本文選題：CA交通流模型 + 隨機(jī)變速運(yùn)動(dòng)��； 參考：《江西理工大學(xué)》2017年碩士論文

【摘要】：隨著既有橋梁的不斷老化以及道路車輛數(shù)量的不斷增多,橋梁開始接受新時(shí)代的洗禮。橋梁實(shí)際運(yùn)營(yíng)中涉及到的車橋振動(dòng)問(wèn)題一直是工程領(lǐng)域研究的熱點(diǎn),過(guò)度的車橋振動(dòng)容易導(dǎo)致橋梁出現(xiàn)過(guò)早的損傷。目前的車橋振動(dòng)研究大部分集中在車輛做勻速運(yùn)動(dòng)或者勻變速運(yùn)動(dòng),而較能反映實(shí)際車流情況的車輛做隨機(jī)變速運(yùn)動(dòng)卻較少涉及。本文就是以此為出發(fā)點(diǎn),通過(guò)結(jié)合江西省交通廳科技項(xiàng)目“混合交通流及其在亞健康橋梁承載力評(píng)估中的應(yīng)用研究”(項(xiàng)目編號(hào):2014Y0012)和江西省教育廳科技項(xiàng)目“多阻尼空間排布對(duì)隨機(jī)車輛荷載下橋梁優(yōu)化減振機(jī)制研究”(項(xiàng)目編號(hào):GJJ160620)以實(shí)測(cè)得到的廣韶高速車流荷載信息為基礎(chǔ),考慮車輛做隨機(jī)變速運(yùn)動(dòng)時(shí)車橋耦合振動(dòng)的相關(guān)特性。研究的內(nèi)容主要從以下幾個(gè)方面展開:(1)介紹元胞自動(dòng)機(jī)(CA)模擬交通流的相關(guān)理論并在考慮車輛做隨機(jī)變速運(yùn)動(dòng)時(shí)引入它的加減速和隨機(jī)變道原則;將實(shí)測(cè)的車輛荷載信息通過(guò)MATLAB擬合整理得到實(shí)際車輛荷載的分布函數(shù)并以此建立隨機(jī)車輛荷載數(shù)據(jù)庫(kù),該數(shù)據(jù)庫(kù)將為多車輛考慮隨機(jī)變速運(yùn)動(dòng)時(shí)隨機(jī)賦予車重給每一輛入橋的車輛。另外在ANSYS進(jìn)行車橋耦合分析時(shí)利用CA模型處理收集得到的實(shí)測(cè)車輛荷載信息并賦予它實(shí)時(shí)變換位置的命令模擬車輛在橋面行走的情況。(2)通過(guò)單車輛車橋耦合振動(dòng)理論結(jié)合CA模型的相關(guān)理論并利用MATLAB建立單車輛隨機(jī)變速運(yùn)動(dòng)下的車橋耦合振動(dòng)程序并與單車輛勻速運(yùn)動(dòng)時(shí)得到的數(shù)值結(jié)果進(jìn)行對(duì)比分析。其中車重均用定值表示,橋面不平順情況用較為成熟的AR模型來(lái)模擬。通過(guò)改變?nèi)舾蓚�(gè)車橋耦合振動(dòng)中的參數(shù)對(duì)參數(shù)進(jìn)行敏感性分析。結(jié)果表明:勻速運(yùn)動(dòng)與隨機(jī)變速運(yùn)動(dòng)都在車重、剛度和橋長(zhǎng)這些參數(shù)有較規(guī)律的參數(shù)敏感性。其中隨機(jī)變速運(yùn)動(dòng)時(shí),在控制車輛下車體振動(dòng)幅度和橋梁跨中最大撓度上以車速維持在7-25m/s行駛最佳;車重為17.5t時(shí)車輛下車體的振動(dòng)幅度最小,而橋梁最大豎向撓度則是隨著車重的增大單調(diào)遞增但車重為22.5t時(shí)對(duì)橋梁造成的沖擊最小;分析橋面不平順影響時(shí)并沒(méi)有一致的規(guī)律,但以橋面不平順系數(shù)為1.1時(shí)車輛下車體振動(dòng)幅度和最大豎向撓度最小;而在橋梁剛度增大時(shí),下車體的上下振動(dòng)幅度逐漸增大,橋梁最大豎向撓度則是逐漸遞減但以橋梁剛度為2.600e11N.m2時(shí)對(duì)橋梁造成的沖擊最小;另外當(dāng)橋長(zhǎng)增大時(shí),車輛下車體的振動(dòng)幅度單調(diào)遞增,橋梁最大豎向撓度也隨橋長(zhǎng)增大單調(diào)遞增且對(duì)橋梁造成的沖擊也是如此變化規(guī)律。(3)通過(guò)多車輛車橋耦合理論利用同樣的方法建立多車輛隨機(jī)變速運(yùn)動(dòng)下的車橋耦合振動(dòng)程序并與多車輛勻速運(yùn)動(dòng)時(shí)的結(jié)果進(jìn)行對(duì)比分析。其中勻速運(yùn)動(dòng)時(shí)車重采用定值表示,而隨機(jī)變速運(yùn)動(dòng)時(shí)的車重利用隨機(jī)車輛荷載數(shù)據(jù)庫(kù)對(duì)任一駛?cè)霕蛄旱能囕v進(jìn)行賦值進(jìn)而實(shí)現(xiàn)隨機(jī)車輛荷載作用下的車橋耦合振動(dòng)分析并且其在實(shí)際隨機(jī)變速運(yùn)動(dòng)中實(shí)現(xiàn)隨機(jī)入橋、隨機(jī)加減速、隨機(jī)變換道。然后改變?nèi)舾蓚�(gè)車橋耦合振動(dòng)中的參數(shù)對(duì)參數(shù)進(jìn)行敏感性分析,其中隨機(jī)變速運(yùn)動(dòng)中由于生成圖的規(guī)律不明顯增加了數(shù)值的概率密度分析的內(nèi)容。數(shù)值分析結(jié)果表明:勻速運(yùn)動(dòng)與隨機(jī)變速運(yùn)動(dòng)都在車重、剛度和橋長(zhǎng)這些參數(shù)有較規(guī)律的參數(shù)敏感性。其中隨機(jī)變速運(yùn)動(dòng)時(shí),車輛下車體上下振動(dòng)幅度幾乎是隨著車重均值的增加而單調(diào)遞增。分析橋梁跨中位移時(shí),隨著車重均值的增大,同樣概率密度發(fā)生的位移區(qū)間不斷擴(kuò)大。另外跨中最大豎向撓度也隨著車重均值的增大逐漸增大;而橋梁最大豎向撓度在橋梁剛度呈現(xiàn)一致的敏感性,都隨著剛度的增大而增大。在分析橋長(zhǎng)影響時(shí),當(dāng)其單調(diào)增大時(shí),下車體上下振動(dòng)幅度和橋梁最大豎向撓度都呈現(xiàn)一致的敏感性,都單調(diào)遞增。另外無(wú)論改變哪種參數(shù),橋梁最大位移發(fā)生位置有超過(guò)0.8的概率密度集中在橋梁位置為12-~20m的區(qū)間,車輛下車體振動(dòng)幅度發(fā)生在-0.05m~0.05m區(qū)間也是0.8的概率密度。(4)最后在ANSYS中將AR模型模擬的橋面不平順通過(guò)離散點(diǎn)的形式建立橋面鋪裝部分并與橋梁主要結(jié)構(gòu)模型結(jié)合建立包含橋面不平順情況的橋梁結(jié)構(gòu)有限元模型,再將實(shí)測(cè)的一段隨機(jī)車輛荷載信息經(jīng)過(guò)MATLAB處理后代入ANSYS作車橋耦合分析。通過(guò)ANSYS模擬得到的結(jié)果可以看出在MATLAB進(jìn)行多車輛隨機(jī)變速運(yùn)動(dòng)下的車橋耦合數(shù)值分析得到的結(jié)果有一定的合理性。
[Abstract]:With the continuous aging of existing bridges and the increasing number of road vehicles, the bridge began to accept the baptism of the new era. The problem of bridge vibration involved in the actual operation of the bridge has always been a hot spot in the field of engineering research. Excessive axle vibration is easy to cause premature damage to the bridge. In this paper, this paper is based on the "mixed traffic flow and its application in the assessment of the bearing capacity of subhealthy bridges" (project number: 2014Y0, 2014Y0). 012) and the science and technology project of Jiangxi Provincial Education Department, "study on the mechanism of multi damping space arrangement to the optimal damping mechanism of bridge under Random Vehicle Load" (project number: GJJ160620), based on the measured load information of the Guangzhou Shaoguan high-speed vehicle, considering the related characteristics of vehicle bridge coupling vibration during random variable speed motion. The following aspects are as follows: (1) introducing the theory of cellular automata (CA) simulation of traffic flow and introducing the principle of acceleration and deceleration and random variation of the vehicle when considering the vehicle's random variable motion. The measured vehicle load information is fitted by MATLAB to get the distribution function of the actual vehicle load and to establish the random vehicle load data. The database will give vehicle weight to each vehicle randomly when considering the random variable motion for multiple vehicles. In addition, when ANSYS is used to analyze the vehicle bridge coupling analysis, the CA model is used to process the measured vehicle load information and give it the real-time transformation position to simulate the vehicle's walking on the bridge deck. (2) through a single vehicle. The coupling vibration theory of vehicle bridge combined with the related theory of CA model and uses MATLAB to establish the coupling vibration program of the vehicle bridge under the random variable speed motion of a single vehicle and compared with the numerical results obtained by the single vehicle at uniform speed. The weight of the vehicle is all expressed with the fixed value, the unevenness of the bridge deck is simulated with a more mature AR model. The parameters in the coupling vibration of several vehicle bridges are changed to the sensitivity analysis of parameters. The results show that both the uniform velocity and the random variable motion have a more regular parameter sensitivity to the weight, the stiffness and the length of the bridge length. In the random variable motion, the speed of the vehicle's vibration amplitude and the maximum deflection of the bridge span are maintained at the speed of vehicle. It is the best driving in 7-25m/s; the vibration amplitude of the vehicle body is the smallest when the weight is 17.5t, and the maximum vertical deflection of the bridge is the minimum impact on the bridge when the weight increases monotonously but the weight is 22.5t, and there is no consistent rule when analyzing the impact of the bridge surface irregularity, but the vehicle gets off when the bridge surface irregularity coefficient is 1.1. The vibration amplitude and maximum vertical deflection of the body are minimal, but when the bridge stiffness increases, the upper and lower vibration amplitude of the lower body increases gradually. The maximum vertical deflection of the bridge is gradually decreasing but the bridge stiffness is 2.600e11N.m2, and the vibration amplitude of the vehicle body is increasing monotonously when the bridge length increases. The maximum vertical deflection also increases monotonously with the length of the bridge and the impact is also so changing. (3) the coupling vibration program of the vehicle bridge under the multi vehicle random variable motion is established by using the multi vehicle bridge coupling theory and the results are compared with the results of multiple vehicles at uniform velocity. The weight of the vehicle is represented by the fixed value, while the weight of the random variable speed moving vehicle uses the random vehicle load database to assign a vehicle to the bridge, and then realizes the coupling vibration analysis of the vehicle bridge under the random vehicle load, and it realizes random entry bridge, random acceleration and deceleration and random transformation in the actual random variable motion. The parameters in the coupling vibration of several vehicles and bridges are changed to the sensitivity analysis of the parameters. In the random variable motion, the law of the generating graph does not increase the content of the probability density analysis. The numerical analysis shows that both the uniform velocity and the random variable motion are both in the weight, the stiffness and the length of the bridge length. With the increase of the mean of the weight of the vehicle, the displacement interval of the same probability density increases with the increase of the mean of the weight of the vehicle, and the maximum vertical deflection of the middle span also gradually increases with the increase of the mean value of the vehicle weight. The maximum vertical deflection of the bridge increases with the stiffness increasing. When the bridge length affects the bridge length, when the bridge length is enlarged, the upper and lower vibration amplitude and the maximum vertical deflection of the bridge are all with the same sensitivity. More than 0.8 of the probability density of the displacement is concentrated in the interval of the bridge position of 12-~20m, and the vibration amplitude of the vehicle is also 0.8 of the probability density in the -0.05m~0.05m interval. (4) at last, the bridge deck is unsmoothed through the discrete point in the form of the AR model, and the bridge main structure model is formed in the form of the discrete point in the ANSYS model. The finite element model of bridge structure containing bridge surface irregularity is established, and then the measured load information of a random vehicle is treated by MATLAB to ANSYS as a vehicle bridge coupling analysis. The results obtained through the ANSYS simulation can show the result of the numerical analysis of the bridge coupling under the multi vehicle random variable motion of MATLAB. There is a certain degree of rationality.
【學(xué)位授予單位】：江西理工大學(xué)
【學(xué)位級(jí)別】：碩士
【學(xué)位授予年份】：2017
【分類號(hào)】：U441.3

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