating fatigue load; (6) calculating a safety factor under each load working condition; (7) evaluating an analysis result; through calculation results and analysis in the early stage, whether various loads borne by the car window are smaller than the bearing limit of the adhesive or not is evaluated, whether the safety coefficient is far larger than 2 and far larger than 2 is judged, namely sufficient safety margin exists, and therefore the car window bonding part is safe and reliable in design size and can meet the normal operation requirements of the car.
Description
Technical Field
The invention relates to the technical field of bonding of rail transit vehicles, in particular to a design verification method for a bonding part of a rail transit vehicle window.
Background
At present, the design size of the window bonding part of the rail transit vehicle is generally determined by means of empirical values, finite element analysis and related tests. In the design methods, the empirical value is closely related to the working experience of designers, so that the accuracy of design is difficult to ensure; the finite element analysis method is basically used for analyzing the whole automobile and is limited by a software module, so that stress conditions of a bonding part are difficult to be subjected to key analysis independently; the product test has a long period, a large number of sample pieces need to be manufactured, and the workload is large. In addition, other designers, technologists or quality personnel basically judge the reasonability of the process according to the original design thought when evaluating the design size, and are difficult to effectively finish evaluation from another angle due to the limitation of working properties.
Disclosure of Invention
In order to overcome the defects of the prior art, the invention provides a method for verifying the correctness of the size of the bonding part of the car window by using analytical calculation through comparing safety factors, which is simple and effective.
The technical scheme adopted by the invention for solving the technical problems is as follows:
a rail transit vehicle window bonding part design verification method comprises the following steps:
(1): simplifying the rail transit vehicle window into an approximate rectangle or triangle;
(2): and (4) calculating static load. And (3) analyzing the stress condition of the bonding part in the X, Y, Z direction in the global coordinate under the premise of only considering gravity, namely calculating the magnitudes of Fx, Fy and Fz.
Meanwhile, according to a coordinate transformation formula:
and calculating the magnitudes of Fx ', Fy' and Fz 'in the directions of X', Y 'and Z' under the local coordinates. And calculating the bonding area A according to the design size of the bonding part, and simultaneously calculating the tensile-shear strength of the bonding part in each main direction under local coordinates according to a tensile strength calculation formula sigma which is F/A and a shear strength calculation formula tau which is F/A. Then according to the equivalent equation
Calculating equivalent stress sigma M;
(3): and calculating the dynamic load. And respectively calculating the magnitudes of Fx, Fy and Fz under the global coordinate according to the maximum acceleration in three directions under each working condition. And simultaneously calculating the magnitudes of Fx '1, Fy' 1 and Fz '1 in the directions of X', Y 'and Z' under the local coordinates according to a coordinate conversion formula. The dynamic load working condition also needs to consider the force Fx ' 2 or Fy ' 2 or Fz ' 2 generated by the maximum wind pressure in the direction X ' or Y ' or Z ' which is superposed on the window glass, wherein the Fx ' 2 is P multiplied by S, P is the maximum wind pressure on the window, and S is the window area. At the same time, the resultant force Fx 'acting in the X' direction, or the resultant force Fy 'in the Y' direction, or the resultant force Fy 'in the Z' direction, or the resultant force Fz '1 + Fz' 2, is calculated. And calculating the bonding area A according to the design size of the bonding part, and simultaneously calculating the tensile-shear strength of the bonding part in each main direction under local coordinates according to a tensile strength calculation formula sigma which is F/A and a shear strength calculation formula tau which is F/A. And calculating the equivalent stress sigma M according to an equivalent stress formula.
(4): heat load calculation due to temperature difference. And calculating the maximum strain tan gamma T1 ═ DeltaLT 1/T ═ DeltaAlDeltaT 1 xL/2/T of the adhesive layer according to the maximum temperature difference DeltaT 1 of the temperature rising section, wherein DeltaL is the change value of the length direction (or the width direction) of the window, and Deltaalpha is the difference value of the thermal expansion coefficients between the aluminum alloy and the glass substrate. Similarly, the maximum strain tan γ T2 in each side length direction of the vehicle window can be calculated according to the maximum temperature difference Δ T2 of the cooling section, which is Δ LT 2/T. According to the tau, the maximum stress tau 1 and the maximum stress tau 2 at the edge of the glass caused by the temperature difference of the temperature rising section and the temperature lowering section are respectively calculated and are superposed with the dynamic load in the same direction, and the maximum stress value of the vehicle window after the dynamic load and the thermal load are superposed in the direction is obtained. Meanwhile, according to the value of sigma/E and the value of tan gamma, tau/G, the maximum superposed strain value under the corresponding working condition is obtained. The maximum equivalent stress σ M can be calculated by the equivalent stress formula, and the maximum equivalent strain M can be calculated by the equivalent strain formula.
(5): and (4) calculating the fatigue load. And respectively calculating the stress values Fx, Fy and Fz of the bonding part in the X, Y, Z direction in the global coordinate according to the maximum acceleration of the window in each direction under the fatigue load working condition. And simultaneously calculating the magnitudes of Fx ', Fy' and Fz 'in the directions of X', Y 'and Z' under the local coordinates according to a coordinate conversion formula. And calculating the bonding area A according to the design size of the bonding part, and simultaneously calculating the tensile-shear strength of the bonding part in each main direction under local coordinates according to a tensile strength calculation formula sigma which is F/A and a shear strength calculation formula tau which is F/A. And calculating the equivalent stress sigma M according to an equivalent stress formula.
(6): and (4) calculating the safety factor under each load working condition. Under the condition of gravity load working condition, the safety factor under the condition can be obtained by calculating the ratio of the creep strength of the adhesive to the maximum stress of the vehicle window under the condition. Under the condition of the superposition of the thermal load and the dynamic load caused by the temperature difference, the safety factor under the condition can be obtained by calculating the ratio of the characteristic value of the shear strength of the adhesive after the wet and hot aging to the maximum equivalent stress of the vehicle window under the condition. The safety factor under the condition can be obtained by calculating the ratio of the characteristic value of the shear elongation at break of the adhesive after the wet heat aging to the maximum equivalent stress strain of the vehicle window under the condition. Under the working condition of fatigue load, the safety factor under the condition can be obtained by calculating the ratio of the fatigue strength of the adhesive to the maximum equivalent stress of the vehicle window under the condition.
(7): and (5) evaluating the analysis result. Through calculation results and analysis in the early stage, whether all kinds of loads that receive of aassessment door window all are less than the bearing limit of adhesive, whether factor of safety is far greater than 2, far greater than 2 is enough safety margin promptly to judge that this door window bonding position design size is safe and reliable, can satisfy the normal operation demand of vehicle.
The invention has the beneficial effects that: the invention utilizes the analytical calculation method to verify the correctness of the size of the bonding part of the car window by comparing the safety coefficient, provides an effective verification method for the reasonability of the design file from another angle, and is simple and effective.
Detailed Description
The method is characterized in that the design size is verified and confirmed by taking the bonding part of the front windshield and the side window of the cab of a certain type of subway project as an example, and the specific method comprises the following steps:
(1): simplifying the rail transit vehicle window into an approximate rectangle or triangle;
for the purpose of analytical calculation, models of bonding portions of a windshield at the front of a vehicle head and a window glass at the side of a cab are simplified, each window is simplified into an approximate rectangle or triangle, and each window is simplified into a rectangle structure or a triangle structure in which a single piece of glass is bonded to an aluminum alloy vehicle body. Because the left and right structures of the bonding part of the window glass on the cab side of the locomotive are symmetrical and all loads have symmetry, only the left window along the advancing direction of the locomotive is calculated, and the result can represent all the cab side windows.
The dimensional and positional angular information for the two simplified models of window bonding described above are summarized, with one glass having two glue lines, shown as a "/" symbol spaced apart, as shown in table 1.
TABLE 1 simplified model information for vehicle window glass bonding
The materials and basic parameters of the materials corresponding to each part are shown in tables 2, 3 and 4. The sealant is not considered in the calculation, only structural adhesive bonding is considered, and the method belongs to a partial conservative estimation calculation method.
TABLE 2 parts and corresponding materials
| Name (R) | Material |
| Vehicle head structure | Aluminium alloy |
| Vehicle body structure | Aluminium alloy |
| Adhesive joint strip | SIKA268 |
TABLE 3 structural adhesive Material parameters
TABLE 4 basic Material parameters
Description of the symbols:
dynamic loading:
dynamic load acceleration condition sources: the maximum dynamic acceleration in the X, Y and Z directions is referred to the DIN EN 12663-1 standard; the data of the pneumatic pressure are parameters required by relevant type tests, positive values are defined as the direction that the car window is pulled outwards, and negative values are defined as the direction that the car window is pulled inwards.
Thermal load due to temperature difference:
deformation caused by temperature difference and unmatched thermal expansion coefficients of two side substrates:
temperature ranges in the vehicle production and operation phases:
vehicle running environment temperature: -5 ℃ to 40 DEG C
The temperature range of the vehicle production stage is about 10 ℃ to 35 ℃.
Namely calculating the stress strain of two temperature changes of 10-40 ℃ temperature rise and 35-5 ℃ temperature drop.
The deformation of the glue layer caused by the mismatch of the thermal expansion coefficients of the structures of two different materials is considered, and the maximum temperature rise and the temperature reduction thermal deformation are superposed to the dynamic load working condition.
Fatigue load:
| working conditions | In the X direction | Y direction | In the Z direction |
| FLC1 | +0.15g | +0.15g | -0.85g |
| FLC2 | +0.15g | -0.15g | -0.85g |
| FLC3 | -0.15g | +0.15g | -0.85g |
| FLC4 | -0.15g | -0.15g | -0.85g |
| FLC5 | +0.15g | +0.15g | -1.15g |
| FLC6 | +0.15g | -0.15g | -1.15g |
| FLC7 | -0.15g | +0.15g | -1.15g |
| FLC8 | -0.15g | -0.15g | -1.15g |
Fatigue load acceleration condition source: maximum fatigue acceleration in the X, Y, Z directions is referred to the DIN EN 12663-1 standard
(2): and (4) calculating static load.
Front windshield:
the front windshield only bears gravity, and under a global coordinate system, the stress is as follows:
Fax＝0；
Fay＝0；
Faz＝－m×g＝-95.8×9.8＝－938.84N.
under a local coordinate system, according to formula 1, the stress after conversion is:
Fax’＝sinθa2×Faz＝sin(12°)×(－938.84)＝-195.20N；
Fay’＝Fay＝0N；
Faz’＝cosθa2×Faz＝cos(12°)×(－938.84)＝－918.32N.
the force in three directions is divided by the bonding area of the bonding glue layer to obtain the stress of the glue layer in each direction:
bonding area of the bonding glue layer:
Aa＝2082×58+2082×70+1500×59×2＝443496mm2
σax’＝Fax’/Aa＝-195.20/443496＝－0.0004MPa；
τay’＝Fay’/Aa＝0；
τaz’＝Faz’/Aa＝－918.32/443496＝－0.002MPa.
calculating the equivalent stress sigma according to the equivalent stress formulaM：
Thus, the maximum equivalent stress σ due to static creep loadMIs 0.004 MPa.
Cab side window:
the driver's cabin side window glass only bears the gravity, and under the global coordinate system, the stress is:
Fbx＝0；
Fby＝0；
Fbz＝－m×g＝-4.5×9.8＝-44.1N.
under a local coordinate system, according to formula 1, the stress after conversion is:
Fbx’＝cosθ3×Fbx+sinθ3×Fby＝0N；
Fby’＝－sinθ3cosθ1×Fbx+cosθ3sinθ1×Fby+sinθ1Fbz＝sin(5°)Fbz＝－3.84N；
Fbz’＝sinθ3sinθ1×Fbx－sinθ1cosθ3×Fby+cosθ1Fbz＝cos(5°)Fbz＝－43.9N.
the force in three directions is divided by the bonding area of the bonding glue layer to obtain the stress of the glue layer in each direction:
bonding area of the bonding glue layer: a. thea＝(461+930+971)×40＝94480mm2
τbx’＝Fbx’/Ab＝0；
σby’＝Fby’/Ab＝-3.84/94480＝-0.00004；
τbz’＝Fbz’/Ab＝-43.9/94480＝－0.00046MPa.
Calculating the equivalent stress sigma according to the equivalent stress formulaM：
Thus, the maximum equivalent stress σ due to static creep loadMIs 0.004 MPa.
(3) And calculating the dynamic load.
Front windshield (take DLC1 as an example):
Under the working condition of DLC1, under a global coordinate system, the maximum acceleration generated by the front windshield in three directions is as follows:
Fax＝3×m×g＝3×95.8×9.8＝2816.52N；
Fay＝m×g＝95.8×9.8＝938.84N；
Faz＝3×m×g＝3×95.8×9.8＝2816.52N.
under a local coordinate system, according to formula 1, the stress after conversion is:
Fax’1＝cosθa2×Fax+sinθa2×Faz
＝cos(12°)×2816.52+sin(12°)×938.84
＝3340.56N；
Fay’＝Fay＝938.84N；
Faz’＝－sinθa2×Fax+cosθa2×Faz
＝－sin(12°)×2816.52+cos(12°)×2816.52
＝2169.38N.
in a local coordinate system, the direction of the superposition on the window glass is Xa' force F by maximum wind pressureax’2In the direction Xa' maximum resultant force Fax’:
Fax’2＝P×S＝2500×(2082×1500×10-6)＝7807.5N；
Fax’＝Fax’1+Fax’2＝3340.56+7807.5＝11148.06N.
The force in the three directions is divided by the bonding area of the bonding glue layer (if two glue lines exist, the sum of the bonding areas is calculated), and the stress of the glue layer in each direction is obtained:
σax’＝Fax’/Aa＝11148.06/443496＝0.025MPa；
τay’＝Fay’/Aa＝938.84/443496＝0.0021MPa；
τaz’＝Faz’/Aa＝2169.38/443496＝0.0049MPa.
the rest of dynamic load calculations are similar to this, and the results obtained by the calculations are summarized as follows:
driver's cabin side glazing (take DLC1 as an example):
under the working condition of DLC1, under a global coordinate system, the maximum acceleration of the cab-side window glass in three directions generates forces as follows:
Fbx＝3×m×g＝3×4.5×9.8＝132.3N；
Fby＝m×g＝44.1N；
Fbz＝3×m×g＝3×4.5×9.8＝132.3N.
under a local coordinate system, according to formula 1, the stress after conversion is:
Fbx’＝cosθ3×Fbx+sinθ3×Fby
＝cos(－6°)×132.3+sin(－6°)×44.1
＝126.97N；
Fby’1＝－sinθ3cosθ1×Fbx+cosθ3sinθ1×Fby+sinθ1Fbz
＝－sin(－6°)×cos(5°)×132.3+cos(－6°)×sin(5°)×44.1+sin(5°)×132.3
＝29.13N；
Fbz’＝sinθ3sinθ1×Fbx－sinθ1cosθ3×Fby+cosθ1Fbz
＝sin(－6°)×sin(5°)×132.3+－sin(5°)×cos(－6°)×44.1+cos(5°)×132.3
＝126.77N.
in a local coordinate system, the direction of the superposition acting on the window glass is Yb' force F by maximum wind pressureby’2In the direction of Yb' maximum resultant force Fby’:
Fby’2＝P×S＝2500×(461×930×0.5×10-6)＝535.91N；
Fby’＝Fby’1+Fby’2＝29.13+535.91＝565.04N.
The force in the three directions is divided by the bonding area of the bonding glue layer (if two glue lines exist, the sum of the bonding areas is calculated), and the stress of the glue layer in each direction is obtained:
τbx’＝Fbx’/Ab＝126.97/94480＝0.0013MPa；
σby’＝Fby’/Ab＝535.91/94480＝0.0060MPa；
τbz’＝Fbz’/Ab＝126.77/94480＝0.0013MPa.
The rest of dynamic load calculations are similar to this, and the results obtained by the calculations are summarized as follows:
(4) heat load calculation due to temperature difference.
Front windshield:
the temperature variation caused by the temperature variation of 10-40 ℃ and the temperature variation of 35-5 ℃ are respectively as follows:
ΔT1＝30℃；ΔT2＝－40℃。
the difference in thermal expansion coefficient between the aluminum alloy and the glass substrate is:
Δα＝1.4×10-51/℃
the temperature is raised to 10-40 ℃ to cause the maximum strain at the edge of the glass in the Y' direction (if two glue lines exist, the glue layer thickness t is the thinnest thickness in the glue lines, because the thinner glue layer is more dangerous):
tanγay’t1＝ΔLay’t/t＝Δα×ΔT1×Lay/2/t
＝1.4×10-5×30×2082/2/8
＝0.055
maximum strain induced at the edge of the glass in the Z' -direction:
tanγay’t1＝ΔLaZ’t/t＝Δα×ΔT1×LaZ/2/t
＝1.4×10-5×30×1500/2/8
＝0.039
similarly, under the temperature change condition of cooling at 35 ℃ to-5 ℃, the maximum strain at the glass edge of the long edge of 2082mm of glass along the Y 'direction and the wide edge of 1500mm of glass along the Z' direction is caused:
cooling at 35-5 ℃: tan gammaay’t2＝－0.073；tanγaz’t2＝－0.053.
According to
From τ to gxγ, the maximum stress at the glass edge due to temperature difference is obtained:
heating at 10-40 deg.C: tau isay’t1＝0.070MPa；τaz’t1＝0.051MPa；
Cooling at 35-5 ℃: tau isay’t2＝－0.094MPa；τaz’t2＝－0.067MPa.
Since the glass has a closed rectangular ring structure, the maximum value of the superposition with the dynamic load in the Y ', Z' directions is that the stress strain caused by the dynamic load and the stress strain caused by the temperature difference are superposed in the same direction.
Therefore, the maximum stress caused by the maximum temperature difference working condition TLC, namely the stress under the temperature reduction condition of 35 ℃ to-5 ℃ is superposed with the calculated stress under each dynamic load working condition in the same direction to obtain the maximum superposed stress value under each working condition:
according to the values of sigma/E and gamma tau/G, the maximum superposed strain value under each working condition is obtained:
calculating the equivalent stress sigma according to the equivalent stress formulaM：
Calculating the equivalent strain according to the equivalent stress equivalent strain formulaM：
Therefore, the maximum equivalent stress sigma of the front windshield glass under the quasi-static load condition caused by the superposition of the dynamic load and the temperature difference loadMIs 0.212 MPa; maximum equivalent stress equivalent strainM0.056, produced under DLC13+ TLC and DLC15+ TLC conditions.
Cab side window glass:
the temperature variation caused by the temperature variation of 10-40 ℃ and the temperature variation of 35-5 ℃ are respectively as follows:
ΔT1＝30℃；ΔT2＝－40℃。
the difference in thermal expansion coefficient between the aluminum alloy and the glass substrate is:
Δα＝1.4×10-51/℃
the temperature is raised to 10-40 ℃ to cause the maximum strain at the edge of the glass in the X' direction (if two glue lines exist, the glue layer thickness t is the thinnest thickness of the glue lines, because the thinner glue layer is more dangerous):
tanγbx’t1＝ΔLbx’t/t＝Δα×ΔT1×Lbx/2/t
＝1.4×10-5×30×461/2/5
＝0.019
maximum strain induced at the edge of the glass in the Z' -direction:
tanγbz’t1＝ΔLbz’t/t＝Δα×ΔT1×Lbz/2/t
＝1.4×10-5×30×930/2/5
＝0.039
Similarly, under the temperature change condition of cooling at 35 ℃ to-5 ℃, the maximum strain at the glass edge of the glass at the bottom edge of 461mm of glass along the X 'direction and the long edge of 930mm of glass along the Z' direction is caused:
cooling at 35-5 ℃: tan gammabx’t2＝－0.026；tanγbz’t2＝－0.052.
According to
From τ to gxγ, the maximum stress at the glass edge due to temperature difference is obtained:
heating at 10-40 deg.C: tau isbx’t1＝0.025MPa；τbz’t1＝0.050MPa；
Cooling at 35-5 ℃: tau isbx’t2＝－0.033MPa；τbz’t2＝－0.067MPa.
Since the glass has a closed triangular ring structure, the maximum value of the superposition with the dynamic load in the directions of X 'and Z' is that the stress strain caused by the dynamic load and the stress strain caused by the temperature difference are superposed in the same direction.
Therefore, the maximum stress caused by the maximum temperature difference working condition TLC, namely the stress under the temperature reduction condition of 35 ℃ to-5 ℃ is superposed with the calculated stress under each dynamic load working condition in the same direction to obtain the maximum superposed stress value under each working condition:
according to the values of sigma/E and gamma tau/G, the maximum superposed strain value under each working condition is obtained:
calculating the equivalent stress sigma according to the equivalent stress formulaM：
Calculating the equivalent strain according to the equivalent stress equivalent strain formulaM：
The maximum equivalent stress sigma of the window glass on the driver's cabin side, caused by the superposition of dynamic and temperature differential loads, is thus the maximum equivalent stress of the window glass under quasi-static load conditions M0.094 MPa; maximum equivalent stress equivalent strainM0.035, DLC1+ TLCD, DLC3+ TLC, DLC5+ TLC, DLC7+ TLC, DLC9+ TLC, DLC11+ TLC, DLC13+ TLC, DLC15+ TLC.
(5) And (4) calculating the fatigue load.
Front windshield:
similar to the calculation of the dynamic load conditions, the results obtained from the calculation are summarized as follows:
calculating the equivalent stress sigma according to the equivalent stress formulaM：
Thus, the maximum equivalent stress σ due to fatigue loadingM0.0043MPa, produced under FLC5 and FLC6 conditions.
Cab side window:
similar to the calculation of the dynamic load conditions, the results obtained from the calculation are summarized as follows:
calculating the equivalent stress according to the equivalent stress formulaσM：
Thus, the maximum equivalent stress σ due to fatigue loadingMIs 0.0009MPa and is generated under the working conditions of FLC5, FLC6, FLC7 and FLC 8.
(6) And calculating the safety factor under each load working condition.
Front windshield load analysis result review
Gravity static load condition
Superposition of thermal load and dynamic load working condition caused by temperature difference
Fatigue load condition
Cab side window load analysis result evaluation
Gravity static load condition
Superposition of thermal load and dynamic load working condition caused by temperature difference
Fatigue load condition
(7) And analyzing the result evaluation.
Evaluation of analysis result of front windshield adhesive joint
Under the working condition of gravity static load, the maximum equivalent stress of the front windshield is 0.004MPa lower than the bearing limit (creep strength) of the front windshield, and the safety coefficient is 67.5.
Under the load caused by the maximum temperature difference working condition TLC, namely under the maximum load working condition DLC13+ TLC and DLC15+ TLC of the superposition of the maximum load and the dynamic load under the cooling condition of 35 ℃ to-5 ℃, the maximum equivalent stress of the front windshield adhesive is 0.212MPa and is lower than the bearing limit (the shear strength characteristic value after the damp-heat aging is 4.5MPa), and the minimum safety coefficient is 21.23; the maximum equivalent stress strain of 0.056 is lower than the load bearing limit (characteristic value of shear elongation at break after humid and hot aging) of 3.13, and the minimum safety factor is 55.89.
Under the working conditions of the maximum fatigue load FLC5 and the FLC6, the maximum equivalent stress of the front windshield is 0.0043MPa which is lower than the bearing limit (fatigue strength) of 0.42MPa, and the minimum safety factor is 97.67.
Evaluation of analysis result of bonding joint of side window of driver cab
Under the working condition of gravity static load, the maximum equivalent stress of the cab side window glass bonding is 0.0008MPa and is lower than the bearing limit (creep strength) of the cab side window glass bonding by 0.27MPa, and the safety factor is 337.5.
Under the conditions of maximum temperature difference condition TLC caused load, namely maximum load condition DLC1+ TLCD, DLC3+ TLC, DLC5+ TLC, DLC7+ TLC, DLC9+ TLC, DLC11+ TLC, DLC13+ TLC and DLC15+ TLC superposed with the dynamic load, the maximum equivalent stress of 0.094MPa bonded with the side window of the cab is lower than the bearing limit (the tensile strength characteristic value after humid heat aging is 4.5MPa), and the minimum safety factor 447.87; the maximum equivalent stress strain of 0.035 is less than its load limit (tensile elongation at break characteristic after humid heat aging) of 3.13, with a minimum safety factor of 89.43.
Under the working conditions of maximum fatigue loads FLC5, FLC6, FLC7 and FLC8, the maximum equivalent stress of the bonding of the cab side window glass is 0.0009MPa and is lower than the bearing limit (fatigue strength) of 0.42MPa, and the minimum safety factor is 466.67.
The calculated value of the maximum stress strain under each working condition is compared with the corresponding bearing limit of the adhesive, and the result shows that under all the working conditions of design consideration, various loads of the front windshield and the cab side window glass adhesive joint of the subway vehicle are smaller than the bearing limit, so that a sufficient safety margin exists, and the design size of the window adhesive joint is safe and reliable.
The invention utilizes the analytical calculation method to verify the correctness of the size of the bonding part of the car window by comparing the safety coefficient, provides an effective verification method for the reasonability of the design file from another angle, and is simple and effective.
Claims (1)
1. A rail transit vehicle window bonding part design verification method is characterized by comprising the following steps:
(1) simplifying the rail transit vehicle window into an approximate rectangle or triangle;
(2) and (4) calculating static load. And (3) analyzing the stress condition of the bonding part in the X, Y, Z direction in the global coordinate under the premise of only considering gravity, namely calculating the magnitudes of Fx, Fy and Fz. Meanwhile, according to a coordinate transformation formula:
And calculating the magnitudes of Fx ', Fy' and Fz 'in the directions of X', Y 'and Z' under the local coordinates. And calculating the bonding area A according to the design size of the bonding part, and simultaneously calculating the tensile-shear strength of the bonding part in each main direction under local coordinates according to a tensile strength calculation formula sigma which is F/A and a shear strength calculation formula tau which is F/A. And according to an equivalent equation:
calculating equivalent stress sigma M;
(3) and calculating the dynamic load. And respectively calculating the magnitudes of Fx, Fy and Fz under the global coordinate according to the maximum acceleration in three directions under each working condition. And simultaneously calculating the magnitudes of Fx '1, Fy' 1 and Fz '1 in the directions of X', Y 'and Z' under the local coordinates according to a coordinate conversion formula. The dynamic load working condition also needs to consider the force Fx ' 2 or Fy ' 2 or Fz ' 2 generated by the maximum wind pressure in the direction X ' or Y ' or Z ' which is superposed on the window glass, wherein the Fx ' 2 is P multiplied by S, P is the maximum wind pressure on the window, and S is the window area. At the same time, the resultant force Fx 'acting in the X' direction, or the resultant force Fy 'in the Y' direction, or the resultant force Fy 'in the Z' direction, or the resultant force Fz '1 + Fz' 2, is calculated. And calculating the bonding area A according to the design size of the bonding part, and simultaneously calculating the tensile-shear strength of the bonding part in each main direction under local coordinates according to a tensile strength calculation formula sigma which is F/A and a shear strength calculation formula tau which is F/A. Calculating the equivalent stress sigma M according to an equivalent stress formula;
(4) Heat load calculation due to temperature difference. And calculating the maximum strain tan gamma T1 ═ DeltaLT 1/T ═ DeltaAlDeltaT 1 xL/2/T of the adhesive layer according to the maximum temperature difference DeltaT 1 of the temperature rising section, wherein DeltaL is the change value of the length direction (or the width direction) of the window, and Deltaalpha is the difference value of the thermal expansion coefficients between the aluminum alloy and the glass substrate. Similarly, the maximum strain tan γ T2 in each side length direction of the vehicle window can be calculated according to the maximum temperature difference Δ T2 of the cooling section, which is Δ LT 2/T. According to the tau, the maximum stress tau 1 and the maximum stress tau 2 at the edge of the glass caused by the temperature difference of the temperature rising section and the temperature lowering section are respectively calculated and are superposed with the dynamic load in the same direction, and the maximum stress value of the vehicle window after the dynamic load and the thermal load are superposed in the direction is obtained. Meanwhile, according to the value of sigma/E and the value of tan gamma, tau/G, the maximum superposed strain value under the corresponding working condition is obtained. The maximum equivalent stress σ M can be calculated by the equivalent stress formula, and the maximum equivalent strain M can be calculated by the equivalent strain formula.
(5) And (4) calculating the fatigue load. And respectively calculating the stress values Fx, Fy and Fz of the bonding part in the X, Y, Z direction in the global coordinate according to the maximum acceleration of the window in each direction under the fatigue load working condition. And simultaneously calculating the magnitudes of Fx ', Fy' and Fz 'in the directions of X', Y 'and Z' under the local coordinates according to a coordinate conversion formula. And calculating the bonding area A according to the design size of the bonding part, and simultaneously calculating the tensile-shear strength of the bonding part in each main direction under local coordinates according to a tensile strength calculation formula sigma which is F/A and a shear strength calculation formula tau which is F/A. Calculating the equivalent stress sigma M according to an equivalent stress formula;
(6) And (4) calculating the safety factor under each load working condition. Under the condition of gravity load working condition, the safety factor under the condition can be obtained by calculating the ratio of the creep strength of the adhesive to the maximum stress of the vehicle window under the condition. Under the condition of the superposition of the thermal load and the dynamic load caused by the temperature difference, the safety factor under the condition can be obtained by calculating the ratio of the characteristic value of the shear strength of the adhesive after the wet and hot aging to the maximum equivalent stress of the vehicle window under the condition. The safety factor under the condition can be obtained by calculating the ratio of the characteristic value of the shear elongation at break of the adhesive after the wet heat aging to the maximum equivalent stress strain of the vehicle window under the condition. Under the working condition of fatigue load, the safety factor under the condition can be obtained by calculating the ratio of the fatigue strength of the adhesive to the maximum equivalent stress of the vehicle window under the condition;
(7) and (5) evaluating the analysis result. Through calculation results and analysis in the early stage, whether all kinds of loads that receive of aassessment door window all are less than the bearing limit of adhesive, whether factor of safety is far greater than 2, far greater than 2 is enough safety margin promptly to judge that this door window bonding position design size is safe and reliable, can satisfy the normal operation demand of vehicle.
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