CN107330154B - Finite element simulation test system and method for bamboo-wound vehicle body - Google Patents
Finite element simulation test system and method for bamboo-wound vehicle body Download PDFInfo
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Abstract
The invention discloses a finite element simulation test system and a finite element simulation test method of a bamboo-wound vehicle body, wherein the simulation test system comprises a vehicle body structure finite element model module, a vehicle body structure condition setting module and a simulation test module; the finite element model module of the vehicle body structure is used for establishing a finite element model of a vehicle frame and a vehicle shell; setting a fixed link mode between the bottom surface of the vehicle shell and the bottom surface of the vehicle frame, and setting the number of units, the number of nodes and the types of the units of the vehicle frame and the parts of the finite element model of the vehicle shell; arranging a frame, an end plate and a shell material; the car body structure condition setting module is used for setting boundary constraint conditions and load settings of the bamboo-wound car body; the simulation test module executes the simulation test according to two stages. According to the finite element simulation test system and method, a large amount of real and effective test data are accumulated, and favorable data support is provided for the reliable design, production and use of novel vehicles.
Description
Technical Field
The invention belongs to the field of bamboo-wound high-speed motor trains, particularly relates to simulation analysis of design of a novel train body structure, and particularly relates to a finite element simulation test system and method of a bamboo-wound train body.
Background
The bamboo winding composite product, such as a bamboo winding composite pipe, is a product which is formed by processing a bamboo material serving as a reinforcing material and thermosetting resin serving as an adhesive in a winding process mode, generally comprises an inner liner layer, a reinforcing layer and an outer protective layer, wherein the inner liner layer is formed by winding a fabric soaked with resin on a mold, the reinforcing layer is formed by curing and compounding a plurality of layers of resin-soaked bamboo skin rolls/curtains on the inner liner layer, and the outer protective layer is a layer of waterproof and anticorrosive coating coated on the reinforcing layer and is mainly used for ageing resistance, corrosion resistance and sun exposure resistance.
The rail vehicle comprises a high-speed rail, a motor train, a subway, a light rail, a maglev train and the like, wherein a vehicle body of the rail vehicle mainly comprises a head vehicle body at the head part and a plurality of middle vehicle bodies connected at the back part, the head vehicle body and the middle vehicle bodies are respectively surrounded by a roof, side walls, end walls and a bottom frame, and the head part of the head vehicle body is also provided with a cab structure and a head cover covering the cab structure.
The underframe is generally composed of a bottom plate and load-bearing beams such as side beams, cross beams, bumper beams, sleeper beams and the like connected below the bottom plate. In order to meet the aerodynamic performance, the locomotive is arranged to be in a slender streamline shape, the outer surface of the vehicle body is in smooth transition, and along with the requirement on higher running speed of rail vehicles such as motor cars, high-speed rails and the like, the light weight design of the vehicle body becomes a necessary measure for improving the vehicle speed on the premise of ensuring the reliability. There are two main ways to realize the light weight of the car body: firstly, adopt new material, secondly rationally optimize structural design. The traditional rail vehicle body adopts a weathering resistant steel body and a stainless steel body, the body structure adopts a structure of a single-layer shell internal framework, at present, an aluminum alloy body is adopted to manufacture a hollow section structure, the weight reduction effect is prominent, and the rapid popularization and popularization are achieved. But as a metal structure, the self weight of the vehicle is still large, and the vehicle speed is limited to be further improved; and aluminum is a limited resource, limiting its large-scale application, while in the second reasonable optimized structural design, it is not easy to get a breakthrough design result under the limitation of the limiting thinking in the prior art.
In order to solve the technical problem of light weight of the vehicle body, the invention patent application with the patent application number of 201510942477.6 discloses a rail vehicle body and a preparation method thereof (the patent publication number is CN105383506A, the publication date of the patent is 2016, 03, 09), wherein the following technical characteristics are disclosed: in a specific embodiment, as shown in fig. 1 and 2, the rail vehicle body comprises a roof 11, an end wall 2, a side wall 12 and a bottom frame, wherein the bottom frame comprises a bottom plate 13 and a bearing structure 3, the side wall 12, the roof 11 and the bottom plate 13 enclose a vehicle body 1, the side wall 12 and the roof 11, the side wall 12 and the bottom plate 13 are all in transition through a fillet, the vehicle body 1 is integrally formed by winding bamboo splits and resin, the end wall 2 is fixed at the end part of the vehicle body 1, and the vehicle body 1 is fixed on the bearing structure 3. The vehicle body 1 is mainly subjected to aerodynamic forces, and the self weight of the vehicle body is borne by the bearing structure 3.
The bearing structure 3 is a conventional structure in the prior art, and specifically comprises two longitudinal boundary beams, and a cross beam, a bumper beam and a sleeper beam which are connected with the boundary beams, wherein the bumper beam is connected with a car coupler, the sleeper beam is used for supporting the weight of a car body and is connected with a bogie, the cross beam is used for supporting the weight of the car and hoisting a machine below the car body, and the material of the bearing structure can be a metal structure such as carbon steel, stainless steel, aluminum alloy and the like; the structure and material of the end wall 2 are conventional structures in the prior art, such as metal structures of carbon steel, stainless steel, aluminum alloy and the like. The vehicle body 1 is integrally formed by adopting bamboo skin and resin through a winding process, the excellent mechanical property of bamboo is fully utilized, the winding process capable of fully exerting the tensile strength is adopted, the bamboo skin and the resin are compounded, and the bonding and curing are carried out to form the vehicle body 1 which has the advantages of good overall performance, light weight, high strength, high elastic modulus and environmental protection. The surface of the vehicle body 1 is in fillet transition, so that the aerodynamic requirements are met, and meanwhile, the strength in the bamboo skin winding process is brought into full play. The cross-sectional shape of the vehicle body 1 is conventional in the prior art, such as a drum shape, or other shapes meeting aerodynamic requirements, and four surfaces of the vehicle body are all convex arc surfaces and smoothly transition to each other. Automobile body 1 is fixed on bearing structure 3, and fixed mode can adopt the high gluing agent of adhesion to bond, can adopt modes such as bolt and nut, square flange, locating pin to be connected fixedly with bearing structure 3 at automobile body 1's bottom through-hole, prefers at winding automobile body 1 in-process, twines metal construction on automobile body bottom surface winding, later with this metal construction and bearing structure 3 welded fastening again. The end wall 2 is fixed at the end part of the vehicle body 1, can be fixed on the inner surface and also can be fixed on the outer surface, and the fixing mode can be that the end wall is bonded by an adhesive with high bonding strength, and can also be fixed by connecting pieces such as bolts and nuts, square flanges, positioning pins and welding.
Above-mentioned prior art, because the automobile body adopts the bamboo timber as raw and other materials, the resource is reproducible, can not receive the resource restriction, and the bamboo timber quality is light, and intensity is high, toughness is good, utilize high specific strength, the specific modulus of long thin bamboo strips used for weaving, adopt the winding technology that does not destroy bamboo timber self structure, give full play to its mechanical properties, the bonding solidification effect of supplementary resin, make the automobile body intensity of automobile body that makes high, the quality is light, it is good to twine integrated into one piece messenger automobile body bulk property, rigidity is high, and make do not have unnecessary spare part to connect between the side wall of automobile body, roof, the bottom plate, noise reduction and vibration, and shorten manufacturing cycle, reduce cost. The composite material formed by the bamboo wood and the resin has good high damping characteristic and high sound attenuation, and greatly improves the vibration resistance and the acoustic performance of the train. In addition, the heat conductivity coefficient of the material compounded by bamboo and resin is lower than 0.2 through tests, and the material has a heat preservation function. Therefore, the novel car body with the functions does not need to add other vibration reduction, noise reduction and heat insulation materials in the car body, the cost can be obviously reduced, the production steps are reduced, and the manufacturing period is shortened.
At present, the simulation analysis of the train body structure of the motor train unit in the prior art mainly refers to relevant strength standards, such as Japanese standard JIS E7105:2006, European standard EN 12663: 2010 and provisional regulations on design of strength and experimental identification of railway vehicles with speed class of 200km/h and above, the structural strength and rigidity of the vehicle body are analyzed, however, for the vehicle body appearing in the novel high-speed rail transit, the conventional vehicle body simulation detection analysis mode is not adequate, firstly, the vehicle body is completely replaced by materials, under the condition that the internal bearing framework is metal, the vehicle body and the internal framework have different action analysis modes, and the characteristics of the novel bamboo winding material need to be considered in the condition of simulation test; secondly, the processing method of the novel car body is different from the processing method in the prior art, and the characteristics of the bamboo winding material introduced in the processing, such as the fixing method, are introduced into the analysis test. Therefore, the test analysis method for providing reliable data support for the design and production of the novel bamboo winding vehicle body is a technical problem to be solved urgently.
Disclosure of Invention
Aiming at the defects or improvement requirements in the prior art, the invention provides a finite element simulation test method of a bamboo-wound vehicle body, which simulates the structure of the vehicle body by adopting a finite element simulation method, sets parameters such as critical conditions, nodes and the like, provides a two-stage load analysis mode, can realize corresponding analysis on the novel bamboo-wound vehicle body, provides effective simulation standards for the test of the stability and reliability of the novel bamboo-wound vehicle body, provides an effect of guiding processing for the novel train, and provides reliable design support for popularization of the vehicle body which is lighter in weight and has unlimited resources.
In order to achieve the aim, the invention provides a finite element simulation test system of a bamboo-wound vehicle body, which is characterized by comprising a vehicle body structure finite element model module, a vehicle body structure condition setting module and a simulation test module;
the vehicle body structure finite element model module is used for establishing a vehicle frame finite element model and a vehicle shell finite element model; in the frame finite element model, the part above the floor adopts a two-dimensional plane unit, the part below the floor adopts a three-dimensional entity unit, and the end plate adopts a three-dimensional entity unit; the car shell finite element model considers the gravity of the car shell and adopts a three-dimensional entity unit; the fixing mode is used for setting the fixing mode of the bottom surface of the vehicle shell and the bottom surface of the vehicle frame, the number of units, the number of nodes and the types of the units of the finite element model of the vehicle frame and the finite element model of the vehicle shell; arranging a frame and a shell material;
the car body structure condition setting module is used for setting boundary constraint conditions of the bamboo-wound car body and setting load types;
the simulation test module executes simulation tests according to two stages, wherein the first stage is tests under a single load, and the second stage is tests under a combined load.
Further, in the first stage simulation test, the load types of the simulation test module are gravity, floor load, top longitudinal compression, side longitudinal compression, bottom longitudinal compression and bottom longitudinal tension.
Further, in the first-stage simulation test, the constraint condition of gravity is the bottom of the frame, the constraint mode of the floor load is the bottom of the frame, the constraint mode of the top longitudinal compression is the middle of the frame, the constraint mode of the side longitudinal compression is the middle of the frame, the constraint mode of the bottom longitudinal compression is the middle of the frame, and the constraint mode of the bottom longitudinal tension is the middle of the frame.
Further, in the second stage of testing, the combined load types executed by the simulation testing module are: bottom longitudinal compression plus floor load, bottom longitudinal tension plus floor load, side longitudinal compression plus floor load, top longitudinal compression plus floor load, and torsional stiffness.
Further, in the second stage simulation test, the constraint conditions of the bottom longitudinal compression and the floor load are the bottom and the middle of the frame, the constraint modes of the bottom longitudinal tension and the floor load are the bottom and the middle of the frame, the constraint modes of the side longitudinal compression and the floor load are the bottom and the middle of the frame, the constraint modes of the top longitudinal compression and the floor load are the bottom and the middle of the frame, and the constraint mode of the torsional rigidity is the middle of the frame.
Further, in the first stage simulation test and the second stage simulation test, the load takes self gravity into consideration.
Further, the frame and the end plate are made of aluminum alloy, the shell is made of bamboo winding material, the density is 9.5E-10t/mm3, the Young modulus is 3000MPa, and the Poisson ratio is 0.3.
The invention also discloses a finite element simulation test method of the bamboo winding car body, which is characterized by mainly comprising the following steps:
establishing a finite element model, and establishing the finite element models of the frame and the shell according to the geometric model of the vehicle body; in the frame finite element model, the part above the floor adopts a two-dimensional plane unit, the part below the floor adopts a three-dimensional entity unit, and the end plate adopts a three-dimensional entity unit; the car shell finite element model considers the gravity of the car shell and adopts a three-dimensional entity unit; setting a fixing mode of the bottom surface of the vehicle shell and the bottom surface of the vehicle frame, and setting the number of units, the number of nodes and the types of the units of the vehicle frame and the parts of the finite element model of the vehicle shell; arranging the frame and the shell material;
setting boundary constraint conditions and load types of the finite element model according to two test stages; in the first-stage simulation test, the load types of the simulation test module are gravity, floor load, top longitudinal compression, side longitudinal compression, bottom longitudinal compression and bottom longitudinal tension, the constraint condition of the gravity is the bottom of the frame, the constraint mode of the floor load is the bottom of the frame, the constraint mode of the top longitudinal compression is the middle of the frame, the side longitudinal compression is the middle of the frame, the constraint mode of the bottom longitudinal compression is the middle of the frame, and the constraint mode of the bottom longitudinal tension is the middle of the frame;
in the second stage of testing, the combined load type executed by the simulation testing module is as follows: bottom longitudinal compression plus floor load, bottom longitudinal tension plus floor load, side longitudinal compression plus floor load, top longitudinal compression plus floor load and torsional stiffness; the constraint conditions of the bottom longitudinal compression and the floor load are that the bottom of the frame is added with the middle part, the constraint modes of the bottom longitudinal tension and the floor load are that the bottom of the frame is added with the middle part, the constraint modes of the side longitudinal compression and the floor load are that the bottom of the frame is added with the middle part, the constraint modes of the top longitudinal compression and the floor load are that the bottom of the frame is added with the middle part, and the constraint mode of the torsional rigidity is that the middle of the frame;
and executing a simulation test.
According to the finite element simulation method of the bamboo-wound vehicle body, provided by the invention, aiming at a novel bamboo-wound vehicle body as a research object, a plurality of indexes with an alloy framework and the bamboo-wound vehicle body are quickly and accurately analyzed in a mode of combining simulation analysis and test, the operation is simple and feasible, and the execution of the simulation test method not only can provide accurate detection data, accumulate a large amount of real and effective test data, and provide favorable data support for the reliable design, production and use of novel vehicles.
Drawings
FIG. 1 is a schematic view of the general structure of a prior art bamboo-wrapped vehicle body;
FIG. 2 is a schematic view of a prior art bamboo-wrapped vehicle body structure;
FIG. 3 is a schematic cross-sectional view of a bamboo-wrapped vehicle body according to one embodiment of the present disclosure;
FIG. 4 is a schematic model diagram of a vehicle frame constructed in accordance with finite element simulations in this embodiment;
FIG. 5 is a schematic view of a finite element simulation model above a frame floor constructed in accordance with the finite element simulation of the present embodiment;
FIG. 6 is a schematic diagram of a model of bolted connection of the frame to the body, as established in accordance with finite element simulations in this example.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention is described in further detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention. In addition, the technical features involved in the embodiments of the present invention described below may be combined with each other as long as they do not conflict with each other.
Firstly, a bamboo winding vehicle body in the prior art as shown in fig. 1-2, wherein the preparation process of the related bamboo material is as follows:
resin modification treatment: adding a modifier and a flame retardant into the resin to increase the toughness and strength of the resin and enable the resin to have flame retardance; the resin type is not limited in the present invention, and can be any resin that can be easily thought by those skilled in the art, such as phenolic resin, epoxy resin, polyurethane resin, etc., the added modifier and flame retardant can increase the toughness and strength of the resin and make the resin have flame retardancy, and different additives are selected according to different resins, and belong to the common modification treatment mode in the prior art;
pretreating the bamboo skin: removing green bamboo and yellow bamboo of raw bamboo, cutting the rest part into bamboo strips, performing dehydration and anticorrosion treatment on the bamboo strips, and then connecting the bamboo strips into continuous long bamboo strip belts; the bamboo is preferably 3-4-year-old young and strong bamboo, the specific dehydration and anticorrosion treatment mode is not limited, the dehydration mode can adopt the modes of drying in the sun, drying and the like to remove the moisture of the bamboo, so that the moisture content of the bamboo is reduced to below 10 percent, and the anticorrosion treatment can adopt any existing mode which does not destroy the mechanical property of the bamboo;
manufacturing a core mold: manufacturing a corresponding core mould according to a specific vehicle type;
winding the vehicle body 1: winding the bamboo strip on a core mold in a transverse, longitudinal and spiral cross manner, pouring the modified resin while winding, and demolding to obtain the vehicle body 1; the strength of each direction on each point of the surface of the wound vehicle body is uniform by adopting a combined winding mode of transverse, longitudinal and spiral cross winding;
manufacturing end walls 2 and a bearing structure 3; the materials and the manufacturing modes of the end wall 2 and the bearing structure 3 belong to the conventional structures and manufacturing modes;
fixing the end wall 2 at the end part of the manufactured vehicle body 1; the specific fixing method is not limited, for example, the end wall 2 may be sleeved on the outer surface of the end portion and fixed by a connecting fastener, or may be adhered to the inner surface of the end portion of the vehicle body 1 by an adhesive with high adhesion, and simultaneously fixed by a connecting fastener, or may be welded to the carrying structure 3 by the end wall 2, and the vehicle body 1 is fixed to the carrying structure 3, so long as the end wall 2 is fixed to the vehicle body 1 in any fixing method that can be easily conceived by those skilled in the art, and can be fixed to the end portion of the vehicle body 1;
fixing the manufactured vehicle body 1 on the bearing structure 3, wherein the specific fixing mode is not limited, for example, adhesive with high bonding degree is adopted for bonding, and meanwhile, connecting and fixing are carried out by using connecting and fastening pieces, or when the vehicle body 1 is wound, two boundary beams which are firstly contacted with the vehicle body 1 on the bearing structure 3 are directly wound on the vehicle body 1.
According to one specific embodiment of the present invention, as shown in fig. 3, the outside dimensions of the bamboo-wrapped high-speed railway compartment are determined to be no more than 3400mmx4800mm (width x height) at the maximum according to GB146.1-1983 "standard gauge railroad car limits" and the existing dimensions of the high-speed railway compartment. The actual size is then determined according to two criteria:
1. in the horizontal direction, the widest size of the inner part is designed to be 3200 mm;
2. in the height direction, the highest inner size is designed to be 2930 mm;
3. in the length direction, the length is designed to be 26m by referring to the existing length and the internal layout of a high-speed rail carriage and considering the subsequent processing of a bamboo winding product.
The appearance design is as follows:
the design is waist drum shape in view of reducing air resistance;
one embodiment of the number of units, the number of nodes and the types of units of each part of the finite element model of the frame and the shell is shown in the following table 1:
TABLE 1 specific information modeling in one of the embodiments of bamboo-wrapped vehicle bodies
In the simulation test process, the calculation is divided into two stages, the first stage is to calculate the influence of each load on the structure, and the action of gravity is considered in each case;
the second stage is to calculate the effect of the combined load on the structure, and in each case taking into account the effect of gravity in addition to the calculation of the torsional stiffness, the load conditions are as shown in table 2 below:
TABLE 2 specific setting of two-stage loads in simulation testing
Wherein frame and end plate material select the aluminum alloy, and the car shell material selects bamboo winding combined material, owing to only considering the influence of car shell gravity, only simplify car shell material attribute from this, according to even isotropic material setting, the parameter of material is as shown in following 3:
TABLE 3 setup of specific materials of frame and hull in simulation test
In the first stage, the position, magnitude and constraint of each load are shown in table 4 below:
TABLE 4 specific setting of load in the first stage of finite element simulation test of bamboo-wrapped vehicle body
Wherein the combined load application for the second stage is shown in table 5 below:
TABLE 5 concrete setting of second stage load in finite element simulation test of bamboo wound car body
As shown in fig. 4 to 6, the model schematic diagram of the bamboo-wound vehicle body is established according to the simulation method of the finite elements, the calculation results of each load (including consideration and calculation manner of the influence factors on each calculation result) are as follows (the calculation contents mainly include the influence of each load on the structure, and each case takes the action of the gravity of the vehicle shell into consideration, and the calculation results of the stress and displacement under the action of each load and gravity are shown in the following display result cases:
1. gravity force
Gravity, load and restraint applying positions, when the gravity load is applied, only the bottom of the frame is restrained, the restrained positions are the frame and the car shell bolt holes, then the gravity along the y direction is applied to the whole frame and the car shell model, wherein the calculation content mainly comprises the influence of each single load on the structure, the action of the gravity of the car shell is considered in each situation, and the calculation results of the stress and the displacement of the bamboo winding carriage under the action of each load and gravity are as follows:
in the constraint position and the load application position under the action of gravity, according to the finite element simulation result, the stress distribution of the framework (maximum stress 60.71MPa) under the action of gravity, the local stress distribution (maximum stress 60.71MPa) under the action of gravity, the stress distribution of the bamboo winding shell (maximum stress 1.21MPa), the displacement condition of the framework (maximum deformation 2.62mm) under the action of gravity, the deformation condition of the bamboo winding car shell (maximum deformation 2.6mm) under the action of gravity,
under the self gravity and the interaction, the maximum stress of the framework is positioned around the bolt holes of the bottom plate, is 60.71MPa and is smaller than the allowable stress of 190 MPa; the maximum stress of the shell is 1.21MPa at the top.
Under the action of gravity, the top of the framework has maximum displacement of 2.62mm, the maximum displacement of the shell is 2.6mm, the displacements of the framework and the shell are similar, and the shell is slightly smaller than the framework.
From the stress calculation results, it can be seen that under the action of gravity, the maximum stress value of the frame is 59MPa, and the maximum stress value of the hull is 0.68MPa, which are both present near the bolt holes, the maximum stress is stress concentration due to bolt constraint, the maximum displacement of the frame is 4.04mm, and the maximum displacement of the hull is 4.93 mm.
2. Floor load
The floor load is considered to be uniformly distributed, the floor is constrained at the bottom of a frame in calculation, the floor load is applied through a reference point RP-1, the load is transmitted between the reference point and the floor through a coupling link, the stress calculation result is the stress distribution of a loaded framework of the floor, the stress distribution of a local area of the framework (the maximum 462.5MPa is more than or equal to 250MPa), the stress distribution of a shell (the maximum 2.8MPa) when the floor is loaded, the displacement calculation result is the stress concentration caused by bolt constraint under the action of the floor load, the integral deformation condition (the maximum deformation is 3.56mm) of the framework under the action of the floor load, the displacement of the shell (the maximum deformation is 3.55mm) under the action of the floor load, and the maximum stress is the stress concentration caused by bolt constraint.
3. Top longitudinal compression
The top is compressed longitudinally, the top longitudinal compression load is extruded inwards along the axial direction on two end faces according to the processing principle of uniformly distributed load, wherein the constraint is positioned in the middle area of the vehicle body structure, the local stress distribution (maximum 154MPa) of the framework under the action of the top compression load, the deformation distribution (maximum 5.73mm) of the framework under the action of the top compression load and the deformation distribution (maximum 5.73mm) of the shell under the action of the top compression load are controlled,
a) under the action of a top longitudinal compression load, the maximum stress of the framework is 154MPa at two ends of the longitudinal rib, and is gradually reduced from two ends inwards to be smaller than 190MPa of allowable stress; the maximum stress of the shell is 5.54MPa at the two ends of the top.
b) Under the action of the top longitudinal compression load, the maximum displacement of the top of the framework is 5.73mm, the maximum displacement of the shell is 5.73mm, and the two displacements are the same.
4. Lateral longitudinal compression
Wherein, when the simulation of lateral longitudinal compression is carried out, the lateral longitudinal compression load is processed according to the uniform load, points to the axis along the axial direction, and is restrained to be positioned in the middle area of the structure,
local stress of the framework under the action of a side compressive load (maximum 184MPa), deformation distribution of the framework under the action of the side compressive load (maximum deformation of 3.34mm), deformation distribution of a shell under the action of the side compressive load (maximum deformation of 3.25mm),
a) under the action of the lateral longitudinal compressive load, the maximum stress of the framework is 184MPa at two ends of the lateral longitudinal rib, and is gradually reduced from two ends inwards to be smaller than the allowable stress of 190 MPa; the maximum stress of the shell is 7.1MPa at the two ends of the top.
b) Under the action of the top longitudinal compression load, the maximum displacement of the top of the framework is 3.34mm, the maximum displacement of the shell is 3.25mm, the displacement of the top of the framework and the displacement of the shell are similar, and the shell deforms less than the displacement of the framework.
5. Bottom longitudinal compression
The bottom longitudinal compression load is processed according to the uniform load, the application position points to the axis along the axial direction, the framework is restrained to be positioned in the middle area of the structure, the local stress distribution (the maximum stress is 390.2MPa) of the framework under the action of the bottom longitudinal compression,
a) under the action of a bottom longitudinal compressive load, the maximum stress of the framework is positioned at the joint of the bottom arc-shaped plate and the longitudinal rib, and is up to 390.2MPa and more than 190MPa of allowable stress, so that the structure is improved; the maximum stress of the shell is 6.12MPa at the two ends of the bottom.
b) Under the action of the bottom longitudinal compression load, the maximum displacement of the bottom and the top of the framework is 2.86mm, the maximum displacement of the two ends of the bottom and the top of the shell is 2.52mm, the displacement of the two ends is similar, and the shell deforms less than the displacement of the framework.
6. Longitudinal stretching of the bottom
The bottom longitudinal tensile load is outwards arranged along the axial direction along the axial center according to the uniform load treatment, the stress distribution of the skeleton local stress (the maximum stress is 229.7MPa) under the bottom tensile action is restrained in the middle area of the structure,
a) under the action of a bottom longitudinal tensile load, the maximum stress of the framework is 229.7MPa at the joint of the bottom arc-shaped plate and the longitudinal rib, is greater than 190MPa of allowable stress, and needs to be optimized structurally; the maximum stress of the shell is 3.89MPa at the two ends of the bottom.
b) Under the action of longitudinal tensile load at the bottom, the maximum displacement of the bottom and the top of the framework is 2.43mm, the maximum displacement of the two ends of the bottom and the top of the shell is 2.40mm, the displacement of the two ends is similar, and the shell deforms less than the displacement of the framework.
In the second stage of testing: the method mainly comprises the following steps of:
1. bottom longitudinal compression + floor load
The restraint positions are the bottom and the middle of the frame, compression loads are respectively applied to two ends of the bottom of the frame, floor loads are applied through a reference point RP-1, and the loads are transmitted between the reference point and the floor through coupling connection.
Under the double action of the bottom longitudinal compression load and the floor load, the stress of most areas of the frame is less than 190MPa, the maximum value of the frame stress appears in a local amplification area of the end plate, and local stress concentration can occur due to the position where the load is applied, and the maximum value of the stress is 280 MPa. The maximum stress value of the vehicle shell is 0.69MPa, and the maximum stress value is mainly distributed near the bolt hole and is stress concentration caused by bolt constraint. The maximum displacement of the frame and the shell is mainly influenced by gravity, the maximum displacement of the frame is 3.86mm, and the maximum displacement of the shell is 4.82 mm.
2. Bottom longitudinal tension + floor load
The restraint positions are the bottom and the middle of the frame, longitudinal tensile loads are respectively applied to two ends of the bottom of the frame, floor loads are applied through a reference point RP-1, and the loads are transmitted between the reference point and the floor through coupling connection.
Under the double action of the bottom longitudinal tensile load and the floor load, the maximum stress of the frame is 187MPa, the maximum stress of the shell is 0.68MPa, and the maximum stress is mainly distributed near the bolt holes. The maximum displacement of the frame and the shell is mainly influenced by gravity, the maximum displacement of the frame is 3.86mm, and the maximum displacement of the shell is 4.79 mm.
3. Lateral longitudinal compression + floor load
The restraint positions are the bottom and the middle of the frame, compressive load is applied to the side face of the frame, floor load is applied through a reference point RP-1, and the load is transmitted between the reference point and the floor through coupling connection.
Under the dual action of the longitudinal compressive load of the side face and the load of the floor, the stress of most areas of the frame is less than 190MPa, the maximum value of the frame stress appears in a local amplification area, due to the lack of transition fillets, stress concentration can occur, the maximum value is 498MPa, the maximum value of the stress of the shell is 2.5MPa, and the maximum value appears at the loading position of the side face. The maximum displacement of the frame and the shell is greatly influenced by the side compressive load, the maximum displacement of the frame is 8.27mm, and the maximum displacement of the shell is 8.28 mm.
4. Top longitudinal compression + floor load
The restraint positions are the bottom and the middle of the frame, longitudinal compression loads are applied to two ends of the top of the frame, floor loads are applied through a reference point RP-1, and the loads are transmitted between the reference point and the floor through coupling connection.
Under the dual action of the top longitudinal compression load and the floor load, the stress of most areas of the frame is less than 190MPa, the maximum value of the frame stress appears in a local amplification area, due to the lack of transition fillets, stress concentration can occur, the maximum value is 259MPa, and the maximum value of the stress of the shell is 0.93MPa and appears near a top loading position. The frame and the top of the shell naturally sink under the action of gravity, and the maximum displacement value is obviously increased under the double action of top compression. The maximum displacement of the frame is 9.73mm, and the maximum displacement of the shell is 9.82 mm.
5. Torsional stiffness
In the calculation, a torque of 40kN m was applied to the end plate in the opposite direction, regardless of gravity, at the position of the yellow arrow shown in the next figure, with the constraint located in the middle region of the structure.
Torsional rigidity of the frame:
the simulation test conclusion in the above embodiment is as follows:
(1) at present, 6 series aluminum alloy materials are selected, and the maximum allowable stress of the material is about 190MPa after the safety coefficient is considered. Therefore, the lower limit of the local stress cloud picture setting is 190MPa, namely, the area with the stress value less than 190MPa displays gray, and the area with the stress value more than 190MPa displays other colors.
(2) From the stress cloud chart, under the action of single load or combined load, the stress value of most regions of the frame is less than 190MPa, the regions with the stress values greater than 190MPa are mainly stress concentration caused by constraint, load or no transition fillets, and the stress concentration phenomenon can be avoided in actual connection.
(3) The displacement of the frame and the shell is greatly influenced by gravity, top longitudinal compression load and side longitudinal compression load, and the displacement of the frame and the shell is more obvious under the combined action of the gravity and the top longitudinal compression load. Under lateral longitudinal compressive loads, there is also significant displacement of the frame and hull near the location of the applied load.
(4) Compared with the influence of each single load on the structure, the combined load increases the floor load, and the floor load is applied to the whole floor, so that the stressed area is large, and the influence of the floor load on the vehicle frame is smaller than that of other loads. Meanwhile, the restraint on the bottom surface of the frame is increased, so that the frame structure is more stable, even if the floor load is increased, the maximum stress value is slightly reduced, and the stress concentration is improved.
(5) When the torsional strength of the frame is calculated, torques with opposite directions of 40kN & lt/EN & gt are applied to the end faces on the two sides of the frame, the maximum stress value when the frame is provided with the shell is about 60MPa, and the maximum stress value when only the frame is not provided with the shell is 153MPa in the early stage calculation result, which indicates that the torsional rigidity of the frame is enhanced after the shell is increased.
(6) When calculating the torsional rigidity of the vehicle frame, the length of the vehicle frame is 25.64m, because of the constraint in the middle of the vehicle body, half the length of the vehicle frame, i.e., 12.82, 4.167E-3 is taken as the maximum torsional angle of the end plate, and the torsional rigidity of the vehicle frame is calculated to be 1.23E8(N £ m)2/rad)。
It will be understood by those skilled in the art that the foregoing is only a preferred embodiment of the present invention, and is not intended to limit the invention, and that any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the scope of the present invention.
Claims (8)
1. A finite element simulation test system of a bamboo-wound vehicle body is characterized by comprising a vehicle body structure finite element model module, a vehicle body structure condition setting module and a simulation test module;
the vehicle body structure finite element model module is used for establishing a vehicle frame finite element model and a vehicle shell finite element model; in the frame finite element model, the part above the floor adopts a two-dimensional plane unit, the part below the floor adopts a three-dimensional entity unit, and the end plate adopts a three-dimensional entity unit; the car shell finite element model considers the gravity of the car shell and adopts a three-dimensional entity unit; the fixing mode is used for setting the fixing mode of the bottom surface of the vehicle shell and the bottom surface of the vehicle frame, the number of units, the number of nodes and the types of the units of the finite element model of the vehicle frame and the finite element model of the vehicle shell; arranging a frame and a shell material, wherein the shell material is made of a bamboo material and a resin material;
the car body structure condition setting module is used for setting boundary constraint conditions of the bamboo-wound car body and setting load types;
the simulation test module executes simulation tests according to two stages, wherein the first stage is tests under a single load, and the second stage is tests under a combined load.
2. The finite element simulation test system of the bamboo-wrapped vehicle body as claimed in claim 1, wherein in the first stage simulation test, the load types of the simulation test module are gravity, floor load, top longitudinal compression, side longitudinal compression, bottom longitudinal compression and bottom longitudinal tension.
3. The finite element simulation test system of the bamboo-wound vehicle body as claimed in claim 2, wherein in the first stage simulation test, the constraint condition of gravity is the bottom of the frame, the constraint mode of the floor load is the bottom of the frame, the constraint mode of the top longitudinal compression is the middle of the frame, the side longitudinal compression is the middle of the frame, the constraint mode of the bottom longitudinal compression is the middle of the frame, and the constraint mode of the bottom longitudinal tension is the middle of the frame.
4. A finite element simulation test system of a bamboo-wrapped vehicle body as claimed in any one of claims 1-3, wherein in the second stage of test, the simulation test module executes combined load types of: bottom longitudinal compression plus floor load, bottom longitudinal tension plus floor load, side longitudinal compression plus floor load, top longitudinal compression plus floor load, and torsional stiffness.
5. The finite element simulation test system of the bamboo-wound vehicle body as claimed in claim 4, wherein in the second stage simulation test, the constraint conditions of the bottom longitudinal compression plus the floor load are the bottom plus the middle of the frame, the constraint modes of the bottom longitudinal tension plus the floor load are the bottom plus the middle of the frame, the constraint modes of the side longitudinal compression plus the floor load are the bottom plus the middle of the frame, the constraint modes of the top longitudinal compression plus the floor load are the bottom plus the middle of the frame, and the constraint mode of the torsional rigidity is the middle of the frame.
6. A finite element simulation test system of a bamboo wound vehicle body as claimed in any one of claims 1-3, wherein the load is considered self gravity in both the first stage simulation test and the second stage simulation test.
7. The finite element simulation test system of a bamboo-wound vehicle body as claimed in claim 6, wherein the frame and the end plate are made of aluminum alloy, the shell is made of bamboo-wound material and has a density of 9.5E-10t/mm3Young's modulus is 3000MPa, and Poisson's ratio is 0.3.
8. A finite element simulation test method of a bamboo-wound vehicle body is characterized by mainly comprising the following steps:
establishing a finite element model, and establishing the finite element models of the frame and the shell according to the geometric model of the vehicle body; in the frame finite element model, the part above the floor adopts a two-dimensional plane unit, the part below the floor adopts a three-dimensional entity unit, and the end plate adopts a three-dimensional entity unit; the car shell finite element model considers the gravity of the car shell and adopts a three-dimensional entity unit; setting a fixing mode of the bottom surface of the vehicle shell and the bottom surface of the vehicle frame, and setting the number of units, the number of nodes and the types of the units of the vehicle frame and the parts of the finite element model of the vehicle shell; arranging the frame and the shell material, wherein the shell material is made of a bamboo material and a resin material;
setting boundary constraint conditions and load types of the finite element model according to two test stages; in a first-stage simulation test, the load types of the simulation test module are gravity, floor load, top longitudinal compression, side longitudinal compression, bottom longitudinal compression and bottom longitudinal tension, the constraint condition of the gravity is the bottom of a frame, the constraint mode of the floor load is the bottom of the frame, the constraint mode of the top longitudinal compression is the middle of the frame, the side longitudinal compression mode is the middle of the frame, the constraint mode of the bottom longitudinal compression is the middle of the frame, and the constraint mode of the bottom longitudinal tension is the middle of the frame;
in the second stage of testing, the combined load types executed by the simulation testing module are as follows: bottom longitudinal compression plus floor load, bottom longitudinal tension plus floor load, side longitudinal compression plus floor load, top longitudinal compression plus floor load and torsional stiffness; the constraint conditions of the bottom longitudinal compression and the floor load are that the bottom of the frame is added with the middle part, the constraint modes of the bottom longitudinal tension and the floor load are that the bottom of the frame is added with the middle part, the constraint modes of the side longitudinal compression and the floor load are that the bottom of the frame is added with the middle part, the constraint modes of the top longitudinal compression and the floor load are that the bottom of the frame is added with the middle part, and the constraint mode of the torsional rigidity is that the middle of the frame;
and executing a simulation test.
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| WO2016141725A1 (en) * | 2015-03-12 | 2016-09-15 | 中车青岛四方机车车辆股份有限公司 | Local structure instability finite element simulation apparatus for high-speed train body and method therefor |
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