Application of Good Lattice Point with Power Generator Method in Stochastic Dynamic Analysis of Vehicle-Bridge System
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摘要:
针对难以精确选取具有代表性的超高维随机相位角问题，采用方幂好格子点法生成代表性轨道不平顺样本，并将该样本作用于车-桥系统，得到轮轨力的均值与标准差；然后，通过对比虚拟激励法、确定性时程法和蒙特卡洛法的计算结果来探究该方法的计算精度与计算效率；最后，采用线性与非线性轮轨接触关系研究考虑列车日运营量的脱轨系数阈值. 以和谐号通过桥梁为例，计算结果表明：与蒙特卡洛法相比，采用方幂好格子点法生成不同方向的轨道不平顺样本之间的均匀性较好；方幂好格子点法求得的随机动力响应的概率特征参数与其他方法相比，具有较高的计算精度，其计算效率较蒙特卡洛法提高了近5倍；分别采用线性与非线性轮轨接触关系时所得的脱轨系数阈值相差达4.68%，方幂好格子点法具有较广泛适用性.
Abstract:Since it is difficult to accurately select representative super-high-dimensional random phase angles, the good lattice point with power generator method (GLPPGM) was utilized to generate samples of representative track irregularities, which were applied to the vehicle-bridge system to obtain the mean and standard deviation of random dynamic responses. Then, the calculation accuracy and efficiency of this method were explored by comparing the results of the pseudo-excitation method, deterministic time history method, and Monte Carlo method (MCM). Finally, the threshold value of the derailment factor considering the daily operation volume of trains was studied by using linear and nonlinear wheel-rail contact relationships. The Harmony train passing over a bridge was studied, and the results show that compared with that by the MCM, the uniformity between the samples of track irregularities generated by the GLPPGM in different directions is better. The probability characteristic parameters of the random dynamic response obtained by the GLPPGM have higher calculation accuracy than different methods, and its calculation efficiency is nearly five times higher than that of the MCM. When linear and nonlinear wheel-rail contact relationships are considered, the threshold value of the derailment factor differs by 4.68%, and the GLPPGM has a wider applicability.
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图 4 车-桥系统动力响应的标准差
Figure 4. Standard deviation of dynamic responses of vehicle-bridge system
图 7 横、竖向轮轨力的相关系数
Figure 7. Correlation coefficient of lateral and vertical wheel-rail forces
表 1 车辆参数
Table 1. Train parameters
名称 拖车 动车 名称 拖车 动车 转向架轴距/m 2.5 2.5 x 向转向架转动惯量/（t•m2） 3.2 1.6 车辆定距/m 18 18 y 向转向架转动惯量/（t•m2） 7.2 1.7 一系悬挂横向跨距/m 0.33 0.34 z 向转向架转动惯量/（t•m2） 6.8 1.7 转向架导一系悬挂/m 2.05 2.05 一系纵向阻尼（单侧）/（kN•s•m−1） 960 960 二系悬挂横向跨距/m 2.05 2.05 一系横向阻尼（单侧）/（kN•s•m−1） 960 960 车体中心到二系悬挂/m 0.36 0.83 一系竖向阻尼（单侧）/（kN•s•m−1） 1040 700 二系悬挂到转向架/m 0.24 0.15 二系纵向阻尼（单侧）/（kN•s•m−1） 240 210 轮对滚动园半径/m 0.4575 0.4575 二系横向阻尼（单侧）/（kN•s•m−1） 240 210 轮对质量/t 1.9 2.2 二系竖向阻尼（单侧）/（kN•s•m−1） 400 350 轮对转动惯量/（t•m2） 1.067 1.63 一系纵向阻尼（单侧）/（kN•s•m−1） 0 0 转向架质量/t 3.4 1.7 一系横向阻尼（单侧）/（kN•s•m−1） 0 0 x 向车体转动惯量/（t•m2） 101.5 74 一系竖向阻尼（单侧）/（kN•s•m−1） 30 38 y 向车体转动惯量/（t•m2） 1064.4 1370 二系纵向阻尼（单侧）/（kN•s•m−1） 120 150 z 向车体转动惯量/（t•m2） 867.2 1370 二系横向阻尼（单侧）/（kN•s•m−1） 30 15 车体质量/t 42.4 44 二系竖向阻尼（单侧）/（kN•s•m−1） 33 40 
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