CN109033566B - Vehicle load numerical simulation method based on finite element-infinite element model - Google Patents
Vehicle load numerical simulation method based on finite element-infinite element model Download PDFInfo
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Abstract
The invention relates to a vehicle load numerical simulation method based on a finite element-infinite element model, which comprises the steps of firstly establishing a finite element-infinite element foundation soil model based on ABAQUS according to basic physical parameters of the soil; secondly, compiling a subprogram according to the speed, amplitude, shape and the like of a moving load, defining a load form, accessing an autonomously compiled Vdload subprogram by means of a body force subprogram interface in an ABAQUS Explicit, and applying a moving vertical load and a moving horizontal friction load by adopting a physical-thin layer loading method; finally, the numerical simulation of the vertical and horizontal moving loads acting on the foundation soil body is realized. Compared with the prior art, the invention has the advantages of improving the absorption effect of boundary stress waves, solving the problem that Vdload is difficult to apply horizontal friction load and the like.
Description
Technical Field
The invention relates to the field of traffic vehicle dynamic characteristic design, in particular to a vehicle load numerical simulation method based on a finite element-infinite element model.
Background
In recent years, along with development and application of scientific technology and computer technology, the application of a numerical calculation method in engineering application, scientific research and other aspects is mature, and the acceptance of vast scientific researchers and engineering technicians is obtained. Therefore, a numerical analysis method can be adopted to study the distribution rules of stress, displacement and the like of the foundation soil body under the action of traffic load, thereby providing optimization references for roadbed design methods such as highways, railways, airports and the like.
The most common method for numerical analysis is to build finite element model calculation. However, the traffic moving load belongs to a typical moving dynamic load, and if the boundary conditions are the same as those set in static analysis in dynamic finite element simulation, stress waves are reflected at the boundary, so that calculation errors are caused. To avoid errors, manual boundary conditions need to be set. Finite element modeling of traffic loads must therefore address boundary issues. The infinite artificial boundary has higher maturity, is easy to be combined with a finite element method, has wider application, has few setting parameters, is irrelevant to the distance from the boundary to a seismic source, and can be suitable for complex working conditions, thereby being capable of establishing a finite element-infinite element model.
It is also important to apply a moving load in the model, which can be divided into a vertical moving load and a horizontal friction load for simulation. During the movement of the vehicle wheel load, the position of the wheel load applied on the road surface is continuously changed, and the finite element simulation movement load is mainly realized by applying the load on the unit in the advancing direction of the vehicle. At present, the simulation power problem in the commonly used finite element software ABAQUS mainly has boundary problems and moving load application problems. First, the mishandling of the boundary problem can have significant boundary effects, with the processing method being primarily model size enlargement, viscoelastic boundaries, and infinite element boundaries. The first two methods are poor in boundary stress wave absorption.
The method for applying the moving load in the common finite element software ABAQUS mainly comprises the following steps: multiple analysis step loading, explicit algorithm move load subroutine (Vdload) and implicit algorithm move subroutine (dlload and utraclo). When a multistep analysis method is adopted to simulate acceleration, deceleration or a moving load with complex form, the control of the load acting time is complicated, and meanwhile, due to the arrangement of too many analysis steps, the addition of the moving load is very clumsy; the implicit analysis has large calculation amount and high hardware requirement when calculating the finite element model with more grids; the display algorithm is efficient but tends to be difficult to apply horizontal frictional loads.
Disclosure of Invention
The invention aims to overcome the defects of the prior art and provide a vehicle load numerical simulation method based on a finite element-infinite element model.
The aim of the invention can be achieved by the following technical scheme:
a vehicle load numerical simulation method based on a finite element-infinite element model comprises the following steps:
(1) According to basic physical parameters of soil, utilizing ABAQUS to establish a finite element-infinite element model of foundation soil, wherein the finite element-infinite element model is a hemispherical model or an elongated hemispherical model;
according to roadbed materials, material properties including material density, elastic modulus, poisson ratio, internal friction angle, cohesive force and the like are set. Modeling a roadbed and a foundation soil body by adopting finite element, wherein a model boundary adopts an infinite element boundary, building a foundation soil body calculation model by utilizing ABAQUS, determining a model length L according to the roadbed length for a finite element part, determining a model depth h+H according to the thickness of a base layer and the influence depth of a moving load, and determining a spherical radius as H; for the infinite element portion, the model depth and sphere are chosen to be H. Preferably, the elongated hemispherical pattern is a quarter elongated spherical pattern.
(2) According to the design requirement of traffic load, determining the characteristic information of traffic load including the magnitude, distribution shape and the like of the traffic load;
(3) According to the determined characteristic information of the traffic load, a secondary development subprogram interface Vdload of the moving positive pressure provided by ABAQUS is utilized to define the moving traffic loads in different forms;
(4) Setting a physical strength application layer and a stress transition layer, and applying a movable vertical load and a horizontal friction load;
a) Applying horizontal friction load by adopting a physical force-thin layer method, and superposing two thin layers on the surface of the model, wherein the first thin layer is a thin layer applied by physical force and is used for realizing the movement of distributed physical force in the first thin layer, and the second thin layer is a thin layer with stress transition and is used for transmitting the moving physical force;
b) The method comprises the steps of applying a moving vertical load and a horizontal friction load as body force into a thin layer by adopting a subprogram interface provided by physical body force in Abaqus explicit, defining the load form, the load size and the moving speed of the body force of the moving vertical load by utilizing a Vdload subprogram, and realizing the application of the moving vertical load and the horizontal friction load of a traffic vehicle on the surface of foundation soil.
(5) Selecting proper sizes for seed distribution of an infinite element part and a finite element part of a finite element-infinite element model respectively, encrypting seeds on roadbed and foundation soil parts, and carrying out grid division on the model;
the basis for meshing the model is as follows: the finite element selection unit type is set as a three-dimensional eight-node primary integration entity unit C3D8R, the infinite element selection unit type is set as an infinite three-dimensional eight-node primary integration entity unit CIN3D8, and the model is meshed.
Preferably, the thickness of the thin layer is less than 1/10 of the minimum mesh size of the original finite element-infinite element model.
(6) And establishing a simulation task, and obtaining a numerical simulation result of the moving vertical load and the horizontal friction load on the foundation soil body.
Compared with the prior art, the invention has the following advantages:
(1) The method of the invention is based on finite element-infinite element model, and establishes an elongated hemispherical finite element-infinite element model, which can effectively absorb boundary energy and greatly improve the absorption effect of boundary stress wave;
(2) According to the method, by utilizing a subprogram interface provided by a physical body force in an ABAQUS explicit, physical force can be applied at will in three coordinate axis directions, two very thin layers are overlapped on the surface of a model to serve as a physical force application layer and a stress transition layer, and further, the application of moving vertical and horizontal loads is realized by utilizing Vdload, and the physical force-thin layer method can solve the problem that the Vdload is difficult to apply horizontal friction load;
(3) The invention realizes the application and simulation of the moving load in the Vdload based on the subroutine interface of body force and combining the physical force-thin layer method, can greatly improve the operation efficiency, can obtain the dynamic stress and displacement response of the soil body based on the finite element-infinite element model, and provides reference basis for scientific research and related design optimization.
Drawings
FIG. 1 is a flow chart of the method of the present invention;
FIG. 2 is a finite element-infinite element model diagram;
FIG. 3 is a graph of computational model size and meshing;
FIG. 4 is a schematic illustration of the application of a moving vertical load and a horizontal frictional load;
fig. 5 (a) is a three-dimensional distribution diagram of the mobile hz load, fig. 5 (b) is a vertical distribution diagram of the mobile hz load, and fig. 5 (c) is a horizontal distribution diagram of the mobile hz load;
FIG. 6 is a graph comparing the results of the present invention with the results of the resolution;
FIG. 7 is a graph of dynamic stress variation of foundation soil at different speeds;
FIG. 8 is a graph of dynamic stress variation of foundation soil at different coefficients of friction;
FIG. 9 is a cloud plot of dynamic stress in foundation soil at a speed of 58 m/s;
the reference numerals in fig. 2 and 3 denote:
1. infinite element, 2, finite element, 3, moving load, 4, thin layer, 5 and grid dividing area.
Detailed Description
The invention will now be described in detail with reference to the drawings and specific examples.
Examples
In the embodiment, the applicability and the specific calculation and analysis steps of the method are described by taking a homogeneous soil body with a traffic vehicle load moving speed of 40m/s and a roadbed length of 12m as an example.
As shown in fig. 1, the present invention relates to a vehicle load numerical simulation method based on a finite element-infinite element model, which comprises the following steps:
step 1: building a foundation soil mass calculation model by using ABAQUS;
according to the roadbed length and symmetry to be studied, as shown in fig. 2, a quarter-elongated hemispherical foundation soil mass calculation model is established by using ABAQUS finite element numerical analysis software, and the specific size of the model is shown in fig. 3. Wherein H is the thickness of the pavement, H1 is the thickness of foundation soil, and H2 is the thickness of infinite elements. And building a corresponding material model according to the soil body material to be analyzed, selecting an elastoplastic mole-coulomb model, and respectively inputting corresponding material parameters, as shown in the following table 1.
Table 1 soil mass material parameters of calculation model
Step 2: determining a moving load form;
according to the characteristic information of the magnitude, the distribution shape and the like of traffic load, the mobile load is assumed to be a Hertz load, and as shown in fig. 5 (a) to 5 (c), the mobile load is specifically expressed as follows:
wherein: p is the vertical total load, P s For vertically distributing load, p 0 Is the peak value of the load in vertical distribution, Q is the total load in horizontal direction, Q s To distribute load horizontally, q 0 The peak value of the horizontal distributed load is represented by mu, the friction coefficient is represented by r, the load radius is represented by r, and the load parameters are shown in Table 2.
Table 2 load parameters
Step 3: defining a moving load;
according to the selected expression of the moving load form and the load moving speed, a functional relation between a load value () nblock, a space coordinate curCoords (nblock, ndim) and a load step time stepTime is established, a Vdload load subprogram is defined, and the moving traffic load is simulated.
Step 4: setting a physical strength application layer and a stress transition layer, and applying a movable vertical load and a horizontal friction load;
as shown in fig. 4, two very thin layers (layer thickness less than 1/10 of the minimum mesh size of the master model) are superimposed on the surface of the model. The first thin layer is used for applying physical force, so that distributed physical force moves in the first thin layer, and the second thin layer is a stress transition thin layer.
a) Applying horizontal friction load by adopting a physical force-thin layer method, and superposing two thin layers on the surface of the model, wherein the first thin layer is a thin layer applied by physical force and is used for realizing the movement of distributed physical force in the first thin layer, and the second thin layer is a thin layer with stress transition and is used for transmitting the moving physical force;
b) And (3) applying physical forces in the vertical direction (the gravity direction) and the horizontal direction (the opposite direction of the load moving direction) in the set physical force application thin layer by using a physical force body force subroutine interface provided in Abaqus/explicit, wherein the vertical force and the horizontal force share one Vdload subroutine. In the Vdload subroutine, the load peak value was set to a cell load of 1/10 of the vertical stress peak value, and the change in friction coefficient was achieved by setting the ratio of the number of vertical physical forces and horizontal physical forces applied, specifically set as shown in table 3 below.
TABLE 3 type of applied load
Setting boundary conditions:
and constraining the displacement and the rotation angle of the circular arc outer boundary of the calculation model, and setting a symmetry plane boundary condition for the symmetry plane of the calculation model.
Step 5: performing grid division on the calculation model;
and carrying out grid division on the calculation model, wherein the roadbed and the foundation soil body adopt finite element modeling, and the model boundary adopts an infinite element boundary. And selecting proper sizes for seed distribution of the infinite element part and the finite element part respectively, and encrypting seeds on the roadbed and foundation soil part to be researched so as to improve the calculation accuracy. Further, the finite element section setting unit type is C3D8R, the infinite element section setting unit type is CIN3D8, and the calculation models are respectively mesh-divided as shown in fig. 3.
Step 6: and establishing a calculation task, submitting calculation, and extracting and analyzing a calculation result. The specific contents include:
601 To verify the correctness of the simulation method of the present invention. And comparing the calculated result of the horizontal friction force with the existing theoretical result. The comparison result is shown in fig. 6, and the horizontal axis is the ratio of the load moving speed to the Rayleigh wave speed, and the vertical axis is the ratio of the shear stress in the x and z directions to the moving load amplitude by adopting the normalization result. Eison (1965) is a calculation in the prior art The stresses produced in a simi-infinite solid by a moving surface force. As can be seen from fig. 6, the stress caused by the method of the present invention at different depths at different speeds is consistent with the analysis result, which proves the effectiveness and correctness of the present invention. In addition, the moving load velocity may exhibit dynamic stress amplification effects at Rayleigh wave velocities.
602 According to the step 5, obtaining horizontal friction forces caused by different friction coefficients, and then according to the sequence shown in the steps 1 to 5, carrying out modeling calculation again to obtain the influence of the friction coefficients on the soil stress and displacement under the action of the moving load. The results are shown in FIG. 7, in which the abscissa indicates the coefficient of friction μ and the ordinate indicates φ d The dynamic stress ratio is defined as the ratio of dynamic stress to the dynamic stress corresponding to the first point on the graph, in this figure, the ratio of dynamic stress at different coefficients of friction to μ=0.2. As can be seen from the figure, as the friction coefficient increases, the dynamic stress ratio of the foundation soil gradually decreases at a depth z of 0.125, and gradually increases at a depth z of 0.25.
603 Further, defining a Vdload subroutine, changing the speed of the mobile traffic load, repeating the steps 1 to 5, analyzing in sequence, extracting the soil stress, and obtaining the soil dynamic stress change rule caused by different load moving speeds. The results are shown in fig. 8 and 9. Fig. 8 reflects the variation of the dynamic stress with speed at different depths z, where a is the width of the loading. The abscissa in the figure is the load moving speed, and the ordinate is sittingPhi mark d Is the dynamic stress ratio. As can be seen from fig. 8, as the load moving speed increases, the dynamic stress ratio gradually increases and then the descending section appears, and the peak value is reached at the speed of about 60 m/s; while the greater the depth, the more pronounced the change in dynamic stress ratio. FIG. 9 is a cloud of dynamic stress in the earth at a speed of 58 m/s.
While the invention has been described with reference to certain preferred embodiments, it will be understood by those skilled in the art that various changes and substitutions may be made without departing from the spirit and scope of the invention as defined by the appended claims. Therefore, the protection scope of the invention is subject to the protection scope of the claims.
Claims (5)
1. A vehicle load numerical simulation method based on a finite element-infinite element model is characterized by comprising the following steps:
s1: according to basic physical parameters of soil, utilizing ABAQUS to establish a finite element-infinite element model of foundation soil, wherein the finite element-infinite element model is a hemispherical model or an elongated hemispherical model;
s2: determining characteristic information of traffic load according to the design requirement of traffic load;
s3: according to the determined characteristic information of the traffic load, a secondary development subprogram interface Vdload of the moving positive pressure provided by ABAQUS is utilized to define the moving traffic loads in different forms;
s4: setting a physical strength application layer and a stress transition layer, and applying a movable vertical load and a horizontal friction load;
s5: selecting proper sizes for seed distribution of an infinite element part and a finite element part of a finite element-infinite element model respectively, encrypting seeds on roadbed and foundation soil parts, and carrying out grid division on the model;
s6: establishing a simulation task, and obtaining a numerical simulation result of the moving vertical load and the horizontal friction load on the foundation soil body;
the specific content of the step S1 is as follows:
according to roadbed materials, setting material properties, modeling roadbed and foundation soil by adopting finite element, adopting infinite element boundary for model boundary, establishing a foundation soil calculation model by utilizing ABAQUS, determining a model length L according to roadbed length for a finite element part, determining a model depth h+H according to the thickness of a base layer and the influence depth of moving load, and determining a spherical radius as H; for infinite element part, selecting the depth and sphere of the model as H;
in step S2, the characteristic information of the traffic load includes a load value and a distribution shape, and the moving load is in the form of a hertz load, which is specifically expressed as:
wherein: p is the vertical total load, P s For vertically distributing load, p 0 Is the peak value of the load in vertical distribution, Q is the total load in horizontal direction, Q s To distribute load horizontally, q 0 The load parameters comprise the peak value of the vertical distribution load, the load radius, the friction coefficient and the peak value of the horizontal distribution load, wherein the peak value of the vertical distribution load is 1000N, the load radius is 12.5cm, the friction coefficient is 0-1, and the peak value of the horizontal distribution load is 0-1000N;
the defining process of the mobile traffic load in the step S3 includes: according to the selected expression of the moving load form and the load moving speed, a functional relation between a load value (nblock), a space coordinate curCoords (nblock, ndim) and a load step time stepTime is established, a Vdload sub-program is defined, and the moving traffic load is simulated;
the specific content of the step S4 is as follows:
a) Applying horizontal friction load by adopting a physical force-thin layer method, and superposing two thin layers on the surface of the model, wherein the first thin layer is a thin layer applied by physical force and is used for realizing the movement of distributed physical force in the first thin layer, and the second thin layer is a thin layer with stress transition and is used for transmitting the moving physical force;
b) The method comprises the steps that a subprogram interface provided by physical body force in Abaqus explicit is adopted, a moving vertical load and a horizontal friction load are applied to a thin layer as the body force, a load form, a load size and a moving speed of the body force of the moving vertical load are defined by a Vdload subprogram, and application of the moving vertical load and the horizontal friction load of a traffic vehicle on the surface of foundation soil is realized;
the thickness of the thin layer is less than 1/10 of the minimum mesh size of the original finite element-infinite element model.
2. The method for modeling vehicle load numerical simulation based on finite element-infinite element model according to claim 1, wherein in step S5, the basis of model meshing is: the finite element selection unit type is set as a three-dimensional eight-node primary integration entity unit C3D8R, the infinite element selection unit type is set as an infinite three-dimensional eight-node primary integration entity unit CIN3D8, and the model is meshed.
3. A method of modeling vehicle loading values based on a finite element-infinite element model according to claim 1, wherein the elongated hemispherical model is a quarter elongated spherical model.
4. The method for simulating the vehicle load value based on the finite element-infinite element model according to claim 1, wherein the material properties include material density, elastic modulus, poisson's ratio, internal friction angle and cohesive force.
5. The vehicle load numerical simulation method based on the finite element-infinite element model according to claim 1, wherein the characteristic information of the traffic load comprises the magnitude and the distribution shape of the traffic load.
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| 典型沥青路面动力行为及其结构组合优化研究;肖川;《中国优秀博士学位论文全文数据库 工程科技Ⅱ辑》;20151215;第5章 * |
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