不同轮轨接触模型在车桥耦合振动中的比较

Comparative analysis of different wheel/rail contact models in vehicle and bridge coupled vibration

以工程实例为研究对象,建立了整车-整桥系统耦合振动数值分析模型。考虑车轮的跳轨和挤密情况,建立了单边弹簧-阻尼系统弹性轮轨接触模型。采用基于多体系统动力学和有限元法结合的联合仿真技术,计算了两种轮轨接触时动车组列车以不同车速通过大跨度连续桥梁的耦合振动响应。数值计算结果表明:两种轮轨接触模型的桥梁动力响应比较接近;列车的横向轮轨力、轮重减载率和脱轨系数相差较大,当速度为350km/h时,横向轮轨力增大了46.5%,轮重减载率增大了130.8%,脱轨系数增大了24.66%;用单边-弹簧阻尼系统弹性轮轨接触模型更符合实际。

Focused on the Bahe super-long bridge on Zhengzhou-Xi'an high-speed rail, the refined numerical simulation model of whole vehicle and whole bridge system for coupled vibration analysis is set up. The dynamic model of the bridge is established by finite element software ANSYS, and the vibration characteristics of the bridge are analyzed. The refine d three-dimensional space vehicle model is set up by multi-body system dynamics software SIMPACK, and the multiple non-linear properties are considered. Considering jumping rail and compaction of wheel, one-side spring damper elastic wheel/rail contact model is introduced to replace the general rigid wheel/rail contact model. Finally, the space vibration responses are calculated by co-simulation based on multi-body system dynamics and finite element method when the motor train set run through the long-span continuous beam bridge at different speeds (250,300, and 350km/h) with both wheel/rail contact models and the results are analyzed by contrast. The numerical calculation indicates that the results of two contact models are relatively close to each other in the bridge dynamics responses. However, the lateral wheel/rail force, the load decrement rate of wheel weight and the derailment coefficient, of the two wheel/rail contact models, are different obviously. The lateral wheel/rail force increases by 46.5%, the load decrement rate of wheel weight increases by 130.8%, and the derailment coefficient increases by 24.66% when the velocity is 350km/h. The one-side spring damper elastic contact model agrees with the practical system better.