基于SIMPACK软件弹性梁下的车—桥耦合振动分析
发布时间：2019-02-11 07:37
【摘要】：随着时代发展以及列车时速的提高,各种类型的桥梁相继出现,特别是对一些标准化简支梁和曲线梁桥,研究发现随着速度增加,车辆和桥梁之间的动力响应变得越来越大,当通过曲线梁桥时动力响应更复杂,这也对标准桥梁的车—桥耦合仿真提出了要求。随着铁路提速以及标准化桥梁的大量建设,车—桥耦合振动也越来越朝复杂化、具体化的发展。使用专业的多体系统动力学软件,更加具体化和模块化,实现程式化的建模和仿真。在车桥耦合仿真中:运用多体系统动力学软件SIMPACK建立车辆模型,运用有限元软件ANSYS建立桥梁模型,桥梁截面为空心箱型截面,采用实体单元SOLID185,二期恒载均匀分布在桥面。用FEMBS接口将桥梁模型导入到SIMPACK中,通过轮轨接触面上离散的信息接触点来完成两个子系统的数据交换,实现联合仿真。本文先介绍了多体系统动力学理论,描述了多系统动力学的进展和研究方法。系统介绍了这款软件从建模到求解的流程。提出了常见的一些系统建模坐标方法,还介绍了如何在系统动力学上实现车辆的建模,以及建模各构件的形成和实现模块化。再针对本文的车—桥耦合问题,详细介绍了如何在两个软件间实现联合仿真,给出了美国、德国和中国的轨道谱,在做不平顺分析时采用德国高、低谱。给出了动车模型和桥梁模型的参数和建模过程,还介绍了如何通过轮轨来实现两部分信息的交换,最终实现耦合。同时给出了车—桥耦合振动响应的评定标准。最后通过对两种类型的标准桥梁—简支梁桥和曲线梁桥—实现仿真,得出车桥耦合的结果,提取需要的参数,再在有限元中做更加深入的研究。计算出桥梁的自振频率,对车桥系统进行预平衡检测。再施加德国轨道高、低干扰谱,分别计算了列车从125km/h至350km/h,同时研究了不同轨道谱、不同桥梁阻尼比以及曲线半径对桥梁和动车的影响,总结了各种因素下的车桥响应振动特性,并得出一些有实际意义的结论。车辆的舒适度、加速度、脱轨系数和减载率都呈现出随着速度的增大而增大的趋势。车辆加速度对长波长的轨道谱较为敏感,而轮重减载率对较短波长的谱敏感;桥梁跨中动位移和加速度在两种谱下的值都比较的接近,说明两种轨道谱对桥梁的动力响应都不是很明显;随着阻尼比的增大动位移呈现减小的趋势,在同一阻尼比下,动位移随速度的增大而增大;还发现行车速度越快,阻尼比也越敏感。在曲线梁桥上发现车辆外侧轮轨横向力大于内侧;当速度达到350km/h时,轮重减载率超出了安全限值,桥梁跨中横向加速度大于限值,不满足规范要求;同时动车各种指标随着外轨超高的增大和曲线半径的减小而变大,同时桥梁的动力振动效应也变大;
[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.
【学位授予单位】：兰州交通大学
【学位级别】：硕士
【学位授予年份】：2015
【分类号】：U441.3
本文编号：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.
【学位授予单位】：兰州交通大学
【学位级别】：硕士
【学位授予年份】：2015
【分类号】：U441.3
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，本文编号：2419526
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