Research on Welding Repair Technology for Key Components of Rail Vehicles

LIU Jing; LI Qiaoyan; XU Hailong; WANG Chen; XUE Ziqi

doi:10.7512/j.issn.1001-2303.2024.09.06

High-performance Welding Manufacturing of Rail Vehicles | Views : 0 下载量: 1075 CSCD: 0

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Research on Welding Repair Technology for Key Components of Rail Vehicles
Vol. 54, Issue 9, Pages: 47-54(2024)
Received：20 August 2024，

Published：25 September 2024
DOI： 10.7512/j.issn.1001-2303.2024.09.06
稿件说明：

移动端阅览

刘静，李巧艳，徐海龙，等.电力机车高强钢零部件焊修工艺技术研究［J］.电焊机，2024，54（9）：47-54. DOI： 10.7512/j.issn.1001-2303.2024.09.06.

LIU Jing, LI Qiaoyan, XU Hai Long, et al.Research on Welding Repair Technology for Key Components of Rail Vehicles[J].Electric Welding Machine, 2024, 54(9): 47-54. DOI： 10.7512/j.issn.1001-2303.2024.09.06.

摘要

为了研究焊修次数对电力机车转向架关键零部件30CrMo合金钢空心轴组织及性能的影响，并优化其焊修工艺，对30CrMo合金钢空心轴行了三次焊修试验，并对每次焊修后的接头进行了静强度试验、金相试验和疲劳试验。静强度试验包括拉伸和弯曲试验，金相试验观察了接头各区域的显微组织，疲劳试验采用旋转弯曲加载方式，以确定接头的疲劳极限。结果表明：多次焊修后，接头的拉伸性能良好，拉伸试件断于母材；弯曲性能良好，弯曲角度达180°时无断裂或裂纹产生；室温和低温冲击性能在多次焊修后略有下降，符合标准要求；三次焊修焊缝硬度在330~340 HV之间，明显高于母材及热影响区硬度值。金相组织分析表明，空心轴母材的组织为回火索氏体、上贝氏体及块状铁素体，热影响区的主要组织为回火索氏体和少量块状铁素体，熔合区的组织为回火索氏体，焊缝组织为经过调质后产生的回火索氏体。接头疲劳极限满足强度要求，第三次焊修中值疲劳极限最高，在指定寿命为1×10

次循环下的中值疲劳极限为399 MPa。焊后调质处理可以有效地改善多次焊修对接头性能的影响。多次焊修后的30CrMo合金钢空心轴接头具有良好的拉伸、弯曲和疲劳性能，且随着焊修次数的增加，接头的疲劳强度逐渐提高。该研究结果为电力机车转向架关键部件的焊修工艺优化提供了理论依据。

Abstract

To study the effect of repair welding times on the microstructure and properties of the 30CrMo alloy steel hollow shaft

a key component of the power locomotive bogie

and to optimize its repair welding process

three repair welding tests were conducted on the 30CrMo

alloy steel hollow shaft. Static strength tests

metallographic tests

and fatigue tests were performed on the joints after each repair welding. Static strength tests included tension and bending tests. Metallographic tests observed the microstructure of various regions of the joint. Fatigue tests used rotating bending loading to determine the fatigue limit of the joint. The results showed that after multiple repair weldings

the joint had good tensile properties

and the tensile specimens broke at the base metal; the bending performance was good

and no fracture or crack occurred when the bending angle reached 180°; the impact properties at room temperature and low temperature decreased slightly after multiple repair weldings

meeting the standard requirements; the hardness of the weld after three repair weldings was between 330~340 HV

which was significantly higher than the hardness of the base metal and the heat-affected zone. Metallographic analysis showed that the microstructure of the hollow shaft base metal was tempered sorbite

upper bainite

and massive ferrite

the main microstructure of the heat-affected zone was tempered sorbite and a small amount of massive ferrite

the microstructure of the fusion zone was tempered sorbite

and the weld microstructure was tempered sorbite produced after quenching and tempering. The fatigue limit of the joint met the strength requirements

and the median fatigue limit was the highest in the third repair welding

which was 399 MPa at a specified life of 1×10

cycles. Post-weld quenching and tempering could effectively improve the effect of multiple repair weldings on joint properties. After multiple repair weldings

the 30CrMo alloy steel hollow shaft joint had good tensile

bending

and fatigue properties

and the fatigue strength of the joint increased gradually with the increase of repair welding times. This research result provides a theoretical basis for the optimization of the repair welding process of key components of the power locomotive bogie.

关键词

Keywords

references

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