跨座式单轨交通车辆与轨道梁的动力相互作用研究
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摘要
本文建立了跨座式单轨交通系统的车辆-轨道梁动力相互作用分析模型。该模型考虑了车辆与轨道梁之间的非线性轮轨接触关系,考虑了所有轮胎的侧偏特性及振动对侧偏力的影响,并考虑了轮胎可能与轨道梁分离的情况。在该模型基础上加入横风荷载,建立了车辆-轨道梁-风系统动力学分析模型。主要进行了如下几方面的研究工作：
(1)在详细分析橡胶充气轮胎的结构、振动特性和侧偏特性等力学特性的基础上结合跨座式单轨交通系统的特点,建立了走行轮、导向轮和稳定轮的力学模型。该模型考虑了轮胎径向振动的非线性特性；考虑了轨道梁振动因素对轮胎侧偏特性和纵向滑转的影响；考虑了轮胎脱离轨道面时对车辆-轨道梁系统动力响应的影响。
(2)建立了15个自由度的跨座式单轨车辆的动力学模型,并应用D'Alembert原理推导了相应的振动微分方程；将轨道梁简化为欧拉梁,建立了轨道梁的振动微分方程；结合轮轨接触关系,采用模态综合法,建立了车辆-轨道梁系统的耦合运动控制方程。基于本文的分析理论,采用Visual Fortan6.5编制了车辆-轨道梁系统动力相互作用分析的大型计算程序,并给出了程序的具体流程。
(3)以重庆市跨座式单轨交通系统牛角沱至李子坝区段的一预应力混凝土简支梁(Z206-25梁)为研究对象,模拟了跨座式单轨列车从驶入到驶出轨道梁的全过程,计算了不同车速下轨道梁和车辆的各项动力响应,并将计算结果与实测结果做了比较,以验证本文建立的分析模型及计算程序的可靠性。同时,还对施加在导向轮和稳定轮的预压力的合理取值范围进行了研究探讨。
(4)将本文建立的车辆-轨道梁动力相互作用计算模型与已有的常用计算模型进行了比较。计算了不同车速下各模型的轨道梁和车辆的各项动力响应,并将其结果作对比,以了解各种模型的适用情况。同时,对各轮胎的侧偏特性对车辆-轨道梁系统动力响应的影响进行了研究探讨。
(5)在车辆-轨道梁动力相互作用计算模型的基础上加入横风荷载,建立了车辆-轨道梁-风系统动力学计算模型,计算分析了车辆和轨道梁在不同风速和不同车速影响下的横向动力响应,并研究了横风荷载对车辆和轨道梁动力响应的贡献。
研究表明：本文建立的计算模型基本能描述实际的车辆-轨道梁相互作用的关系,可以应用到类似的轨道梁的设计和计算中；风速小于15m/s时,对导向轮和稳定轮施加10kN的预压力可以使各轮胎始终贴靠轨道滚动；车辆和轨道梁的响应总体上随车速和风速的提高而增大,车速小于80km/h,风速小于20m/s时,列车能够安全、舒适地通过轨道梁；走行轮的侧偏特性对车辆和轨道梁的响应影响较导向轮和稳定轮大；研究轮胎有较大变形量的工况时,应该考虑轮胎的非线性特性。
An analytical model of dynamic responses for the coupled system of straddle type monorail beam and vehicle was established in this dissertation. The nonlinear contact relations between tires and track, the cornering characteristics of all the tires, and the case of tire-track separation were taken account in this model. Based on this model, cross-wind load was added and the dynamic model of vehicle-beam-wind system was established. This dissertation is mainly concerned with the following studies:
(1) The structure, vibration characteristics and cornering characteristics of the tire were analyzed, based on which, the mechanics model for the running tire, steering tire and stabilizing tire was established. In the model, the nonlinear vibration characteristics of the tires were analyzed, the effects of track beam vibration on the cornering characteristics and longitudinal slide turning of all the tires were taken account, and the effects of tire-track separation factor on the dynamic responses of vehicle-beam system were also taken account.
(2) The dynamic model of monorail vehicle with15-degrees-of-freedom was established and its vibration differential equations were derived by using D'Alembert principle. Track beam was idealized as Euler beam and its vibration differential equation was derived. Based on the vehicle/beam interaction relationship, the governing equations of motion for the coupled system of straddle type monorail beam and vehicle were derived by applying a modal superposition technique to the beam only. According to the theory presented in this dissertation, a computational program for analyzing the dynamic responses of beam and vehicle was developed by Visual Fortran6.5and listed a detailed process.
(3) The simply-supported monorail PC beam (Z206-25beam) in the section of the straddle type monorail transit from Niujiaotuo to Liziba in Chongqing City was selected as the research model. Then, the whole histories of the straddle type monorail train passing through the beam were calculated. The dynamic responses of the beam and vehicle under different train speed were obtained. The calculated results of dynamic responses were compared with the test data, and the correctness of the model established in this dissertation and the computing program were partially validated. The reasonable pre-pressure value range of steering tire and stabilizing tire was also studied.
(4) The comparison was made between the model presented in this dissertation and the other model used frequently. The dynamic responses of the beam and vehicle under different train speed of these models were calculated, the results of which were compared, and the applicability of these models was studied. The effects of cornering characteristics of the tires on the dynamic responses of vehicle-beam system were also studied.
(5) Based on the model, cross-wind load was added and the dynamic model of vehicle-beam-wind system was established. The lateral dynamic responses of this system were studied at different driving speeds and different wind speeds, and the cross-wind load contributions to the dynamic responses of the beam and vehicle was studied.
Major conclusions can be drawn as follows:The model established in this dissertation can generally reflect the real interaction relationship between vehicle and track beam, and can be applied to the design and calculation of the similar track beam. Above10kN pre-pressure, steering tires and stabilizing tires can roll cling to the track when the wind speed less than15m/s. Generally, the response amplitudes of the beam and vehicle increase as the train speed and wind speed increase. The train can safely and comfortably go through the beam when the train speed is less than80km/h and the wind speed is less than20m/s. The effects of running tire cornering characteristics on the dynamic responses of the beam and vehicle are greater than those of the steering tire and stabilizing tire. The nonlinear characteristics should be considered when the tire has a greater deformation.
(1)在详细分析橡胶充气轮胎的结构、振动特性和侧偏特性等力学特性的基础上结合跨座式单轨交通系统的特点,建立了走行轮、导向轮和稳定轮的力学模型。该模型考虑了轮胎径向振动的非线性特性；考虑了轨道梁振动因素对轮胎侧偏特性和纵向滑转的影响；考虑了轮胎脱离轨道面时对车辆-轨道梁系统动力响应的影响。
(2)建立了15个自由度的跨座式单轨车辆的动力学模型,并应用D'Alembert原理推导了相应的振动微分方程；将轨道梁简化为欧拉梁,建立了轨道梁的振动微分方程；结合轮轨接触关系,采用模态综合法,建立了车辆-轨道梁系统的耦合运动控制方程。基于本文的分析理论,采用Visual Fortan6.5编制了车辆-轨道梁系统动力相互作用分析的大型计算程序,并给出了程序的具体流程。
(3)以重庆市跨座式单轨交通系统牛角沱至李子坝区段的一预应力混凝土简支梁(Z206-25梁)为研究对象,模拟了跨座式单轨列车从驶入到驶出轨道梁的全过程,计算了不同车速下轨道梁和车辆的各项动力响应,并将计算结果与实测结果做了比较,以验证本文建立的分析模型及计算程序的可靠性。同时,还对施加在导向轮和稳定轮的预压力的合理取值范围进行了研究探讨。
(4)将本文建立的车辆-轨道梁动力相互作用计算模型与已有的常用计算模型进行了比较。计算了不同车速下各模型的轨道梁和车辆的各项动力响应,并将其结果作对比,以了解各种模型的适用情况。同时,对各轮胎的侧偏特性对车辆-轨道梁系统动力响应的影响进行了研究探讨。
(5)在车辆-轨道梁动力相互作用计算模型的基础上加入横风荷载,建立了车辆-轨道梁-风系统动力学计算模型,计算分析了车辆和轨道梁在不同风速和不同车速影响下的横向动力响应,并研究了横风荷载对车辆和轨道梁动力响应的贡献。
研究表明：本文建立的计算模型基本能描述实际的车辆-轨道梁相互作用的关系,可以应用到类似的轨道梁的设计和计算中；风速小于15m/s时,对导向轮和稳定轮施加10kN的预压力可以使各轮胎始终贴靠轨道滚动；车辆和轨道梁的响应总体上随车速和风速的提高而增大,车速小于80km/h,风速小于20m/s时,列车能够安全、舒适地通过轨道梁；走行轮的侧偏特性对车辆和轨道梁的响应影响较导向轮和稳定轮大；研究轮胎有较大变形量的工况时,应该考虑轮胎的非线性特性。
An analytical model of dynamic responses for the coupled system of straddle type monorail beam and vehicle was established in this dissertation. The nonlinear contact relations between tires and track, the cornering characteristics of all the tires, and the case of tire-track separation were taken account in this model. Based on this model, cross-wind load was added and the dynamic model of vehicle-beam-wind system was established. This dissertation is mainly concerned with the following studies:
(1) The structure, vibration characteristics and cornering characteristics of the tire were analyzed, based on which, the mechanics model for the running tire, steering tire and stabilizing tire was established. In the model, the nonlinear vibration characteristics of the tires were analyzed, the effects of track beam vibration on the cornering characteristics and longitudinal slide turning of all the tires were taken account, and the effects of tire-track separation factor on the dynamic responses of vehicle-beam system were also taken account.
(2) The dynamic model of monorail vehicle with15-degrees-of-freedom was established and its vibration differential equations were derived by using D'Alembert principle. Track beam was idealized as Euler beam and its vibration differential equation was derived. Based on the vehicle/beam interaction relationship, the governing equations of motion for the coupled system of straddle type monorail beam and vehicle were derived by applying a modal superposition technique to the beam only. According to the theory presented in this dissertation, a computational program for analyzing the dynamic responses of beam and vehicle was developed by Visual Fortran6.5and listed a detailed process.
(3) The simply-supported monorail PC beam (Z206-25beam) in the section of the straddle type monorail transit from Niujiaotuo to Liziba in Chongqing City was selected as the research model. Then, the whole histories of the straddle type monorail train passing through the beam were calculated. The dynamic responses of the beam and vehicle under different train speed were obtained. The calculated results of dynamic responses were compared with the test data, and the correctness of the model established in this dissertation and the computing program were partially validated. The reasonable pre-pressure value range of steering tire and stabilizing tire was also studied.
(4) The comparison was made between the model presented in this dissertation and the other model used frequently. The dynamic responses of the beam and vehicle under different train speed of these models were calculated, the results of which were compared, and the applicability of these models was studied. The effects of cornering characteristics of the tires on the dynamic responses of vehicle-beam system were also studied.
(5) Based on the model, cross-wind load was added and the dynamic model of vehicle-beam-wind system was established. The lateral dynamic responses of this system were studied at different driving speeds and different wind speeds, and the cross-wind load contributions to the dynamic responses of the beam and vehicle was studied.
Major conclusions can be drawn as follows:The model established in this dissertation can generally reflect the real interaction relationship between vehicle and track beam, and can be applied to the design and calculation of the similar track beam. Above10kN pre-pressure, steering tires and stabilizing tires can roll cling to the track when the wind speed less than15m/s. Generally, the response amplitudes of the beam and vehicle increase as the train speed and wind speed increase. The train can safely and comfortably go through the beam when the train speed is less than80km/h and the wind speed is less than20m/s. The effects of running tire cornering characteristics on the dynamic responses of the beam and vehicle are greater than those of the steering tire and stabilizing tire. The nonlinear characteristics should be considered when the tire has a greater deformation.
引文
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