多线铁路车桥耦合振动仿真研究

发布时间：2018-05-12 21:07

本文选题：多线铁路 + 车桥耦合振动　；参考：《西南交通大学学报》2017年05期

【摘要】：为了评估高速铁路上多线铁路桥梁列车运行安全性与舒适性,以渝黔铁路白沙沱大桥为例,采用多体系统动力学软件SIMPACK建立了CRH3动车和拖车三维空间动力学模型,并通过SIMPACK的子结构技术将动车和拖车组装成列车动力学模型;采用有限元软件ANSYS建立了桥梁的动力分析模型,计算其自振特性.根据列车和桥梁子系统之间的变形协调条件和力平衡条件,在轮轨接触面的节点上进行位移和力的数据传递,基于SIMPACK与ANSYS相结合的联合仿真方法首次进行多线车桥耦合振动仿真,分析了桥梁动力学指标及列车安全性指标和舒适性指标,探索了多线车桥耦合振动的一般规律和对列车安全性与舒适性的影响程度.研究结果表明:(1)三线列车共同作用下,与单线单独行车时对应动车和拖车的车辆安全性指标(脱轨系数、轮重减载率及轮轨横向力)几乎完全一致;车辆舒适性指标(车体竖向加速度、车体横向加速度、竖向舒适度指标及横向舒适度指标)中除个别竖向加速度约10%外,其余指标都在1%以内,表明由于桥梁刚度较大,桥梁振动对列车动力学指标的影响很小,单线和多线对应动力学指标非常接近,可近似采用单线单独行车时车辆动力学指标推测多线同时行车的对应指标.(2)三线列车共同作用下桥梁主跨跨中竖向位移比单线叠加位移略大,相差1%以内,竖向位移影响系数在1.001~1.006之间;三线列车共同作用下桥梁主跨跨中横向位移与单线代数叠加位移相近,相差±10%以内,主跨跨中横向位移影响系数在1.000左右,可以近似采用单线叠加的竖向位移和横向位移推测三线列车共同作用下的竖向位移和横向位移.(3)三线列车共同作用下桥梁主跨跨中竖向加速度绝对值比单线代数叠加后的绝对值小,影响系数在0.636~0.771之间,可参照单线代数叠加的桥梁竖向加速度保守评定桥梁的竖向加速度;三线列车共同作用下的主跨跨中横向加速度绝对值比单线行车横向加速度绝对值中的最大值小,可参照单线横向加速度绝对值的最大值保守评定桥梁横向加速度.
[Abstract]:In order to evaluate the safety and comfort of the bridge train running on the high-speed railway, taking Baishatuo Bridge of Chongqing and Guizhou Railway as an example, a three-dimensional dynamic model of CRH3 and trailer is established by using the multi-body system dynamics software SIMPACK. The train dynamic model is assembled by the substructure technology of SIMPACK, and the dynamic analysis model of the bridge is established by using the finite element software ANSYS, and the natural vibration characteristics of the bridge are calculated. According to the deformation coordination condition and force balance condition between train and bridge subsystem, the data of displacement and force are transmitted on the node of wheel-rail contact surface. The combined simulation method based on SIMPACK and ANSYS is used to simulate the coupling vibration of multi-line vehicle-bridge for the first time. The dynamic index of bridge, the safety index and comfort index of train are analyzed. The general law of coupling vibration of multi-track vehicle-bridge and its influence on train safety and comfort are explored. The results show that the safety index (derailment coefficient, wheel load reduction rate and wheel / rail lateral force) of the train corresponding to the train and trailer under the action of the three-line train is almost identical with that of the single track train. In the vehicle comfort index (body vertical acceleration, car body lateral acceleration, vertical comfort index and lateral comfort index), except individual vertical acceleration about 10%, the other indexes are within 1%, indicating that the bridge stiffness is large, The influence of bridge vibration on train dynamic index is very small, and the corresponding dynamic index of single line and multi-line is very close. It is possible to infer that the vertical displacement of the main span of the bridge is slightly larger than that of the superposition displacement of the single line under the combined action of the three-line train and the vehicle dynamics index when the single line is driving alone, and the difference is less than 1%. The influence coefficient of vertical displacement is between 1.001 and 1.006, the transverse displacement of main span of bridge is close to that of algebraic superposition displacement of single line under the action of three-line train, the difference is less than 卤10%, and the influence coefficient of lateral displacement of main span is about 1.000. It is possible to approximate the vertical displacement and transverse displacement under the action of the third line train by using the vertical displacement and the transverse displacement superimposed on the single line) the absolute ratio of the vertical acceleration of the main span of the bridge to the single line algebra under the action of the three-line train. The superimposed absolute value is small, The influence coefficient is between 0.636 and 0.771. The vertical acceleration of the bridge can be conservatively evaluated by reference to the vertical acceleration of the bridge superimposed by single line algebra. The absolute value of the transverse acceleration of the main span under the joint action of the three-line train is smaller than the maximum of the absolute value of the transverse acceleration of the single-line train, so the bridge lateral acceleration can be conservatively evaluated with reference to the maximum of the absolute value of the single-line transverse acceleration.
【作者单位】：西南交通大学土木工程学院;
【基金】：铁道部科技计划项目(2011G026-B)
【分类号】：U441.3

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