列车-隧道动力耦合系统数值模拟方法及应用
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摘要
随着我国经济的飞速发展和城市化进程的加快,地铁、轻轨、有轨电车以及磁浮列车等有轨交通系统也进入大发展时期,而地面空间日益拥挤,使得隧道成为交通系统建设中的重要项目,这为研究列车-隧道动力耦合系统提供了重要的现实需求。数值模拟技术可以使许多过去受客观条件限制无法有效地进行科学试验和理论分析的复杂问题,通过计算机数值模拟得到满意的解答,节省大量的时间。本文将列车-隧道动力耦合系统考虑为统一的整体,结合高性能计算平台,研究了列车-隧道动力耦合系统的数值模拟方法,并在具体工程实例的研究中得到了验证和应用,主要研究内容包括:
研究了列车-隧道动力耦合系统的数值建模方法:采用等效模拟试验方法,建立盾构隧道正交各向异性等效模型,在满足实际工程计算要求的情况下,考虑了隧道横向和纵向不同的力学特性。采用有限元方法构建列车多刚体模型,将刚体列车和变形体结构模型通过有限元方法统一起来,避免了多刚体方法与有限元方法的交互困难。系统中磁浮列车与轨道梁,轮轨列车与轨道,双层衬砌隧道,隧道与土体中的耦合作用采用不同的动力耦合模型。结合弹塑性分层土体模型,利用PML人工边界模拟地下结构动力学分析时的半无限地基边界。
研究了列车-隧道动力耦合系统的高性能计算方法:列车-隧道大型动力非线性耦合系统计算规模巨大,综合考虑系统初始静应力场和后续动力学计算,采用变时间步长的显式积分算法求解,避免了算法切换造成的模型转换困难,在计算收敛性和环境适应性上具有优势。结合上海超算中心曙光5000A高性能计算平台,基于递归二分法,设计实现了列车-隧道动态均衡的分区方法,以磁浮列车-隧道和轨道列车-隧道两个动力耦合系统作为工程应用实例,证实了该分区方法具有更好的并行计算效率。
开展了磁浮列车-隧道动力耦合系统数值模拟应用研究。以磁浮上海机场联络线越江隧道为工程应用对象,按照施工图纸和地质勘探资料,建立了磁浮列车-轨道梁-隧道-土体系统的三维精细有限元模型,全面考虑了盾构隧道正交各向异性特征、双层衬砌动态耦合作用等因素的影响。越江隧道还未建成,不能通过与试验结果进行比较来验证数值计算模型,但上海已有高架磁浮线路,所以采用相同的建模与计算方法,建立磁浮列车与高架线路的动力耦合系统,数值计算结果与试验实测结果的加速度振级随场地距离的衰减关系比较接近,证实了模型和方法的可行性。隧道中“π”型轨道梁跨中挠度的动力放大系数与德国设计规范的误差也较小。首先计算结构系统的初始静应力场,以此为基础,计算了单车运行和双车交会时耦合系统的动力响应。计算结果表明:磁浮列车动载荷对外层和内层衬砌影响较小,但对轨道梁结构影响显著;双车交会与单车运行相比,轨道梁跨中挠度、结构应力和内外层衬砌耦合应力均有明显增加,但两种工况下轨道梁跨中挠度均小于设计安全值;内外层衬砌间耦合应力绝对数值较小,但磁浮列车动载荷引起的耦合应力增量与初始静载荷引起的应力值相比不容忽视,耦合应力最大值出现在承轨台的四个支柱处,需要在此位置的内外层衬砌间加入螺栓连接,以增强连接强度。
开展了轨道列车-隧道动力耦合系统数值模拟应用。以上海崇明长江公铁两用双线隧道为工程应用对象,按照施工图纸和地质勘探资料,建立了轨道列车-轨道-道床-隧道-联络通道-土体系统的三维精细有限元模型,全面考虑了盾构隧道正交各向异性特征、联络通道处变形缝结构等因素的影响。数值模拟了初始工况、列车运行时轨道列车-隧道动力耦合系统的响应。计算结果表明:公路汽车载荷和轨道列车载荷对衬砌变形和应力的影响相对较小;在联络通道和主隧道连接位置,应力集中值约为普通隧道断面处的三倍,需要进行加固以避免疲劳损伤;联络通道处变形缝的变形缝相对位移较小,不会影响结构和变形缝安全。
With the rapid growth of China economics and the acceleration of urbanization, the rail transportation system construction comes into a great growth period, in which the tunnel becomes the important construction projects because of the increasingly crowded ground surface space. Therefore, it is necessary to study the dynamic coupling system of train and tunnel. The numerical simulation techniques can simulate the complex problems to get a satisfactory answer that are used to can't be effectively carried out by scientific experiments or theoretical analysis. Much time could be saved. The vehicle-tunnel dynamic coupling system is considered as a whole system. Based on high performance computer, the numerical simulation method of the vehicle-tunnel dynamic coupling system is studied and applied to projects. The main contents include:
Numerical modeling method of the vehicle-tunnel dynamic coupling system is studied. The orthotropic equivalent model of shield tunnel is established by numerical simulation experiments, which takes the different horizontal and vertical mechanical properties of shield into account. The finite element method is used to define the multi-body vehicle model, which makes the connection of vehicle and structure model easily. Different non-linear dynamic coupling methods are adopt to simulation the different dynamic interaction between maglev train and guideway, wheel-rail train and track, inner and outer lining, tunnel and soil in the model. The semi-infinite foundation in the dynamic analysis of underground structures is simulated by PML artificial boundary.
High performance computing method of train-tunnel coupling system is studied. Huge computing resources are required for the large-scale nonlinear vehicle-tunnel system model. The initial static stress field computation and subsequent dynamics calculation are considered as a whole process, the explicit integration algorithm is used to solve this problem, which has advantages in convergence and environment adaptability. The difficulty of model transformation between implicit and explicit algorithm can also be avoided. On Dawning 5000A of the Shanghai Supercomputer Center, a vehicle-tunnel dynamic balanced algorithm for domain decomposition is designed and implemented. Two engineering application example of rail train-tunnel and maglev train-tunnel confirmed that the partition method has a better parallel efficiency.
Numerical simulation for maglev train-tunnel dynamic coupling system is carried out in the application of the cross-river tunnel in Shanghai Airport maglev connection line. A 3D refined finite element of the maglev train-guideway-tunnel-soil system is established. Using the same modeling and computation method, the Shanghai elevated maglev line is established, and the numerical results and experimental results of the acceleration vibration level with distance shows the reasonable agreement, which confirmed the feasibility of the model and method. The initial static stress field, the cases of one maglev train travelling and two maglev train meeting are computed using this model. The results show that: the maglev dynamic load has little effect on the inner and outer lining, but has significant effect on guideway; the deflections of guideway mid-span in the two maglev travelling cases are less than the design safety; the maximum coupling stress between inner and outer lining lies in the four pillars locations of the guideway support platform; the dynamic coupling stress has the same level compared to the initial static stress, and therefore, bolts should be added in these locations to enhance the connection strength between inner and outer lining.
Numerical simulation for rail train-tunnel dynamic coupling system is carried out in the application of the Shanghai Chongming cross Yangtze tunnel. A 3D refined finite element of the rail train-track-bed-tunnel-soil system is established. The initial static stress field and the train travelling through the tunnel are computed. The results show that: the road and train load have relatively small influence to the lining deformation and stress compared to the soil and self-gravity static load; the stress at the connectional location between tunnel and connectional passage is about three times that of the ordinary tunnel cross-section, which should be reinforced to avoid fatigue damage; the deformation joints of the connectional passages has small relative displacements, which will not affect the structure security.
研究了列车-隧道动力耦合系统的数值建模方法:采用等效模拟试验方法,建立盾构隧道正交各向异性等效模型,在满足实际工程计算要求的情况下,考虑了隧道横向和纵向不同的力学特性。采用有限元方法构建列车多刚体模型,将刚体列车和变形体结构模型通过有限元方法统一起来,避免了多刚体方法与有限元方法的交互困难。系统中磁浮列车与轨道梁,轮轨列车与轨道,双层衬砌隧道,隧道与土体中的耦合作用采用不同的动力耦合模型。结合弹塑性分层土体模型,利用PML人工边界模拟地下结构动力学分析时的半无限地基边界。
研究了列车-隧道动力耦合系统的高性能计算方法:列车-隧道大型动力非线性耦合系统计算规模巨大,综合考虑系统初始静应力场和后续动力学计算,采用变时间步长的显式积分算法求解,避免了算法切换造成的模型转换困难,在计算收敛性和环境适应性上具有优势。结合上海超算中心曙光5000A高性能计算平台,基于递归二分法,设计实现了列车-隧道动态均衡的分区方法,以磁浮列车-隧道和轨道列车-隧道两个动力耦合系统作为工程应用实例,证实了该分区方法具有更好的并行计算效率。
开展了磁浮列车-隧道动力耦合系统数值模拟应用研究。以磁浮上海机场联络线越江隧道为工程应用对象,按照施工图纸和地质勘探资料,建立了磁浮列车-轨道梁-隧道-土体系统的三维精细有限元模型,全面考虑了盾构隧道正交各向异性特征、双层衬砌动态耦合作用等因素的影响。越江隧道还未建成,不能通过与试验结果进行比较来验证数值计算模型,但上海已有高架磁浮线路,所以采用相同的建模与计算方法,建立磁浮列车与高架线路的动力耦合系统,数值计算结果与试验实测结果的加速度振级随场地距离的衰减关系比较接近,证实了模型和方法的可行性。隧道中“π”型轨道梁跨中挠度的动力放大系数与德国设计规范的误差也较小。首先计算结构系统的初始静应力场,以此为基础,计算了单车运行和双车交会时耦合系统的动力响应。计算结果表明:磁浮列车动载荷对外层和内层衬砌影响较小,但对轨道梁结构影响显著;双车交会与单车运行相比,轨道梁跨中挠度、结构应力和内外层衬砌耦合应力均有明显增加,但两种工况下轨道梁跨中挠度均小于设计安全值;内外层衬砌间耦合应力绝对数值较小,但磁浮列车动载荷引起的耦合应力增量与初始静载荷引起的应力值相比不容忽视,耦合应力最大值出现在承轨台的四个支柱处,需要在此位置的内外层衬砌间加入螺栓连接,以增强连接强度。
开展了轨道列车-隧道动力耦合系统数值模拟应用。以上海崇明长江公铁两用双线隧道为工程应用对象,按照施工图纸和地质勘探资料,建立了轨道列车-轨道-道床-隧道-联络通道-土体系统的三维精细有限元模型,全面考虑了盾构隧道正交各向异性特征、联络通道处变形缝结构等因素的影响。数值模拟了初始工况、列车运行时轨道列车-隧道动力耦合系统的响应。计算结果表明:公路汽车载荷和轨道列车载荷对衬砌变形和应力的影响相对较小;在联络通道和主隧道连接位置,应力集中值约为普通隧道断面处的三倍,需要进行加固以避免疲劳损伤;联络通道处变形缝的变形缝相对位移较小,不会影响结构和变形缝安全。
With the rapid growth of China economics and the acceleration of urbanization, the rail transportation system construction comes into a great growth period, in which the tunnel becomes the important construction projects because of the increasingly crowded ground surface space. Therefore, it is necessary to study the dynamic coupling system of train and tunnel. The numerical simulation techniques can simulate the complex problems to get a satisfactory answer that are used to can't be effectively carried out by scientific experiments or theoretical analysis. Much time could be saved. The vehicle-tunnel dynamic coupling system is considered as a whole system. Based on high performance computer, the numerical simulation method of the vehicle-tunnel dynamic coupling system is studied and applied to projects. The main contents include:
Numerical modeling method of the vehicle-tunnel dynamic coupling system is studied. The orthotropic equivalent model of shield tunnel is established by numerical simulation experiments, which takes the different horizontal and vertical mechanical properties of shield into account. The finite element method is used to define the multi-body vehicle model, which makes the connection of vehicle and structure model easily. Different non-linear dynamic coupling methods are adopt to simulation the different dynamic interaction between maglev train and guideway, wheel-rail train and track, inner and outer lining, tunnel and soil in the model. The semi-infinite foundation in the dynamic analysis of underground structures is simulated by PML artificial boundary.
High performance computing method of train-tunnel coupling system is studied. Huge computing resources are required for the large-scale nonlinear vehicle-tunnel system model. The initial static stress field computation and subsequent dynamics calculation are considered as a whole process, the explicit integration algorithm is used to solve this problem, which has advantages in convergence and environment adaptability. The difficulty of model transformation between implicit and explicit algorithm can also be avoided. On Dawning 5000A of the Shanghai Supercomputer Center, a vehicle-tunnel dynamic balanced algorithm for domain decomposition is designed and implemented. Two engineering application example of rail train-tunnel and maglev train-tunnel confirmed that the partition method has a better parallel efficiency.
Numerical simulation for maglev train-tunnel dynamic coupling system is carried out in the application of the cross-river tunnel in Shanghai Airport maglev connection line. A 3D refined finite element of the maglev train-guideway-tunnel-soil system is established. Using the same modeling and computation method, the Shanghai elevated maglev line is established, and the numerical results and experimental results of the acceleration vibration level with distance shows the reasonable agreement, which confirmed the feasibility of the model and method. The initial static stress field, the cases of one maglev train travelling and two maglev train meeting are computed using this model. The results show that: the maglev dynamic load has little effect on the inner and outer lining, but has significant effect on guideway; the deflections of guideway mid-span in the two maglev travelling cases are less than the design safety; the maximum coupling stress between inner and outer lining lies in the four pillars locations of the guideway support platform; the dynamic coupling stress has the same level compared to the initial static stress, and therefore, bolts should be added in these locations to enhance the connection strength between inner and outer lining.
Numerical simulation for rail train-tunnel dynamic coupling system is carried out in the application of the Shanghai Chongming cross Yangtze tunnel. A 3D refined finite element of the rail train-track-bed-tunnel-soil system is established. The initial static stress field and the train travelling through the tunnel are computed. The results show that: the road and train load have relatively small influence to the lining deformation and stress compared to the soil and self-gravity static load; the stress at the connectional location between tunnel and connectional passage is about three times that of the ordinary tunnel cross-section, which should be reinforced to avoid fatigue damage; the deformation joints of the connectional passages has small relative displacements, which will not affect the structure security.
引文
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