基于SIMPACK軟件彈性梁下的車—橋耦合振動分析
發(fā)布時間：2019-02-11 07:37
【摘要】：隨著時代發(fā)展以及列車時速的提高,各種類型的橋梁相繼出現(xiàn),特別是對一些標準化簡支梁和曲線梁橋,研究發(fā)現(xiàn)隨著速度增加,車輛和橋梁之間的動力響應變得越來越大,當通過曲線梁橋時動力響應更復雜,這也對標準橋梁的車—橋耦合仿真提出了要求。隨著鐵路提速以及標準化橋梁的大量建設,車—橋耦合振動也越來越朝復雜化、具體化的發(fā)展。使用專業(yè)的多體系統(tǒng)動力學軟件,更加具體化和模塊化,實現(xiàn)程式化的建模和仿真。在車橋耦合仿真中:運用多體系統(tǒng)動力學軟件SIMPACK建立車輛模型,運用有限元軟件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接口將橋梁模型導入到SIMPACK中,通過輪軌接觸面上離散的信息接觸點來完成兩個子系統(tǒng)的數(shù)據(jù)交換,實現(xiàn)聯(lián)合仿真。本文先介紹了多體系統(tǒng)動力學理論,描述了多系統(tǒng)動力學的進展和研究方法。系統(tǒng)介紹了這款軟件從建模到求解的流程。提出了常見的一些系統(tǒng)建模坐標方法,還介紹了如何在系統(tǒng)動力學上實現(xiàn)車輛的建模,以及建模各構件的形成和實現(xiàn)模塊化。再針對本文的車—橋耦合問題,詳細介紹了如何在兩個軟件間實現(xiàn)聯(lián)合仿真,給出了美國、德國和中國的軌道譜,在做不平順分析時采用德國高、低譜。給出了動車模型和橋梁模型的參數(shù)和建模過程,還介紹了如何通過輪軌來實現(xiàn)兩部分信息的交換,最終實現(xiàn)耦合。同時給出了車—橋耦合振動響應的評定標準。最后通過對兩種類型的標準橋梁—簡支梁橋和曲線梁橋—實現(xiàn)仿真,得出車橋耦合的結果,提取需要的參數(shù),再在有限元中做更加深入的研究。計算出橋梁的自振頻率,對車橋系統(tǒng)進行預平衡檢測。再施加德國軌道高、低干擾譜,分別計算了列車從125km/h至350km/h,同時研究了不同軌道譜、不同橋梁阻尼比以及曲線半徑對橋梁和動車的影響,總結了各種因素下的車橋響應振動特性,并得出一些有實際意義的結論。車輛的舒適度、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。車輛加速度對長波長的軌道譜較為敏感,而輪重減載率對較短波長的譜敏感;橋梁跨中動位移和加速度在兩種譜下的值都比較的接近,說明兩種軌道譜對橋梁的動力響應都不是很明顯;隨著阻尼比的增大動位移呈現(xiàn)減小的趨勢,在同一阻尼比下,動位移隨速度的增大而增大;還發(fā)現(xiàn)行車速度越快,阻尼比也越敏感。在曲線梁橋上發(fā)現(xiàn)車輛外側輪軌橫向力大于內(nèi)側;當速度達到350km/h時,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;同時動車各種指標隨著外軌超高的增大和曲線半徑的減小而變大,同時橋梁的動力振動效應也變大;
[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.
【學位授予單位】：蘭州交通大學
【學位級別】：碩士
【學位授予年份】：2015
【分類號】：U441.3
本文編號：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.
【學位授予單位】：蘭州交通大學
【學位級別】：碩士
【學位授予年份】：2015
【分類號】：U441.3
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相關期刊論文 前2條
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2 崔圣愛;祝兵;;客運專線大跨連續(xù)梁橋車橋耦合振動仿真分析[J];西南交通大學學報;2009年01期
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