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韶山1型电力机车在太原北段运行约20万公里后,转向架构架普遍发生焊缝疲劳裂纹,(在石家庄、安康等段也有不同程度的此类情况发生)。甚至有极少量的机车在运行5万公里左右,就开始产生疲劳裂纹。裂纹大多产生在旁承均衡梁座及轴箱长、短拉杆座处。针对这一问题,我们在对机车结构和制造工艺上影响裂纹的诸因素进行初步分析的基础上,采取了一些措施,以求尽快解决这一质量关键。一、轴箱长、短拉杆座部位: 现结构中的轴箱长、短拉杆座,在机车运行时,受牵引力、制动力,弯扭矩以及在弯道运行时而产生的横向冲击力的作用,处于复杂的受力状态下工作。另外,由于各座与构架侧梁体的连接是采用角焊缝形式,角焊缝连接本身就存在着较高的应力集中系数,各轴箱长、短拉杆座与侧梁焊接后只作
After Shaoshan Type 1 electric locomotive operated about 200,000 km in the northern section of Taiyuan, weld fatigue cracking occurred on the bogie frame (in Shijiazhuang and Ankang, for example, to varying degrees). Even a very small number of locomotives running 50,000 km or so, began to produce fatigue cracks. Cracks are mostly produced in the side bearing balance beam and axle box length, short rod seat. In response to this problem, based on the preliminary analysis of the factors affecting the structure and manufacturing process of the locomotive, some measures have been taken to solve the key issue of quality as soon as possible. First, the length of the axle box, short rod seat parts: The present structure of the axle box length, short rod seat, the locomotive running, by the traction, braking force, bending torque and lateral impact generated when running, In a complex state of stress work. In addition, since the connection between each seat and the frame side beam body adopts the fillet weld form, the fillet weld connection itself has a higher stress concentration coefficient, and the length and the short rod seat of each axle box are welded only with the side beam only after being welded