载重车辆-伸缩缝耦合系统的垂向振动数值模拟方法

张露; 李冰; 王少华; 李怀仙

doi:10.3969/j.issn.0258-2724.20200712

载重车辆-伸缩缝耦合系统的垂向振动数值模拟方法

doi: 10.3969/j.issn.0258-2724.20200712

张露^{1, 2,},
李冰³,
王少华^{1, 2, ,},
李怀仙^{1, 2}

1.
西南交通大学机械工程学院，四川成都 610031
2.
西南交通大学轨道交通运维技术与装备四川省重点实验室，四川成都 610031
3.
华北水利水电大学机械学院，河南郑州 450045

基金项目: 国家自然科学基金（51805166）；中央高校基本科研业务基金（A0920502052001-204）

详细信息

作者简介:
张露（1990—），男，博士研究生，研究方向为结构振动，E-mail：jd_zhanglu@163.com

通讯作者:
王少华（1963—），男，教授，博士，研究方向为机械设计、结构振动和工业工程，E-mail：2892923270@qq.com

中图分类号: U441
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- 文章访问数: 315
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- 被引次数: 0
出版历程
- 收稿日期: 2020-10-27
- 修回日期: 2021-03-30
- 网络出版日期: 2022-07-18
- 刊出日期: 2021-03-31

Numerical Simulation Method for Vertical Vibration of Heavy Vehicle-Expansion Joint Coupled System

ZHANG Lu^{1, 2
,},
LI Bing³,
WANG Shaohua^{1, 2
, ,},
LI Huaixian^{1, 2}

1.
School of Mechanical Engineering, Southwest Jiaotong University, Chengdu 610031, China
2.
Technology and Equipment of Rail Transit Operation and Maintenance Key Laboratory of Sichuan Province, Southwest Jiaotong University, Chengdu 610031, China
3.
School of Mechanical Engineering, North China University of Water Resources and Electric Power, Zhengzhou 450045, China

摘要

摘要:
为研究车辆对大位移伸缩缝振动特性的影响，考虑轮胎载重车辆过大位移桥梁伸缩缝时的真实激励特性，提出了一种载重车辆-伸缩缝耦合系统垂向动力学模型，同时引入新型快速积分法对数值模型进行求解. 以ZL1600模数式大位移伸缩缝为研究对象，通过仿真结果与试验测试结果的对比验证模型有效性，并基于此模型分析了轮胎载重车辆对大位移伸缩缝的冲击效应. 研究结果表明：中梁测点垂向速度的动力学模型仿真结果能较好地匹配试验测试结果，仿真得到中梁测点最大下沉位移的偏差均小于10.0%，表明该模型具有较高的计算精度；车辆轮胎力的最大冲击系数出现在车轮驶上伸缩缝后方桥面时，需要考虑对此处结构进行加强；车辆轮胎对伸缩缝中梁和后方桥面的冲击系数均随车速的增大而增大，最大冲击系数分别为0.67和0.82，均超过了国内现行规范的推荐值0.45，应得到重视.
- 车辆 /
- 伸缩缝 /
- 数值模拟 /
- 试验验证 /
- 耦合振动
Abstract:
To study the influence of vehicles on vibration characteristics of large displacement expansion joints, a vertical dynamic model of heavy vehicle-expansion joint coupled system is established, considering the real load characteristics of a wheeled heavy vehicle when passing a large displacement bridge expansion joint. The new fast integration method is introduced to solve the numerical model. Taking ZL1600 modular large displacement expansion joint as the research object, the validity of the model is verified by comparing simulation results with test results. Based on the model, the impact effect of wheeled heavy vehicle on expansion joint is analyzed. The results show that the dynamic model simulation results of vertical velocity at the center beam test points can be well matched with the test results. The deviations of center beam maximum sinking displacements between simulation results and test results are less than 10.0%, which indicates that the model has high calculation accuracy. The maximum impact factor of tire loads occurs when the wheel drives on the bridge deck behind the expansion joint. Therefore, it is necessary to strengthen the nearby structure. The impact factor of tire loads on the center beams and the rear bridge deck increases with speed. The maximum impact factors are 0.67 and 0.82 respectively, both exceeding the recommended value of 0.45 in the current Chinese standard. It should be given more attention.
- vehicles /
- expansion joints /
- numerical simulation /
- experimental verification /
- coupled vibration

HTML全文

图 1 车辆-伸缩缝耦合系统受力分析

Figure 1. Force analysis of the vehicle-expansion joint coupled system

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图 2 轮胎与中梁接触关系

Figure 2. The contact relationship between the center beam and tire

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图 3 传感器布置

Figure 3. Layout of the sensors

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图 4 1号中梁A组测点的速度时程曲线（v = 30 km/h）

Figure 4. Speed time history curves of group A measuring points of No.1 middle beam（v = 30 km/h）

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图 5 1号中梁A组测点振动速度最大值对比

Figure 5. Comparison results of maximum speed at group A measuring points of No.1 middle beam

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图 6 车辆驶过伸缩缝时轮胎力冲击系数（v = 80 km/h）

Figure 6. Impact factors of tire force when vehicle passing through expansion joint （v = 80 km/h）

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图 7 车辆驶上伸缩缝时的最大冲击系数与车速的关系

Figure 7. Relationships between maximum impact factor and speed when vehicle getting on the expansion joint

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图 8 车辆驶上桥梁时的最大冲击系数与车速的关系

Figure 8. Relationship between maximum impact factor and speed when vehicle getting on the bridge

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表 1 大位移伸缩缝主要结构参数

Table 1. Main structural parameters of large displacement expansion joint

项目	数值	项目	数值
弹性模量 E/GPa	205	泊松比 ν	0.3
材料密度 ρ/（kg·m⁻³）	7800	缝宽 B/mm	0~80
中梁单位长度质量 m_Z/（kg·m⁻¹）	49.33	横梁单位长度质量 m_H/（kg·m⁻¹）	315.9
中梁长度 L_Z/m	10.2	横梁长度 L_H/m	4.2
中梁截面惯性矩 I_Z/m⁴	1.24 × 10⁻⁵	横梁截面惯性矩 I_H/m⁴	2.46 × 10⁻⁴
中梁、横梁弹性元件刚度/（kN·mm⁻¹）	80	中梁、横梁弹性元件阻尼/（N·s·mm⁻¹）	5

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表 2 四轴载重车辆动力学参数

Table 2. Dynamic parameters of four-axle vehicle

参数	数值	参数	数值
车体质量 m_C/kg	6450	1 轴至车体质心的距离 l₁/m	3.327
车体俯仰惯量J_Cx/（kg·m²）	88327	2 轴至车体质心的距离 l₂/m	1.227
车体侧滚惯量J_Cz/（kg·m²）	17665	后悬架中心至车体质心的距离 l₃/m	3.948
后悬架平衡杆质量 m_S/kg	200	3、4 轴之间的距离 l₄/m	1.35
后悬架平衡杆俯仰惯量 J_S/（kg·m²）	380	1、2 轴的轮距一半 b₁/m	1.0135
1、2 轴非簧载的质量 m_T1 /kg	500	3、4 轴的轮距一半 b₂/m	0.93
3、4 轴非簧载的质量 m_T2/kg	800	1、2 悬架阻尼 c_S1/（kN·s·m⁻¹）	25.32
1、2 轴悬架刚度 k_S1 /（kN·m⁻¹）	284	后悬架阻尼c_S2/（kN·s·m⁻¹）	50.636
后悬架刚度k_S2/（kN·m⁻¹）	2064	1、2 轴轮胎阻尼 c_T1/（kN·s·m⁻¹）	3.5
1、2 轴轮胎刚度 k_T1 /（kN·m⁻¹）	1402	3、4 轴轮胎阻尼 c_T2/（kN·s·m⁻¹）	7
3、4 轴轮胎刚度 k_T2 /（kN·m⁻¹）	2804	轮胎型号	11.00R20-18RP

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表 3 中梁测点最大下沉量对比结果

Table 3. Comparison results of maximum sinking displacement of center beam test points

传感器位置	车速/ （km·h⁻¹）	1 号中梁			10 号中梁			13 号中梁			19 号中梁
传感器位置	车速/ （km·h⁻¹）	试验值/mm	仿真值/mm	偏差/ %	试验值/mm	仿真值/mm	偏差/ %	试验值/mm	仿真值/mm	偏差/ %	试验值/mm	仿真值/mm	偏差/ %
A 组	30	0.42	0.41	2.4	0.49	0.51	4.1	0.54	0.56	3.7	0.55	0.58	5.5
	40	0.50	0.48	4.0	0.56	0.60	7.1	0.58	0.61	5.2	0.64	0.69	7.8
	60	0.54	0.51	5.6	0.58	0.59	1.7	0.62	0.65	4.8	0.60	0.64	6.7
B 组	30	0.14	0.13	7.1	0.23	0.24	4.3	0.20	0.21	5.0	0.22	0.21	4.5
	40	0.18	0.17	5.6	0.25	0.27	8.0	0.29	0.31	6.9	0.26	0.28	7.7
	60	0.20	0.19	5.0	0.29	0.31	6.9	0.31	0.30	3.2	0.23	0.25	8.7

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