Welding Deformation and Process Analysis of Two Types of Welded Structures between the Driver's and Passenger Compartments of Rail City Vehicles

BAO Hongyang; WANG Yanan; YAN Gege

doi:10.7512/j.issn.1001-2303.2026.01.13

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Welding Deformation and Process Analysis of Two Types of Welded Structures between the Driver's and Passenger Compartments of Rail City Vehicles
Vol. 56, Issue 1, Pages: 96-101(2026)
Received：25 December 2024，

Revised：2025-03-05，

Published：20 January 2026
DOI： 10.7512/j.issn.1001-2303.2026.01.13
稿件说明：

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鲍洪阳，王亚男，严格格.两种轨道市域车辆司机室与客室拼焊结构的焊接变形与工艺性分析［J］.电焊机，2026，56（1）：96-101. DOI： 10.7512/j.issn.1001-2303.2026.01.13.

BAO Hongyang, WANG Yanan, YAN Gege.Welding Deformation and Process Analysis of Two Types of Welded Structures between the Driver's and Passenger Compartments of Rail City Vehicles[J].Electric Welding Machine, 2026, 56(1): 96-101. DOI： 10.7512/j.issn.1001-2303.2026.01.13.

摘要

铝合金轨道市域车辆的车头铝结构与客室拼焊的接口结构分为两种，一种是车头铝结构与客室从车顶最高点至侧墙最低点采用周圈过渡连接板的方式进行连接，另一种是在第一种结构的基础之上去除侧墙连接板与门口处的侧墙余留型材，使用一根车门L型材代替。两种结构的焊后变形趋势一致，变形机理一致，均是焊缝两侧母材向外翘曲，焊缝处向内凹陷，在宽度方向上表现为门口处母材向外伸展弯曲，平面度变差；高度方向上向下收缩，门口高度变小；弧度方向上变拱。两种结构的焊后变形量相差较大，使用车门L型材代替余留开式侧墙型材的结构使得焊后变形量减小，平面度最大值从15.5mm下降至5mm，门口高度收缩由6mm减少到2mm，外形弧度变化量由6mm减少到3mm。从工艺可达性层面来说，使用车门L型材作为铝合金轨道市域车辆的司机室与客室拼焊接口更合理。

Abstract

There are two types of interface structures between the aluminum structure at the front of the aluminum alloy track city vehicle and the passenger compartment for welding. One is to connect the aluminum structure at the front of the vehicle to the passenger compartment from the highest point of the roof to the lowest point of the side wall using a circumferential transition connecting plate. The other is to remove the remaining profile between the side wall connecting plate and the side wall at the door on the basis of the first structure

and use a door L-shaped material instead. The deformation trend and mechanism of the two structures after welding are consistent

with the base metal on both sides of the weld seam warping outward and the weld seam sinking inward. In the width direction

the base metal at the entrance extends and bends outward

resulting in a decrease in flatness; Shrink downwards in the height direction

and the height of the doorway decreases; Arch in the direction of curvature. The difference in post weld deformation between the two structures is significant. The use of the L-shaped door profile instead of the remaining open side wall profile reduces the post weld deformation

with the maximum flatness value decreasing from 15.5 mm to 5 mm

the height shrinkage of the doorway decreasing from 6 mm to 2 mm

and the variation in external curvature decreasing from 6 mm to 3 mm. From the perspective of process accessibility

it is more reasonable to use L-shaped car doors as the welding interface between the driver's cab and passenger compartment of aluminum alloy track urban vehicles.

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references

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