基于流固耦合求解的强横风下轨道力学分析

张茉颜; 肖宏

doi:10.3969/j.issn.0258-2724.20180649

基于流固耦合求解的强横风下轨道力学分析

doi: 10.3969/j.issn.0258-2724.20180649

张茉颜,
肖宏^,

基金项目: 中央高校基本科研业务费专项资金（2015JBZ004）

详细信息

作者简介:
张茉颜（1996—），女，博士研究生，研究方向为轨道结构，E-mail：3599860892@qq.com

通讯作者:
肖宏（1978—），男，教授，博士，研究方向为轨道结构，E-mail：xiaoh@bjtu.edu.cn

中图分类号: U216.4
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- 文章访问数: 641
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- PDF下载量: 23
- 被引次数: 2
出版历程
- 收稿日期: 2018-09-05
- 修回日期: 2019-04-19
- 网络出版日期: 2019-04-26
- 刊出日期: 2020-10-01

Track Mechanical Analysis under Strong Cross Wind Based on Fluid-Solid Coupling

ZHANG Moyan,
XIAO Hong^,

摘要

摘要: 为研究强横风条件下轨道结构的力学特性，采用计算流体力学和有限元联合仿真，对轨道结构的受力和变形进行了分析. 首先采用SOLIDWORKS软件基于CRH380A型高速列车实际外形轮廓建模，然后通过FLUENT计算得到列车的气动特性，再与有限元软件ABAQUS联合仿真建立列车-轨道耦合模型；模型中完整地保留列车表面所受的气动力，解决了流固耦合中列车气动力的传递问题；最后基于建立的耦合模型，针对强横风作用下轨道结构的力学特性进行系统分析. 研究结果表明，当列车运行速度为350 km/h，风速从0变化到15 m/s时，钢轨背风侧处横向位移从0.177 mm增加到2.100 mm，增大了11.86倍，可见强横风条件下，要重点关注钢轨背风侧处横向力学特性；当风速超过15 m/s时，列车运行速度达到250 km/h，钢轨横向位移超出了最大允许值2.000 mm，表明长期的强横风作用将会导致轨道的几何形位发生改变，但此时轮重减载率和脱轨系数并未超出对应限值0.65和0.800. 因此，横风作用下不仅要考虑列车运行安全性指标，也要考虑轨道结构力学指标的变化.
- 联合仿真 /
- 计算流体力学 /
- 有限元方法 /
- 强风条件 /
- 轨道结构
Abstract: In order to explore the mechanical characteristics of track structure under strong cross wind, the co-simulation of CFD and FEM is used to analyze the force and deformation of track structure. Firstly, SOLIDWORKS is used to establish a model based on the CRH380A high-speed train. Then, the aerodynamic characteristics of the train are calculated by FLUENT and the train-track coupling model is established by finite element software ABAQUS. The aerodynamic force on the surface of the train is completely retained in the model, which has solved the problem of aerodynamic force transfer in the fluid-solid coupling. Finally, based on the established coupling model, the mechanical characteristics of the track structure under strong cross wind are analyzed. The results show that when the train running speed is up to 350 km/h and the wind speed changes from 0 to 15 m/s, the lateral displacement on the leeward side of the rail increases from 0.177 mm to 2.100 mm, which increases by 11.86 times. This indicates that the mechanics of the rail leeward side should be focused. When the wind speed exceeds 15 m/s and the train operation speed is 250 km/h, the rail lateral displacement is beyond the allowable maximum of 2.000 mm, showing that long-term cross wind will lead to track geometry change. However, the rate of wheel load reduction and the coefficient of derailment is not up to the limit of 0.65 and 0.800, respectively. Therefore, it is necessary to consider not only the safety index of train operation, but also the change in the mechanical characteristics of track structure.
- co-simulation /
- computational fluid dynamics /
- finite element method /
- strong wind condition /
- track structure

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图 1 分析流程

Figure 1. Analysis process

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图 2 计算模型

Figure 2. Calculation model

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图 3 列车曲线段运行示意

Figure 3. Schematic diagram of train operation on curve

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图 4 列车表面气动压力

Figure 4. Aerodynamic pressure on train surface

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图 5 不同风向角列车气动力

Figure 5. Aerodynamic force under different cross-wind directions

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图 6 不同风速和车速下列车气动力

Figure 6. Aerodynamic force under different cross-wind speeds and vehicle speeds

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图 7 有限元软件中车辆模型

Figure 7. Train model in finite element software

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图 8 轮轨垂、横向力随车速和风速的变化

Figure 8. Vertical and lateral wheel track forces of rail varying with vehicle speed and wind speed

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图 9 脱轨系数随车速和风速的变化规律

Figure 9. Derailment coefficient varying with vehicle speed and wind speed

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图 10 轮重减载率随车速和风速的变化规律

Figure 10. Rate of wheel load reduction varying with vehicle speed and wind speed

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图 11 钢轨垂、横向位移随车速和风速的变化规律

Figure 11. Vertical and lateral displacements of rail varying with vehicle speed and wind speed

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图 12 钢轨垂、横向加速度随车速和风速变化规律

Figure 12. Vertical and lateral accelerations of rail varying with vehicle speed and wind speed

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表 1 轨道结构各部分材料参数

Table 1. Material parameters of each part of track structure

部件	密度/（kg•m⁻³）	杨氏模量/（N•mm⁻²）	泊松比
钢轨	7 830	2.1 × 10⁵	0.300
轨道板	2 500	3.7 × 10⁴	0.200
CA砂浆	2 450	7.0 × 10³	0.167
支承层	2 400	1.8 × 10⁴	0.167
基床表层	1 950	1.8 × 10²	0.100
基床底层	1 900	8.0 × 10	0.100

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表 2 轨距动态变化量

Table 2. Gauge dynamic change mm

车速/ （km•h⁻¹）	风速 0～15 m/s	风速 15～20 m/s	风速 20～25 m/s
250	1.69	1.14	2.66
300	2.73	1.92	1.12
350	3.45	1.59	1.78

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