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方幂好格子点法在车-桥系统随机动力分析的应用

周子骥 张楠 严国兵

周子骥, 张楠, 严国兵. 方幂好格子点法在车-桥系统随机动力分析的应用[J]. 西南交通大学学报. doi: 10.3969/j.issn.0258-2724.20220831
引用本文: 周子骥, 张楠, 严国兵. 方幂好格子点法在车-桥系统随机动力分析的应用[J]. 西南交通大学学报. doi: 10.3969/j.issn.0258-2724.20220831
ZHOU Ziji, ZHANG Nan, YAN Guobin. Application of Good Lattice Point with Power Generator Method in Stochastic Dynamic Analysis of Vehicle-Bridge System[J]. Journal of Southwest Jiaotong University. doi: 10.3969/j.issn.0258-2724.20220831
Citation: ZHOU Ziji, ZHANG Nan, YAN Guobin. Application of Good Lattice Point with Power Generator Method in Stochastic Dynamic Analysis of Vehicle-Bridge System[J]. Journal of Southwest Jiaotong University. doi: 10.3969/j.issn.0258-2724.20220831

方幂好格子点法在车-桥系统随机动力分析的应用

doi: 10.3969/j.issn.0258-2724.20220831
基金项目: 国家自然科学基金项目(52178101);
详细信息
    作者简介:

    周子骥(1991―),男,博士研究生,研究方向为车桥系统随机振动,E-mail:19115054@bjtu.edu.cn

    通讯作者:

    张楠(1971―),男,教授,博士,博导,研究方向为桥梁动力响应:E-mail:nzhang@bjtu.edu.cn

  • 中图分类号: U441.3;U24

Application of Good Lattice Point with Power Generator Method in Stochastic Dynamic Analysis of Vehicle-Bridge System

  • 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.

     

  • 图 1  车辆模型

    Figure 1.  Vehicle model

    图 2  工况示意

    Figure 2.  Working condition

    图 3  轨道不平顺样本的标准差

    Figure 3.  Standard deviation of track irregularity samples

    图 4  车-桥系统动力响应的标准差

    Figure 4.  Standard deviation of dynamic response of vehicle-bridge system

    图 5  车-桥系统动力响应的均值

    Figure 5.  Mean of dynamic response of vehicle-bridge system

    图 6  横向轮轨力

    Figure 6.  Lateral wheel-rail force

    图 7  横、竖向轮轨力的相关系数

    Figure 7.  Correlation coefficient of lateral and vertical wheel-rail forces

    图 8  脱轨系数极大值分布函数

    Figure 8.  Maximum value distribution function of derailment factor

    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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出版历程
  • 收稿日期:  2022-11-28
  • 修回日期:  2023-05-24
  • 网络出版日期:  2024-10-23

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