高速机车用铝合金传动空心轴的制备工艺、机理及性能研究
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摘要
机车转向架特别是簧下质量直接决定了轮轨动作用力的大小,随着我国铁路的不断提速和运行速度的不断提高,该作用力的影响越来越明显。因此,减轻车体重量,尤其是降低簧下质量是保证机车实现高速、安全、平稳运行至关重要的因素,也是目前转向架设计及研究过程中的重要内容。由于六连杆传动空心轴是转向架簧下结构的重要组成部分,基于此,本文首次提出采用高强变形Al-Zn-Mg-Cu合金取代传统的钢质材料制备高速机车传动空心轴,旨在通过材料轻量化以减小空心轴的质量,实现降低簧下质量,改善轮轨动作用力,提高机车动力学性能。针对Al-Zn-Mg-Cu合金铸造性能差、铸件易开裂等缺陷,本文采用挤压铸造工艺开展了高速机车用高强铝合金传动空心轴的制备工艺、制备技术、制备机理和力学性能的研究。为了探索Al-Zn-Mg-Cu合金挤压铸造的工艺参数及其对铸件组织与性能的影响规律,首先试制了1:5缩比件(尺寸为：Φ轴端=160mm,Φ轴身=87mm,Φ内孔=48mm,h总=250mm,简称1:5缩比件,下同),在此基础上,研制了AI-Zn-Mg-Cu合金传动空心轴样品,其尺寸为:Φ轴端=780mm,Φ轴身=340mm,Φ内孔=230mm,h总=1280mm,h轴端=57mm(简称为1:1传动空心轴,下同)。具体研究内容有：
(1)对比研究了1:1传动空心轴与1:5缩比件的微观组织,发现1:1传动空心轴的组织为非枝晶组织,而缩比件的组织为枝晶组织。造成这种组织差异的原因在于：浇注1:1传动空心轴时,铝液在模腔中的落差为1500mm,远大于1:5缩比件300mm的落差,由此而产生的机械冲刷和强烈对流,导致初始结晶组织枝晶破碎或重熔,甚至使得依附模壁的结晶层坍塌、破碎并游离于铝液中,这些游离于铝液中的固相颗粒在与铝液、模腔壁的剧烈碰撞和摩擦过程中进一步破碎成更为细小的球状固相颗粒,成为动态的结晶核心。
(2)研究了挤压铸造过程中半固态疏松层的形成条件和形成过程,以及半固态疏松层在挤压铸造排气机制中作用。实验结果表明,适当提高铝液浇注温度和模具预热温度延缓了模腔中铝液凝固的时间,导致铝液在较高的模腔环境中,挤压铸造初期在模壁附近形成一种固-液两相状态的、不致密的半固态层,这为模腔中气体的排出创造了条件。基于半固态层不稳定和疏松的特点,本实验采用了压头间隙排气和溢流槽排气两种机制。
(3)探讨了1:1传动空心轴挤压铸造过程中及时退让芯模、梯温预热模具和提高浇注温度在制备1:1传动空心轴过程中的作用机制,对比分析了梯温预热模具和提高浇注温度对1:1传动空心轴微观组织和力学性能的影响,所制备的1:1传动空心轴的微观组织均匀,初生α-Al晶粒的形状主要以均匀、细小的球状晶为主,没有粗大的树枝晶存在,与未采用梯温预热模具和提高浇注温度的工艺制备的1:1传动空心轴的力学性能相比较,其拉伸强度、屈服强度和延伸率(取平均值)分别提高了40MPa、45MPa和2%。
(4)研究了加压开始时间(t1)、保压时间(t2)、比压(P)、浇注温度(Tm)和模具预热温度(Td)等工艺参数对挤压铸造Al-Zn-Mg-Cu合金空心轴微观组织和力学性能的影响。研究表明,加压开始时间tI=5s、比压P=160MPa、保压时间(1:5缩比件t2=60s,1:1传动空心轴t2=120s)、浇注温度(1:5缩比件Tmn=700℃,1:1传动空心轴Tm=780℃)、模具预热温度(1:5缩比件Td=250℃、1:1传动空心轴Td=250℃～350℃)时,挤压铸造Al-Zn-Mg-Cu合金空心轴具有致密、均匀和晶粒细小的微观组织和优良的力学性能,室温拉伸强度和延伸率分别达555MPa和9.0%；添加1%AI-5Ti-1B和2.9%A1-10%RE的混合变质剂能进一步细化空心轴的微观组织,试样的平均晶粒尺寸约为18umn,合金的室温拉伸强度和延伸率分别达到575MPa和10.1%,与未经变质处理的合金相比较,分别提高了6%和24%。
(5)对所制备的Al-Zn-Mg-Cu合金1:1传动空心轴的室温拉伸强度、旋转弯曲疲劳强度和静强度三个主要的力学性能进行测试研究。空心轴高向和径向的室温拉伸强度和延伸率基本一致,不同部位试样的室温拉伸强度和延伸率的最小值为538MPa和7.0%；空心轴光滑试样的旋转弯曲疲劳极限值ο-1(1×107)=140MPa,缺口试样的旋转弯曲疲劳极限值δ-1(1×107)=69MPa；1:1传动空心轴所有测试点的室温拉伸强度和屈服强度最小值(分别为538MPa和478MPa),远大于空心轴在不同的工况条件下各个应力测试点的应力最大值(241.51MPa),表明挤压铸造Al-Zn-Mg-Cu合金传动空心轴的拉伸强度、疲劳强度和静强度均满足高速机车不同工况运行条件下的使用要求(中国南车集团),可以替代传统钢结构传动空心轴实现有效降低高速机车簧下质量的目的。
The wheel-rail dynamic interaction directionally depends on the weight of the locomotive bogie especially the unsprung mass. With the increasing locomotive speed, the weight reduction of the entire body especially the unsprung mass is crucial to improve the safety and the flexibility of the high-speed locomotives, which is also the important content involved in the design and development of the locomotive bogie at present. The6-link hollow drive shaft is one of the main component in the unsprung structure. It is firstly proposed in the thesis that the high-strength wrought Al-Zn-Mg-Cu alloy can be used to fabricate the hollow drive shaft of the high-speed locomotive instead of the traditional steels, which is aimed at improving the wheel-rail dynamic interaction and the dynamic performance of locomotives by the weight reduction of the hollow drive shaft. However, the Al-Zn-Mg-Cu alloy exhibits poor castability and has high crack tendency. Therefore, squeeze casting is adopted to prepare the the hollow drive shaft of high-strength aluminum alloy and the praparation process, the compacting mechanism and mechancial properties of the hollow drive shaft squeeze castings are studied. The1:1trail product of the hollow Al-Zn-Mg-Cu alloy drive shaft (φthe end of shaft=780mm, φthe axle body=340mm,φthe inner-pore=230mm, h=1330mm) is prepared.
(1) The microstructures of the1:1and1:5trail products of the hollow Al-Zn-Mg-Cu alloy drive shafts are comparatively studied. The former is characteristics of the semisolid solidification structure, while the latter is featured with the dendrite structure. It can be acribe to the height difference of the two type trail products. The pouring height of the1:1trail product is1500mm, much higher than that of the1:5trail product (300mm). The violent mechanical erosion and the strong convection of the aluminum melt are involved during the pouring of the1:1trail product, which lead to the breakup of the unsteady crystal bolck at the advancing front solidification and the dendrite or remelting, and even the shatter and collapse of the equiaxial chilled layer. Therefore, plenty of well-distributed, solid-state spherical particles are suspended in the aluminum melt. However, the conditions for the formation of such spherical particles are not existent during the preparation of thel:5trail product.
(2) The condition and the process of the formation of the semisolid loosen layer during squeeze casting as well as its role in the exhaust mechanism of the die cavity are invesigated. A suitable increase in the pouring temperature of the alloy melt and the raised preheating temperature of the mold are beneficial to the prolong solidification time of the alloy melt in the mold. Therefore, no dense crust layer but the unsteady, semisolid loosen layer is formed during the initial stage of squeeze casting, which is convenient to the exhaust of the die cavity. Three exhaust mechanisms associated with the gap of squeezing head, the overflow groove and porous medium are involved during the preparation of the hollow drive shafts.
(3) The1:1trail products of the hollow Al-Zn-Mg-Cu alloy drive shaft are prepared. The mechanisms of the timely retrievement of the mandrel, the temperature gradient preheating of the mold and the increase of pouring temperature during the preparation of such hollow shafts are explored. The effects of the temperature gradient preheating of the mold and the increase of pouring temperature on the microstructure and mechanical properties of the as-prepared hollow shaft are comparatively analysed. The as-prepared hollow shaft is characteristics of uniform microstructure, well-distributed fine spheric α-Al grains and lack of coarse dendrites. In comparison with that prepared without the temperature gradient preheating of the mold and the increase of pouring temperature, the average ultimate tensile strength, yield strength and elongation of the shaft increase40MPa,45MPa and2%respectively.
(4) The effects of the process parameters such as the scheduled pressurizing start time t1, the pressure maintaining time t2, the specific pressure P, the pouring temperature Tm and the mold preheating temperature Td on the microstructure and mechanical properties of the1:5trail product are investigated. The optimised process parameters are as follows:ti=5s, t2-60s, P=160MPa, Tm=700℃. The as-prepared alloy is characteristics of densy, uniform and fine-grained microstructure and excellent mechancial properties, with the ambient tensile strength and elongation up to555MPa and9.0%repectively. The combined addition of Al-5Ti-1B and Al-10%RE exhibits a more obvious grain refinement effect on the Al-Zn-Mg-Cu alloy squeeze casting. The as-cast alloy is characteristics of the average grain size of18μm and enhanced ambient mechancial properties. The tensile strength and elongation are575MPa and10.1%respectively, which are6%and24%higher than those of the unmodified alloy.
(5) The ambient tensile strength, the rotation bending fatigue strength and the static strength of the he1:1trail product are examined. No obvious difference in the tensile strength and elongation are detected along the altitude and the radial direction. The lowest measured value of the tensile strength is538MPa, while that of the elongation is7.0%. The σ-1(1x107) value of the smooth specimen is140MPa, while that of the notched specimen is69MPa. The highest measured stress value at all the testing positions is not beyond250MPa under the different testing conditions, which is much less than the lowest measured values of the ambient tensile strength (538MPa)and the yield strength (478MPa). The feasability in the preparation of the hollow Al-Zn-Mg-Cu alloy drive shaft by squeeze casting is demonstrated. The as-prepared Al-Zn-Mg-Cu hollow shaft can meet the operation requirements for the tensile strength, fatigue strength and the static strength of the hollow drive shaft under the different conditions, indicating the Al-Zn-Mg-Cu squeeze casting has the basic prerequisite for the replacement of the traditional steel shaft and thus the goal for the reduction of the unsprung mass can be effectively achieved.
(1)对比研究了1:1传动空心轴与1:5缩比件的微观组织,发现1:1传动空心轴的组织为非枝晶组织,而缩比件的组织为枝晶组织。造成这种组织差异的原因在于：浇注1:1传动空心轴时,铝液在模腔中的落差为1500mm,远大于1:5缩比件300mm的落差,由此而产生的机械冲刷和强烈对流,导致初始结晶组织枝晶破碎或重熔,甚至使得依附模壁的结晶层坍塌、破碎并游离于铝液中,这些游离于铝液中的固相颗粒在与铝液、模腔壁的剧烈碰撞和摩擦过程中进一步破碎成更为细小的球状固相颗粒,成为动态的结晶核心。
(2)研究了挤压铸造过程中半固态疏松层的形成条件和形成过程,以及半固态疏松层在挤压铸造排气机制中作用。实验结果表明,适当提高铝液浇注温度和模具预热温度延缓了模腔中铝液凝固的时间,导致铝液在较高的模腔环境中,挤压铸造初期在模壁附近形成一种固-液两相状态的、不致密的半固态层,这为模腔中气体的排出创造了条件。基于半固态层不稳定和疏松的特点,本实验采用了压头间隙排气和溢流槽排气两种机制。
(3)探讨了1:1传动空心轴挤压铸造过程中及时退让芯模、梯温预热模具和提高浇注温度在制备1:1传动空心轴过程中的作用机制,对比分析了梯温预热模具和提高浇注温度对1:1传动空心轴微观组织和力学性能的影响,所制备的1:1传动空心轴的微观组织均匀,初生α-Al晶粒的形状主要以均匀、细小的球状晶为主,没有粗大的树枝晶存在,与未采用梯温预热模具和提高浇注温度的工艺制备的1:1传动空心轴的力学性能相比较,其拉伸强度、屈服强度和延伸率(取平均值)分别提高了40MPa、45MPa和2%。
(4)研究了加压开始时间(t1)、保压时间(t2)、比压(P)、浇注温度(Tm)和模具预热温度(Td)等工艺参数对挤压铸造Al-Zn-Mg-Cu合金空心轴微观组织和力学性能的影响。研究表明,加压开始时间tI=5s、比压P=160MPa、保压时间(1:5缩比件t2=60s,1:1传动空心轴t2=120s)、浇注温度(1:5缩比件Tmn=700℃,1:1传动空心轴Tm=780℃)、模具预热温度(1:5缩比件Td=250℃、1:1传动空心轴Td=250℃～350℃)时,挤压铸造Al-Zn-Mg-Cu合金空心轴具有致密、均匀和晶粒细小的微观组织和优良的力学性能,室温拉伸强度和延伸率分别达555MPa和9.0%；添加1%AI-5Ti-1B和2.9%A1-10%RE的混合变质剂能进一步细化空心轴的微观组织,试样的平均晶粒尺寸约为18umn,合金的室温拉伸强度和延伸率分别达到575MPa和10.1%,与未经变质处理的合金相比较,分别提高了6%和24%。
(5)对所制备的Al-Zn-Mg-Cu合金1:1传动空心轴的室温拉伸强度、旋转弯曲疲劳强度和静强度三个主要的力学性能进行测试研究。空心轴高向和径向的室温拉伸强度和延伸率基本一致,不同部位试样的室温拉伸强度和延伸率的最小值为538MPa和7.0%；空心轴光滑试样的旋转弯曲疲劳极限值ο-1(1×107)=140MPa,缺口试样的旋转弯曲疲劳极限值δ-1(1×107)=69MPa；1:1传动空心轴所有测试点的室温拉伸强度和屈服强度最小值(分别为538MPa和478MPa),远大于空心轴在不同的工况条件下各个应力测试点的应力最大值(241.51MPa),表明挤压铸造Al-Zn-Mg-Cu合金传动空心轴的拉伸强度、疲劳强度和静强度均满足高速机车不同工况运行条件下的使用要求(中国南车集团),可以替代传统钢结构传动空心轴实现有效降低高速机车簧下质量的目的。
The wheel-rail dynamic interaction directionally depends on the weight of the locomotive bogie especially the unsprung mass. With the increasing locomotive speed, the weight reduction of the entire body especially the unsprung mass is crucial to improve the safety and the flexibility of the high-speed locomotives, which is also the important content involved in the design and development of the locomotive bogie at present. The6-link hollow drive shaft is one of the main component in the unsprung structure. It is firstly proposed in the thesis that the high-strength wrought Al-Zn-Mg-Cu alloy can be used to fabricate the hollow drive shaft of the high-speed locomotive instead of the traditional steels, which is aimed at improving the wheel-rail dynamic interaction and the dynamic performance of locomotives by the weight reduction of the hollow drive shaft. However, the Al-Zn-Mg-Cu alloy exhibits poor castability and has high crack tendency. Therefore, squeeze casting is adopted to prepare the the hollow drive shaft of high-strength aluminum alloy and the praparation process, the compacting mechanism and mechancial properties of the hollow drive shaft squeeze castings are studied. The1:1trail product of the hollow Al-Zn-Mg-Cu alloy drive shaft (φthe end of shaft=780mm, φthe axle body=340mm,φthe inner-pore=230mm, h=1330mm) is prepared.
(1) The microstructures of the1:1and1:5trail products of the hollow Al-Zn-Mg-Cu alloy drive shafts are comparatively studied. The former is characteristics of the semisolid solidification structure, while the latter is featured with the dendrite structure. It can be acribe to the height difference of the two type trail products. The pouring height of the1:1trail product is1500mm, much higher than that of the1:5trail product (300mm). The violent mechanical erosion and the strong convection of the aluminum melt are involved during the pouring of the1:1trail product, which lead to the breakup of the unsteady crystal bolck at the advancing front solidification and the dendrite or remelting, and even the shatter and collapse of the equiaxial chilled layer. Therefore, plenty of well-distributed, solid-state spherical particles are suspended in the aluminum melt. However, the conditions for the formation of such spherical particles are not existent during the preparation of thel:5trail product.
(2) The condition and the process of the formation of the semisolid loosen layer during squeeze casting as well as its role in the exhaust mechanism of the die cavity are invesigated. A suitable increase in the pouring temperature of the alloy melt and the raised preheating temperature of the mold are beneficial to the prolong solidification time of the alloy melt in the mold. Therefore, no dense crust layer but the unsteady, semisolid loosen layer is formed during the initial stage of squeeze casting, which is convenient to the exhaust of the die cavity. Three exhaust mechanisms associated with the gap of squeezing head, the overflow groove and porous medium are involved during the preparation of the hollow drive shafts.
(3) The1:1trail products of the hollow Al-Zn-Mg-Cu alloy drive shaft are prepared. The mechanisms of the timely retrievement of the mandrel, the temperature gradient preheating of the mold and the increase of pouring temperature during the preparation of such hollow shafts are explored. The effects of the temperature gradient preheating of the mold and the increase of pouring temperature on the microstructure and mechanical properties of the as-prepared hollow shaft are comparatively analysed. The as-prepared hollow shaft is characteristics of uniform microstructure, well-distributed fine spheric α-Al grains and lack of coarse dendrites. In comparison with that prepared without the temperature gradient preheating of the mold and the increase of pouring temperature, the average ultimate tensile strength, yield strength and elongation of the shaft increase40MPa,45MPa and2%respectively.
(4) The effects of the process parameters such as the scheduled pressurizing start time t1, the pressure maintaining time t2, the specific pressure P, the pouring temperature Tm and the mold preheating temperature Td on the microstructure and mechanical properties of the1:5trail product are investigated. The optimised process parameters are as follows:ti=5s, t2-60s, P=160MPa, Tm=700℃. The as-prepared alloy is characteristics of densy, uniform and fine-grained microstructure and excellent mechancial properties, with the ambient tensile strength and elongation up to555MPa and9.0%repectively. The combined addition of Al-5Ti-1B and Al-10%RE exhibits a more obvious grain refinement effect on the Al-Zn-Mg-Cu alloy squeeze casting. The as-cast alloy is characteristics of the average grain size of18μm and enhanced ambient mechancial properties. The tensile strength and elongation are575MPa and10.1%respectively, which are6%and24%higher than those of the unmodified alloy.
(5) The ambient tensile strength, the rotation bending fatigue strength and the static strength of the he1:1trail product are examined. No obvious difference in the tensile strength and elongation are detected along the altitude and the radial direction. The lowest measured value of the tensile strength is538MPa, while that of the elongation is7.0%. The σ-1(1x107) value of the smooth specimen is140MPa, while that of the notched specimen is69MPa. The highest measured stress value at all the testing positions is not beyond250MPa under the different testing conditions, which is much less than the lowest measured values of the ambient tensile strength (538MPa)and the yield strength (478MPa). The feasability in the preparation of the hollow Al-Zn-Mg-Cu alloy drive shaft by squeeze casting is demonstrated. The as-prepared Al-Zn-Mg-Cu hollow shaft can meet the operation requirements for the tensile strength, fatigue strength and the static strength of the hollow drive shaft under the different conditions, indicating the Al-Zn-Mg-Cu squeeze casting has the basic prerequisite for the replacement of the traditional steel shaft and thus the goal for the reduction of the unsprung mass can be effectively achieved.
引文
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