Manufacturing process method of aluminum alloy chassis end of standard EMU

Abstract

The invention relates to a manufacturing process of the ends of an aluminum alloy underframe of a standard motor train unit. The whole structure of each end of the underframe is divided into four parts including the synthesis of an end beam traction beam, an end beam front end plate, an end beam bottom plate and an underframe connecting plate; the synthetic process of an underframe end beam comprises five steps of synthesizing, assembling and welding the end beam traction beam, synthesizing, assembling and welding the end beam front end plate, assembling and welding the end beam traction beam, the end beam bottom plate and the end beam front end plate, assembling and welding the underframe connecting plate and processing the end beam synthesized underframe connecting plate; both the end beam bottom plate and the underframe connecting plate are welded by adopting friction stir welding, so that the whole size and the flatness requirement are guaranteed. According to the manufacturing process, blocking welding and blocking assembly are adopted, so that the whole structure is simplified, the tooling design is reasonable, the welding reachability is increased by using a positioner, the welding difficulty is reduced, and the product welding quality is increased. The size does not need to be adjusted after welding, so that the labor intensity is reduced, and the whole welding quality of the position and the production efficiency are increased. The flatness design requirement of the front end plate is satisfied after the ends of the underframe is synthesized, assembled and welded.

Description

technical field [0001] The invention relates to a new synthesis welding process technology for the end part of the aluminum alloy car body underframe of a high-speed car. Background technique [0002] The end of the underframe of the aluminum alloy car body of the Chinese standard 350km / h EMU is different from the end of the underframe of the existing CRH380 series EMU and CRH250 series EMU. It is a new structure independently designed and developed by the company. The end of the underframe is an important structure of the aluminum alloy car body. The overall design structure is complex, the welding deformation is difficult to control, and the manufacturing cycle is long. The main process difficulties of adopting traditional process methods: [0003] 1. The coupler seat of the stressed structure is 80MM thick aluminum profile, which is 2.28 times the thickness of the traditional coupler seat. The welding deformation after welding is relatively large, and the external dimens...

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Problems solved by technology

[0003] 1. The coupler seat of the stressed structure is 80MM thick aluminum profile, which is 2.28 times the thickness of the traditional coupler seat. The welding deformation after welding is relatively large, and the external dimension requirements cannot be guaranteed;

[0004] 2. It is difficult to control the flatness and size of the front plate at the end of the chassis;

[0005] 3. The connecting plate of the new structure is a plate structure of 3240*1240*20. After welding, the flatness is required to be 3mm, which cannot be achieved by traditional technology

[0006] 4. It is difficult to control the flatness with the bottom frame, which affects the overall size and welding of the bottom frame

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