Type A Urban Rail Vehicle with Integral Side Wall Structure Research on Prefabrication of Car body Deflection

LIU Song; WANG Shijun; WANG Yanan

doi:10.7512/j.issn.1001-2303.2024.03.21

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Type A Urban Rail Vehicle with Integral Side Wall Structure Research on Prefabrication of Car body Deflection
Vol. 54, Issue 3, Pages: 142-145(2024)
Published： 25 March 2024 ，
DOI： 10.7512/j.issn.1001-2303.2024.03.21

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刘松，王世君，王亚男.整体侧墙结构的A型城铁车辆车体挠度预制研究［J］.电焊机，2024，54（3）：142-145.

LIU Song, WANG Shijun, WANG Yanan.Type A Urban Rail Vehicle with Integral Side Wall Structure Research on Prefabrication of Car body Deflection[J].Electric Welding Machine, 2024, 54(3): 142-145.
刘松，王世君，王亚男.整体侧墙结构的A型城铁车辆车体挠度预制研究［J］.电焊机，2024，54（3）：142-145. DOI： 10.7512/j.issn.1001-2303.2024.03.21.

LIU Song, WANG Shijun, WANG Yanan.Type A Urban Rail Vehicle with Integral Side Wall Structure Research on Prefabrication of Car body Deflection[J].Electric Welding Machine, 2024, 54(3): 142-145. DOI： 10.7512/j.issn.1001-2303.2024.03.21.

摘要

为探讨具有整体侧墙结构的铝合金A型城铁车辆车体在焊接过程中挠度变化的影响因素，以及挠度的变化规律。采用5组试验车辆，分别调整车体总组成组焊工装支撑分布位置、侧墙单部件的挠度预制，以及车体总组成预制挠度数值，观察车体焊后挠度的变化。结果显示，当支撑分布在门口中心时，焊后挠度回弹量达13 mm；而支撑分布在门口两侧时，回弹量下降至11 mm。在侧墙单部件进行15 mm的挠度预制后，焊后挠度回弹量进一步下降至4.5 mm。此外，当总组成预制挠度数值分别为19 mm、16.5 mm时，焊后挠度值分别为15.3 mm、13 mm，回弹量保持在3.5~4.5 mm范围内。研究表明，车体总组成组焊工装支撑分布位置以及侧墙单部件的挠度预制是影响车体焊后挠度的关键因素。通过侧墙单部件的挠度预制，可有效降低焊后挠度回弹量。此外，在保证设计理论挠度需求的前提下，采用较小的挠度预制对车体尺寸更为有利。

Abstract

The aim of this study is to explore the influencing factors of deflection changes during the welding process of aluminum alloy A-type urban rail vehicle bodies with integral side wall structures

as well as the variation rules of deflection. Using 5 sets of test vehicles

adjust the distribution position of welding fixture support in the body assembly group

prefabricate the deflection of single components on the side wall

and prefabricate the deflection value of the body assembly

and observe the changes in the deflection of the body after welding. The results show that when the support is distributed at the center of the doorway

the deflection rebound after welding reaches 13 mm; When the support is distributed on both sides of the doorway

the rebound amount decreases to 11mm. After prefabricating the single component of the side wall with a deflection of 15mm

the deflection rebound after welding further decreased to 4.5mm. In addition

when the total prefabricated deflection values are 19 mm and 16.5 mm respectively

the post weld deflection values are 15.3mm and 13mm

and the rebound amount remains within the range of 3.5-4.5 mm.Research has shown that the distribution position of welding fixture support in the overall composition of the vehicle body and the deflection prefabrication of single components on the side wall are key factors affecting the post welding deflection of the vehicle body. By prefabricating the deflection of single components on the side wall

the amount of deflection rebound after welding can be effectively reduced. In addition

while ensuring the theoretical deflection requirements of the design

using smaller deflection prefabrication is more advantageous for the size of the vehicle body.

关键词

挠度预制工装支撑挠度回弹量侧墙单部件车体总组成

Keywords

deflection prefabricationtooling supportdeflection reboundside wallvehicle body assembly

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