长大特货车的动态稳定性与动载荷分析
摘要
D35钳夹车是长大特货车的主力车型之一,整车由如下部件组成:8个三轴H构架式转向架(简称3轴H转向架)、4个小底架、2个大底架和车体,车体利用摩擦作用实现两种联挂形式:空载短联挂和重载长联挂。该特种车辆可以采用两种导向方式:内导向和外导向。为了降低在顺坡段通过时车体侧扭变形,采用了液压旁承技术,即同侧旁承油缸连通。D35复杂动力学系统具有如下三个主要难点:重载长联挂的曲线通过横向稳定性;长大车体的内力约束复杂性;空载短联挂的回放横向稳定性。
本文在T450落下孔车刚柔耦合系统仿真分析工作基础上,进一步完善了大型刚柔耦合系统建模及其柔性体接口处理技术对策,并利用如下模板建立的子系统组装整车模型:3轴H转向架、小底架、大底架和(长联挂和短联挂)车体。根据静液压原理,将液压旁承简化为旁承油缸活塞位移的代数和为零。为了分析在干摩擦作用下3轴H转向架的动态性能,提出了采用连续摩擦计算模型来描述诸如承载鞍和旁承等摩擦力。在直顶式斜楔受力分析基础上,建立了1轴、3轴轴箱变摩擦悬挂。由于具有过约束和摩擦约束的钳夹梁静态变形复杂,根据受力分析将复杂约束划分为主要约束(如定位约束)和辅助约束(如局部增强约束)。以最少的约束模态实现主要约束,利用弹性内力约束逼近辅助约束。
D35大型刚柔耦合系统仿真试验对比表明:仿真结果不仅其动态行为规律是与试验基本吻合的,而且也给出了某些试验现象的合理解释。如在完全相同的车况条件下,导向销横向力所引起的动应力系数实测结果为1.366;而动态仿真所给出的动荷系数是1.343。对于空载短联挂,最高直线试验速度为110km/h,而保守的回放仿真验证临界速度为100km/h,其“摆尾”现象是由四位小底架上刚性辊子旁承摩擦激振引起的。对于重载长联挂小半径曲线通过的安全性,按照内导向和外导向方式,给出了与试验规律相吻合的减载率变化曲线对比,并提出了如下建议:为了降低轴重减载率,在小半径曲线内导向通过时有必要超高(20-30mm),而在最小半径曲线外导向通过时则应尽量减小超高。
本文在D35钳夹车的系统内力、轮轨安全性和车辆限界等分析中采用了如下新的建模仿真技术:(1)柔性体接口处理技术;(2)参数化、模块化的模板建模技术;(3)刚性等值预载法。
The D35 Schnabel Wagon is one of the main types of the long-huge special freight wagons. The full vehicle is composed of 8 H-type bogies of three-axle, 4 infra-frames, 2 super-frames and carbody, which has the two friction-constrained trailering-forms, that is, tare short-trailer and laden long-trailer. The two guiding manners (i.e., inner-guiding and out-guiding) are adopted when the curve negotiation. In order to reduce the side-torsion deformation of carbody when running on transition sections between straight and round lines, the technology of hydraulic side-bearing (SB) is applied, in which the SB cylinders on the same side are connected. There are three following difficulties in the complex dynamic system of D35 Schnabel Wagon: the lateral stability of laden long-trailer, the complexity of internal-force constraints and the lateral stability of tare short-trailer (i.e., how much speed does the train can be driven when trailering with the returned D35 Schnabel Wagon).
Based on the analysis experience in rigid-flex-coupling system’s simulation of T450 Well-hole Wagon, the modeling methodology of the rigid-flex-coupling system and the interface-transaction technical strategy of flexible-body were further improved. And the whole vehicle’s models were established by the subsystems, which were modelled according to the following templates: H-type bogie of three-axle, infra-frame, super-frame and carbody. According to the static hydraulic theory, the hydraulic SB was simplified as the general algebraic constraints that the sum of the SB pistons’displacements is zero. In order to analyze the dynamic performance of H-type bogies of three-axle under friction interaction, the computing model of continuous friction was presented to describe the friction interaction on the adopters , SB, etc.. The axle-box variant-friction suspensions of the 1st and 3rd axle were built based on interaction analysis of wedge. Since the Schnabel girders with over constraints and friction constraints, their static deformations are going to be complicated. The complex constraints were therefore divided into main constraints and assistant constraints based on interaction analysis of the flexible Schnabel girders. The main constraints were implemented by the least constrained modals, and the assistant constraints were approached using the elastic internal force constraints.
The test contrasts of the rigid-flex-coupling system simulation of D35 Schnabel Wagon shows that the simulation result is validated by dynamic test, and the reasonable explanations are presented on some phenomenon. For the dynamical effects caused by the lateral force of guiding pin under the same curve-negotiation conditions, the dynamical stress factor is 1.366, measured in dynamic stress test; while the dynamical lade factor is 1.343, calculated in dynamical simulation. The maximum test speed is 110km/h for tare short-trailer returning on straight lines; while the conservative critical speed is 100km/h determined in the returning velocity analysis, in which the swing-tail phenomenon is caused by the self-excited vibration of the 4th infra-frame due to roller-type SB friction interaction. For the security of laden long-trailer when small-radius curve-negotiation, the curve-contrast of wheel unloading is presented according to inner-guiding and out-guiding manners, this is accorded with the measured dynamical regularities. And the following advice is given: the necessary superelevation should be needed when the inner-guiding negotiation on small-radius curves, but the superelevation should be decreased as possible when the out-guiding negotiation on minimum-radius curve.
Some novel modeling technologies and methodologies are applied in analyses of the system internal force, the wheel/rail security and the gauge of D35 Schnabel Wagon: (1) the interface-transaction technical strategy of flexible-body; (2) the parameterized and modularized template modeling technology; (3) the rigid-equivalent preloading methodology.
本文在T450落下孔车刚柔耦合系统仿真分析工作基础上,进一步完善了大型刚柔耦合系统建模及其柔性体接口处理技术对策,并利用如下模板建立的子系统组装整车模型:3轴H转向架、小底架、大底架和(长联挂和短联挂)车体。根据静液压原理,将液压旁承简化为旁承油缸活塞位移的代数和为零。为了分析在干摩擦作用下3轴H转向架的动态性能,提出了采用连续摩擦计算模型来描述诸如承载鞍和旁承等摩擦力。在直顶式斜楔受力分析基础上,建立了1轴、3轴轴箱变摩擦悬挂。由于具有过约束和摩擦约束的钳夹梁静态变形复杂,根据受力分析将复杂约束划分为主要约束(如定位约束)和辅助约束(如局部增强约束)。以最少的约束模态实现主要约束,利用弹性内力约束逼近辅助约束。
D35大型刚柔耦合系统仿真试验对比表明:仿真结果不仅其动态行为规律是与试验基本吻合的,而且也给出了某些试验现象的合理解释。如在完全相同的车况条件下,导向销横向力所引起的动应力系数实测结果为1.366;而动态仿真所给出的动荷系数是1.343。对于空载短联挂,最高直线试验速度为110km/h,而保守的回放仿真验证临界速度为100km/h,其“摆尾”现象是由四位小底架上刚性辊子旁承摩擦激振引起的。对于重载长联挂小半径曲线通过的安全性,按照内导向和外导向方式,给出了与试验规律相吻合的减载率变化曲线对比,并提出了如下建议:为了降低轴重减载率,在小半径曲线内导向通过时有必要超高(20-30mm),而在最小半径曲线外导向通过时则应尽量减小超高。
本文在D35钳夹车的系统内力、轮轨安全性和车辆限界等分析中采用了如下新的建模仿真技术:(1)柔性体接口处理技术;(2)参数化、模块化的模板建模技术;(3)刚性等值预载法。
The D35 Schnabel Wagon is one of the main types of the long-huge special freight wagons. The full vehicle is composed of 8 H-type bogies of three-axle, 4 infra-frames, 2 super-frames and carbody, which has the two friction-constrained trailering-forms, that is, tare short-trailer and laden long-trailer. The two guiding manners (i.e., inner-guiding and out-guiding) are adopted when the curve negotiation. In order to reduce the side-torsion deformation of carbody when running on transition sections between straight and round lines, the technology of hydraulic side-bearing (SB) is applied, in which the SB cylinders on the same side are connected. There are three following difficulties in the complex dynamic system of D35 Schnabel Wagon: the lateral stability of laden long-trailer, the complexity of internal-force constraints and the lateral stability of tare short-trailer (i.e., how much speed does the train can be driven when trailering with the returned D35 Schnabel Wagon).
Based on the analysis experience in rigid-flex-coupling system’s simulation of T450 Well-hole Wagon, the modeling methodology of the rigid-flex-coupling system and the interface-transaction technical strategy of flexible-body were further improved. And the whole vehicle’s models were established by the subsystems, which were modelled according to the following templates: H-type bogie of three-axle, infra-frame, super-frame and carbody. According to the static hydraulic theory, the hydraulic SB was simplified as the general algebraic constraints that the sum of the SB pistons’displacements is zero. In order to analyze the dynamic performance of H-type bogies of three-axle under friction interaction, the computing model of continuous friction was presented to describe the friction interaction on the adopters , SB, etc.. The axle-box variant-friction suspensions of the 1st and 3rd axle were built based on interaction analysis of wedge. Since the Schnabel girders with over constraints and friction constraints, their static deformations are going to be complicated. The complex constraints were therefore divided into main constraints and assistant constraints based on interaction analysis of the flexible Schnabel girders. The main constraints were implemented by the least constrained modals, and the assistant constraints were approached using the elastic internal force constraints.
The test contrasts of the rigid-flex-coupling system simulation of D35 Schnabel Wagon shows that the simulation result is validated by dynamic test, and the reasonable explanations are presented on some phenomenon. For the dynamical effects caused by the lateral force of guiding pin under the same curve-negotiation conditions, the dynamical stress factor is 1.366, measured in dynamic stress test; while the dynamical lade factor is 1.343, calculated in dynamical simulation. The maximum test speed is 110km/h for tare short-trailer returning on straight lines; while the conservative critical speed is 100km/h determined in the returning velocity analysis, in which the swing-tail phenomenon is caused by the self-excited vibration of the 4th infra-frame due to roller-type SB friction interaction. For the security of laden long-trailer when small-radius curve-negotiation, the curve-contrast of wheel unloading is presented according to inner-guiding and out-guiding manners, this is accorded with the measured dynamical regularities. And the following advice is given: the necessary superelevation should be needed when the inner-guiding negotiation on small-radius curves, but the superelevation should be decreased as possible when the out-guiding negotiation on minimum-radius curve.
Some novel modeling technologies and methodologies are applied in analyses of the system internal force, the wheel/rail security and the gauge of D35 Schnabel Wagon: (1) the interface-transaction technical strategy of flexible-body; (2) the parameterized and modularized template modeling technology; (3) the rigid-equivalent preloading methodology.
引文
[1]田葆栓.德国铁路钳夹车技术特性.国外铁道车辆,1999,5:7-11
[2] Ira Ku lber sh等(美).美国长大货物车组成与发展.国外铁道车辆,1999,6:10-12
[3]田葆栓.我国长大货物车的最新进展与关键技术问题.铁道车辆,2005,1(43-1):15-18
[4]陈泽深,王成国.铁道车辆动力学与控制.北京:中国铁道出版社,2004:276
[5]陈立平,张云清,任卫群,覃刚等.机械系统动力学分析及ADAMS应用教程.北京:清华大学出版社,2005:12-32
[6]陈贵霖.铁路车辆动力学基础.北京:人民铁道出版社,1978
[7]翟婉明.国际铁道车辆系统动力学研究新进展.铁道车辆,2004,1(42-1):1-5
[8]王文峰.提高货车动力学试验性能的建议.铁道车辆,2006,2(44-2):37-38
[9]陆佑方.柔性多体系统动力学.北京:高等教育出版社,1996
[10]盛宏玉.结构动力学.合肥:合肥工业大学出版社,2005:161-181
[11]Craig R R. Structural Dynamics. An Introduction to Computer Methods. John Wiley & Sons, Inc. 1981
[12]张亚辉,林家浩.结构动力学基础.大连:大连理工大学出版社,2007
[13]Flex/ADAMS, Flex Theory, MSC.ADAMS HELP. http://www.mscsoftware.com, 2005, 10
[14]Vijay K. Gary, Rao V. Dukkipati著,沈利人译.铁道车辆系统动力学.成都:西南交通大学出版社,1998
[15]张卫华,沈志云.车辆系统非线性运动稳定性研究.铁道学报,1996,3(18-3):29-34
[16]夏禾,张楠.车辆与结构动力相互作用.北京:科学出版社,2005
[17] Robert F. Harder. Dynamic Modelling and Simulation of Three-piece North American Freight Vehicle Suspension with Non-linear Frictional Behaviour Using ADAMS/Rail. 5th ADAMS/RAIL User’s Conference, Haarlem, The Netherlands,2000,5:10-12
[18] Bosso N,Gugliotta A,Somae A. Simulation of A Freight Bogie with Friction Dampers. 5th ADAMS/RAIL User’s Conference,Haarlem,The Netherlands,2000,5:10-12
[19]程海涛,王成国,钱立新.考虑车体柔性的货车动力学仿真.铁道学报,2004,22(6):40-45
[20]L.米罗维奇著,上海交通大学理论力学教研室译.振动分析基础.上海:上海交通大学出版社,1983
[21]朴明伟,兆文忠. D35钳夹车动力学性能与系统内力分析.结题报告,大连交通大学课题组,2007,5
[22]戴焕云,曾京,邬平波. 350t钳夹车动力学性能分析计算报告.计算报告,西南交通大学牵引动力国家重点实验室,2006,7
[23]王勇,吕可维,郭小峰,陈宝顺.构架式转向架货车参数及动力学性能研究.西南交通大学学报,2003,4(38-2)127-131
[24]Rail/ADAMS,Contact Through the Wheel-Rail Element,MSC.ADAMS HELP. http://www.mscsoftware.com, 2005,10
[25]王勇,曾京,吕可维.三大件转向架货车动力学建模与仿真.交通运输工程学报,2003,12(3-4)30-33
[26]陈果,翟婉明,左洪福.仿真计算比较我国干线谱与国外典型轨道谱.铁道学报,2001,6(23-3):82-87
[27]刘寅华,李,黄运华.轨道不平顺数值模拟方法.交通运输工程学报,2006,3(6-1)29-33
[28]邵承宁.铁路车辆强度计算基础.北京:人民铁道出版社,1979
[29]国际铁路协会著,长春科文翻译有限公司译.巴黎,2003
[30]王新锐,陈政南等.载重350t新型钳夹车静、动强度试验研究报告.结题报告(JL-36),铁道科学研究院,2007,5
[2] Ira Ku lber sh等(美).美国长大货物车组成与发展.国外铁道车辆,1999,6:10-12
[3]田葆栓.我国长大货物车的最新进展与关键技术问题.铁道车辆,2005,1(43-1):15-18
[4]陈泽深,王成国.铁道车辆动力学与控制.北京:中国铁道出版社,2004:276
[5]陈立平,张云清,任卫群,覃刚等.机械系统动力学分析及ADAMS应用教程.北京:清华大学出版社,2005:12-32
[6]陈贵霖.铁路车辆动力学基础.北京:人民铁道出版社,1978
[7]翟婉明.国际铁道车辆系统动力学研究新进展.铁道车辆,2004,1(42-1):1-5
[8]王文峰.提高货车动力学试验性能的建议.铁道车辆,2006,2(44-2):37-38
[9]陆佑方.柔性多体系统动力学.北京:高等教育出版社,1996
[10]盛宏玉.结构动力学.合肥:合肥工业大学出版社,2005:161-181
[11]Craig R R. Structural Dynamics. An Introduction to Computer Methods. John Wiley & Sons, Inc. 1981
[12]张亚辉,林家浩.结构动力学基础.大连:大连理工大学出版社,2007
[13]Flex/ADAMS, Flex Theory, MSC.ADAMS HELP. http://www.mscsoftware.com, 2005, 10
[14]Vijay K. Gary, Rao V. Dukkipati著,沈利人译.铁道车辆系统动力学.成都:西南交通大学出版社,1998
[15]张卫华,沈志云.车辆系统非线性运动稳定性研究.铁道学报,1996,3(18-3):29-34
[16]夏禾,张楠.车辆与结构动力相互作用.北京:科学出版社,2005
[17] Robert F. Harder. Dynamic Modelling and Simulation of Three-piece North American Freight Vehicle Suspension with Non-linear Frictional Behaviour Using ADAMS/Rail. 5th ADAMS/RAIL User’s Conference, Haarlem, The Netherlands,2000,5:10-12
[18] Bosso N,Gugliotta A,Somae A. Simulation of A Freight Bogie with Friction Dampers. 5th ADAMS/RAIL User’s Conference,Haarlem,The Netherlands,2000,5:10-12
[19]程海涛,王成国,钱立新.考虑车体柔性的货车动力学仿真.铁道学报,2004,22(6):40-45
[20]L.米罗维奇著,上海交通大学理论力学教研室译.振动分析基础.上海:上海交通大学出版社,1983
[21]朴明伟,兆文忠. D35钳夹车动力学性能与系统内力分析.结题报告,大连交通大学课题组,2007,5
[22]戴焕云,曾京,邬平波. 350t钳夹车动力学性能分析计算报告.计算报告,西南交通大学牵引动力国家重点实验室,2006,7
[23]王勇,吕可维,郭小峰,陈宝顺.构架式转向架货车参数及动力学性能研究.西南交通大学学报,2003,4(38-2)127-131
[24]Rail/ADAMS,Contact Through the Wheel-Rail Element,MSC.ADAMS HELP. http://www.mscsoftware.com, 2005,10
[25]王勇,曾京,吕可维.三大件转向架货车动力学建模与仿真.交通运输工程学报,2003,12(3-4)30-33
[26]陈果,翟婉明,左洪福.仿真计算比较我国干线谱与国外典型轨道谱.铁道学报,2001,6(23-3):82-87
[27]刘寅华,李,黄运华.轨道不平顺数值模拟方法.交通运输工程学报,2006,3(6-1)29-33
[28]邵承宁.铁路车辆强度计算基础.北京:人民铁道出版社,1979
[29]国际铁路协会著,长春科文翻译有限公司译.巴黎,2003
[30]王新锐,陈政南等.载重350t新型钳夹车静、动强度试验研究报告.结题报告(JL-36),铁道科学研究院,2007,5