基于SIMPACK軟件彈性梁下的車(chē)—橋耦合振動(dòng)分析
發(fā)布時(shí)間：2019-02-11 07:37
【摘要】：隨著時(shí)代發(fā)展以及列車(chē)時(shí)速的提高,各種類(lèi)型的橋梁相繼出現(xiàn),特別是對(duì)一些標(biāo)準(zhǔn)化簡(jiǎn)支梁和曲線梁橋,研究發(fā)現(xiàn)隨著速度增加,車(chē)輛和橋梁之間的動(dòng)力響應(yīng)變得越來(lái)越大,當(dāng)通過(guò)曲線梁橋時(shí)動(dòng)力響應(yīng)更復(fù)雜,這也對(duì)標(biāo)準(zhǔn)橋梁的車(chē)—橋耦合仿真提出了要求。隨著鐵路提速以及標(biāo)準(zhǔn)化橋梁的大量建設(shè),車(chē)—橋耦合振動(dòng)也越來(lái)越朝復(fù)雜化、具體化的發(fā)展。使用專(zhuān)業(yè)的多體系統(tǒng)動(dòng)力學(xué)軟件,更加具體化和模塊化,實(shí)現(xiàn)程式化的建模和仿真。在車(chē)橋耦合仿真中:運(yùn)用多體系統(tǒng)動(dòng)力學(xué)軟件SIMPACK建立車(chē)輛模型,運(yùn)用有限元軟件ANSYS建立橋梁模型,橋梁截面為空心箱型截面,采用實(shí)體單元SOLID185,二期恒載均勻分布在橋面。用FEMBS接口將橋梁模型導(dǎo)入到SIMPACK中,通過(guò)輪軌接觸面上離散的信息接觸點(diǎn)來(lái)完成兩個(gè)子系統(tǒng)的數(shù)據(jù)交換,實(shí)現(xiàn)聯(lián)合仿真。本文先介紹了多體系統(tǒng)動(dòng)力學(xué)理論,描述了多系統(tǒng)動(dòng)力學(xué)的進(jìn)展和研究方法。系統(tǒng)介紹了這款軟件從建模到求解的流程。提出了常見(jiàn)的一些系統(tǒng)建模坐標(biāo)方法,還介紹了如何在系統(tǒng)動(dòng)力學(xué)上實(shí)現(xiàn)車(chē)輛的建模,以及建模各構(gòu)件的形成和實(shí)現(xiàn)模塊化。再針對(duì)本文的車(chē)—橋耦合問(wèn)題,詳細(xì)介紹了如何在兩個(gè)軟件間實(shí)現(xiàn)聯(lián)合仿真,給出了美國(guó)、德國(guó)和中國(guó)的軌道譜,在做不平順?lè)治鰰r(shí)采用德國(guó)高、低譜。給出了動(dòng)車(chē)模型和橋梁模型的參數(shù)和建模過(guò)程,還介紹了如何通過(guò)輪軌來(lái)實(shí)現(xiàn)兩部分信息的交換,最終實(shí)現(xiàn)耦合。同時(shí)給出了車(chē)—橋耦合振動(dòng)響應(yīng)的評(píng)定標(biāo)準(zhǔn)。最后通過(guò)對(duì)兩種類(lèi)型的標(biāo)準(zhǔn)橋梁—簡(jiǎn)支梁橋和曲線梁橋—實(shí)現(xiàn)仿真,得出車(chē)橋耦合的結(jié)果,提取需要的參數(shù),再在有限元中做更加深入的研究。計(jì)算出橋梁的自振頻率,對(duì)車(chē)橋系統(tǒng)進(jìn)行預(yù)平衡檢測(cè)。再施加德國(guó)軌道高、低干擾譜,分別計(jì)算了列車(chē)從125km/h至350km/h,同時(shí)研究了不同軌道譜、不同橋梁阻尼比以及曲線半徑對(duì)橋梁和動(dòng)車(chē)的影響,總結(jié)了各種因素下的車(chē)橋響應(yīng)振動(dòng)特性,并得出一些有實(shí)際意義的結(jié)論。車(chē)輛的舒適度、加速度、脫軌系數(shù)和減載率都呈現(xiàn)出隨著速度的增大而增大的趨勢(shì)。車(chē)輛加速度對(duì)長(zhǎng)波長(zhǎng)的軌道譜較為敏感,而輪重減載率對(duì)較短波長(zhǎng)的譜敏感;橋梁跨中動(dòng)位移和加速度在兩種譜下的值都比較的接近,說(shuō)明兩種軌道譜對(duì)橋梁的動(dòng)力響應(yīng)都不是很明顯;隨著阻尼比的增大動(dòng)位移呈現(xiàn)減小的趨勢(shì),在同一阻尼比下,動(dòng)位移隨速度的增大而增大;還發(fā)現(xiàn)行車(chē)速度越快,阻尼比也越敏感。在曲線梁橋上發(fā)現(xiàn)車(chē)輛外側(cè)輪軌橫向力大于內(nèi)側(cè);當(dāng)速度達(dá)到350km/h時(shí),輪重減載率超出了安全限值,橋梁跨中橫向加速度大于限值,不滿足規(guī)范要求;同時(shí)動(dòng)車(chē)各種指標(biāo)隨著外軌超高的增大和曲線半徑的減小而變大,同時(shí)橋梁的動(dòng)力振動(dòng)效應(yīng)也變大;
[Abstract]:With the development of the times and the increase of train speed, various types of bridges have appeared one after another, especially for some standardized simply supported beams and curved girder bridges. It is found that with the increase of speed, the dynamic response between vehicles and bridges becomes more and more large. The dynamic response is more complex when the curved girder bridge is passed, which also requires the vehicle-bridge coupling simulation of the standard bridge. With the increase of railway speed and the construction of standardized bridges, the vehicle-bridge coupling vibration is becoming more and more complicated and concrete. Professional multi-body system dynamics software is used to realize stylized modeling and simulation. In the vehicle-bridge coupling simulation, the vehicle model is established by using the multi-body system dynamics software SIMPACK, and the bridge model is established by using the finite element software ANSYS. The bridge section is hollow box section, and the solid element SOLID185, phase II dead load is uniformly distributed on the bridge deck. The bridge model is imported into SIMPACK by FEMBS interface, and the data exchange between the two subsystems is completed by the discrete information contact point on the wheel / rail contact surface, and the joint simulation is realized. In this paper, the theory of multi-body system dynamics is introduced, and the development and research methods of multi-body system dynamics are described. The system introduces the flow of this software from modeling to solving. In this paper, some common methods of system modeling coordinate are proposed, and how to realize vehicle modeling in system dynamics, and how to form and realize modularization of each component of modeling are also introduced. Then, aiming at the vehicle-bridge coupling problem in this paper, how to realize the joint simulation between the two softwares is introduced in detail, and the orbit spectra of the United States, Germany and China are given, and the German high and low spectra are used in the analysis of irregularity. The parameters and modeling process of the train model and the bridge model are given, and how to exchange information between the two parts through wheel / rail is also introduced, and finally the coupling is realized. At the same time, the evaluation standard of vehicle-bridge coupling vibration response is given. Finally, through the simulation of two types of standard bridges, simply supported beam bridge and curved beam bridge, the results of vehicle-bridge coupling are obtained, the required parameters are extracted, and the further research is done in the finite element method. The natural vibration frequency of the bridge is calculated, and the vehicle bridge system is detected by pre-balancing. Then apply the high and low interference spectrum of German track, calculate the train from 125km/h to 350 km / h, and study the influence of different track spectrum, different damping ratio of bridge and curve radius on bridge and motor vehicle. The vibration characteristics of vehicle and bridge under various factors are summarized, and some practical conclusions are obtained. The vehicle comfort, acceleration, derailment coefficient and load reduction rate all show an increasing trend with the increase of speed. The vehicle acceleration is sensitive to the track spectrum of long wavelength, while the wheel load reduction rate is sensitive to the spectrum of shorter wavelength. The dynamic displacement and acceleration of the bridge span are close to each other under the two kinds of spectrum, which indicates that the dynamic response of the two kinds of track spectrum to the bridge is not obvious. With the increase of damping ratio, the dynamic displacement tends to decrease, under the same damping ratio, the dynamic displacement increases with the increase of velocity, and it is also found that the faster the driving speed is, the more sensitive the damping ratio is. It is found that lateral wheel / rail lateral force is greater than the inner side of the curved girder bridge, when the speed reaches 350km/h, the wheel load reduction rate exceeds the safe limit value, and the transverse acceleration of the bridge span is greater than the limit value, which does not meet the requirements of the code. At the same time, with the increase of the outer rail height and the decrease of the curve radius, the dynamic vibration effect of the bridge becomes larger.
【學(xué)位授予單位】：蘭州交通大學(xué)
【學(xué)位級(jí)別】：碩士
【學(xué)位授予年份】：2015
【分類(lèi)號(hào)】：U441.3
本文編號(hào)：2419526
[Abstract]:With the development of the times and the increase of train speed, various types of bridges have appeared one after another, especially for some standardized simply supported beams and curved girder bridges. It is found that with the increase of speed, the dynamic response between vehicles and bridges becomes more and more large. The dynamic response is more complex when the curved girder bridge is passed, which also requires the vehicle-bridge coupling simulation of the standard bridge. With the increase of railway speed and the construction of standardized bridges, the vehicle-bridge coupling vibration is becoming more and more complicated and concrete. Professional multi-body system dynamics software is used to realize stylized modeling and simulation. In the vehicle-bridge coupling simulation, the vehicle model is established by using the multi-body system dynamics software SIMPACK, and the bridge model is established by using the finite element software ANSYS. The bridge section is hollow box section, and the solid element SOLID185, phase II dead load is uniformly distributed on the bridge deck. The bridge model is imported into SIMPACK by FEMBS interface, and the data exchange between the two subsystems is completed by the discrete information contact point on the wheel / rail contact surface, and the joint simulation is realized. In this paper, the theory of multi-body system dynamics is introduced, and the development and research methods of multi-body system dynamics are described. The system introduces the flow of this software from modeling to solving. In this paper, some common methods of system modeling coordinate are proposed, and how to realize vehicle modeling in system dynamics, and how to form and realize modularization of each component of modeling are also introduced. Then, aiming at the vehicle-bridge coupling problem in this paper, how to realize the joint simulation between the two softwares is introduced in detail, and the orbit spectra of the United States, Germany and China are given, and the German high and low spectra are used in the analysis of irregularity. The parameters and modeling process of the train model and the bridge model are given, and how to exchange information between the two parts through wheel / rail is also introduced, and finally the coupling is realized. At the same time, the evaluation standard of vehicle-bridge coupling vibration response is given. Finally, through the simulation of two types of standard bridges, simply supported beam bridge and curved beam bridge, the results of vehicle-bridge coupling are obtained, the required parameters are extracted, and the further research is done in the finite element method. The natural vibration frequency of the bridge is calculated, and the vehicle bridge system is detected by pre-balancing. Then apply the high and low interference spectrum of German track, calculate the train from 125km/h to 350 km / h, and study the influence of different track spectrum, different damping ratio of bridge and curve radius on bridge and motor vehicle. The vibration characteristics of vehicle and bridge under various factors are summarized, and some practical conclusions are obtained. The vehicle comfort, acceleration, derailment coefficient and load reduction rate all show an increasing trend with the increase of speed. The vehicle acceleration is sensitive to the track spectrum of long wavelength, while the wheel load reduction rate is sensitive to the spectrum of shorter wavelength. The dynamic displacement and acceleration of the bridge span are close to each other under the two kinds of spectrum, which indicates that the dynamic response of the two kinds of track spectrum to the bridge is not obvious. With the increase of damping ratio, the dynamic displacement tends to decrease, under the same damping ratio, the dynamic displacement increases with the increase of velocity, and it is also found that the faster the driving speed is, the more sensitive the damping ratio is. It is found that lateral wheel / rail lateral force is greater than the inner side of the curved girder bridge, when the speed reaches 350km/h, the wheel load reduction rate exceeds the safe limit value, and the transverse acceleration of the bridge span is greater than the limit value, which does not meet the requirements of the code. At the same time, with the increase of the outer rail height and the decrease of the curve radius, the dynamic vibration effect of the bridge becomes larger.
【學(xué)位授予單位】：蘭州交通大學(xué)
【學(xué)位級(jí)別】：碩士
【學(xué)位授予年份】：2015
【分類(lèi)號(hào)】：U441.3
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，本文編號(hào)：2419526
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