風(fēng)荷載作用下城市軌道交通車輛—軌道動力特性及車輛速度限值研究
發(fā)布時(shí)間：2018-04-22 04:04
本文選題：有限元 + 剛?cè)狁詈?/strong>��； 參考：《北京交通大學(xué)》2014年碩士論文
【摘要】：摘要：隨著城市軌道交通迅速發(fā)展,極端天氣(強(qiáng)風(fēng))會給在高架線路上城市軌道列車的運(yùn)行安全提出巨大的挑戰(zhàn)。由于線路超高、曲線半徑、軌道不平順等因素,使強(qiáng)風(fēng)作用下列車在高架橋上的動力性能惡化,嚴(yán)重影響列車安全運(yùn)行,甚至?xí)斐擅撥�、傾覆等事故。為提高強(qiáng)風(fēng)作用下列車在高架線路上安全運(yùn)行性,本文分析了復(fù)雜情況下的車-線-橋動力學(xué)性能,為計(jì)算強(qiáng)風(fēng)作用下城市軌道列車安全運(yùn)行提供了一種有效分析方法。主要工作如下： (1)在總結(jié)和分析國內(nèi)外對車輛-軌道-橋梁動力特性及強(qiáng)風(fēng)作用下列車速度限值的研究基礎(chǔ)上,針對強(qiáng)風(fēng)作用下在高架橋曲線段、直線段的車輛運(yùn)行時(shí)遇到的實(shí)際問題,提出了以有限元法和剛?cè)狁詈戏榛A(chǔ),分析計(jì)算風(fēng)荷載作用下的車-線-橋的動力學(xué)響應(yīng)并依此制定出適合城市軌道列車安全運(yùn)行的速度限值為目標(biāo)的整個研究思路。 (2)考慮到目前的主流有限元軟件及多體動力學(xué)軟件無法單獨(dú)進(jìn)行風(fēng)荷載作用下的車-線-橋的動力特性數(shù)值模擬,本文提出采用多體動力學(xué)軟件SIMPACK和有限元軟件ANSYS相結(jié)合的方式,實(shí)現(xiàn)了剛?cè)崧?lián)合仿真,解決了曲線超高、曲率以及緩和曲線等因素給車-線-橋耦合系統(tǒng)帶來的數(shù)值積分困難。 (3)根據(jù)所建立的模型,逐一分析了曲線半徑、車速、穩(wěn)態(tài)風(fēng)等因素對輪軌動力學(xué)響應(yīng)、梁體力學(xué)指標(biāo)的影響。在不考慮風(fēng)力對橋梁的直接作用時(shí),梁體的動力學(xué)指標(biāo)良好,相比風(fēng)速、車速,橋梁動力響應(yīng)對于曲線半徑變化較不敏感。 (4)在穩(wěn)態(tài)風(fēng)時(shí)程激勵的基礎(chǔ)上,結(jié)合試驗(yàn)提出了瞬時(shí)風(fēng)作用下的時(shí)程激勵方式,結(jié)果表明：某一風(fēng)速等級下瞬時(shí)風(fēng)速對輪軌產(chǎn)生的動力學(xué)響應(yīng)與比它風(fēng)速等級高一級的穩(wěn)態(tài)風(fēng)速下的產(chǎn)生的動力學(xué)響應(yīng)近似相等。 (5)利用力的分解法分析了在不同風(fēng)速角下的列車動力性能,結(jié)果表明：列車在受垂直于車速方向的風(fēng)荷載時(shí),其動力響應(yīng)值不是列車在此風(fēng)速下的最大動力響應(yīng)值。8級風(fēng)速下,車速為60km/h時(shí),風(fēng)速角度為-75°時(shí),橫向力為18.99kN,垂向力為77.33kN,脫軌系數(shù)0.30,相比在90°下,增加了橫向力增長了5.8%,垂向力增加了0.2%,脫軌系數(shù)增加了0.7%。 (6)根據(jù)輪軌動力學(xué)參數(shù)以及橋梁動力學(xué)指標(biāo),綜合考慮實(shí)際的運(yùn)行情況,確定了強(qiáng)風(fēng)條件下的列車限速值：12級風(fēng)速下,停止運(yùn)營；11級風(fēng)速下,直線段限速25km/h,曲線段限速20km/h；10級風(fēng)速下直線段限速55km/h,最小曲線半徑限速35km/h；9級風(fēng)速下直線段限速60km/h,最小曲線半徑限速50m/h等。
[Abstract]:Absrtact: with the rapid development of urban rail transit, extreme weather (strong wind) will pose a great challenge to the safety of urban rail trains on elevated lines. Due to the factors such as ultra high line, curve radius and track irregularity, the dynamic performance of the train on the viaduct is deteriorated under the action of strong wind, which seriously affects the safe operation of the train and even causes accidents such as derailment and capsizing. In order to improve the safe operation of trains on elevated lines under the action of strong wind, this paper analyzes the dynamic performance of vehicle-line-bridge under complex conditions, and provides an effective analysis method for calculating the safe operation of urban rail trains under the action of strong winds. The main tasks are as follows: 1) on the basis of summing up and analyzing the dynamic characteristics of vehicle-track bridge and train speed limit under the action of strong wind at home and abroad, aiming at the practical problems of vehicle running in viaduct curve section and straight section under the action of strong wind, Based on the finite element method and rigid-flexible coupling method, the dynamic response of the vehicle-line-bridge under wind load is analyzed and calculated, and the whole research idea is put forward based on which the speed limit suitable for the safe operation of the urban rail train is worked out. (2) considering that the current mainstream finite element software and multi-body dynamics software can not be used separately to simulate the dynamic characteristics of vehicle-line-bridge under wind load, In this paper, the method of combining multi-body dynamics software SIMPACK and finite element software ANSYS is proposed to realize the rigid-flexible joint simulation, which solves the difficulty of numerical integration of the vehicle-line-bridge coupling system caused by the factors such as the curve superelevation, curvature and detente curve. 3) according to the established model, the influences of curve radius, speed and steady state wind on the dynamic response of wheel / rail and the mechanical index of beam are analyzed one by one. When the direct effect of wind on the bridge is not considered, the dynamic index of the beam body is good. Compared with the wind speed and speed, the dynamic response of the bridge is not sensitive to the curve radius change. 4) on the basis of steady wind time history excitation and combined with experiments, the time history excitation mode under instantaneous wind action is proposed. The results show that the dynamic response of instantaneous wind speed to wheel-rail is approximately equal to that of steady wind speed which is higher than its wind speed grade. The results show that when the train is subjected to the wind load perpendicular to the speed of speed, the dynamic response value is not the maximum dynamic response value of the train at this wind speed. When the speed is 60km/h, the transverse force is 18.99kN, the vertical force is 77.33kN, and the derailment coefficient is 0.30. compared with 90 擄, the lateral force increases by 5.8, the vertical force increases by 0.2 and the derailment coefficient increases by 0.7. On the basis of wheel / rail dynamic parameters and bridge dynamics indexes, considering the actual operation situation, the train speed limit value of grade 12 under strong wind condition is determined, and the wind speed of 11 grade wind speed of stop operation is determined under the condition of strong wind. The speed limit of linear segment is 25 km / h, the speed limit of curve segment is 20 km / h, the limit speed of straight segment is 55 km / h under wind speed of 10 grades, the limit of minimum radius of curve is 35 km / h, the limit speed of linear segment is 60 km / h, the limit speed of curve radius is 60 km / h, and so on.
【學(xué)位授予單位】：北京交通大學(xué)
【學(xué)位級別】：碩士
【學(xué)位授予年份】：2014
【分類號】：U270.11;U441.3
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