CN109376503A - Consider the high-speed railway subgrade Coupling method analysis method of wheel rail rolling contact - Google Patents
Consider the high-speed railway subgrade Coupling method analysis method of wheel rail rolling contact Download PDFInfo
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Abstract
The present invention provides a kind of high-speed railway subgrade Coupling method analysis methods for considering wheel rail rolling contact, by establishing auto model, model trajectory and road structure model, the secondary suspension system simulation of vehicle is realized using connection unit, the simulation that rail Yu fragment-free track slab power transmission fastener are realized using spring-damping element realizes the simulation of Rolling contact mechanics behavior of the wheel to rim faces and rail level using the predefined field of movement coupling constraint combination initial velocity.While considering vehicle-track-subgrade coupling, really reflects wheel track and taking turns to the mechanical response being in rolling contact with rail rail level under effect, be a kind of Three-dimensional finite element modeling analysis method for being more nearly high-speed rail real driving process.The high-speed railway subgrade analysis model established using the present invention, available each structure are more met the calculated result of practical mechanical characteristics, can effectively instruct the analytical calculation of high-speed railway subgrade dynamic response and the rational design of road structure.
Description
Technical field
The present invention relates to computer-aided design for railway engineering technical fields, particularly, are related to a kind of consideration Wheel/rail
The high-speed railway subgrade Coupling method analysis method of contact.
Background technique
China is in the fast development period of high speed railway construction at present, and new problem is come into being with challenge.Train
Speed-raising and axis such as increase at the oscillation intensity that can all influence train and road structure again, between vehicle and track, track and roadbed it
Between influence of the coupling to roadbed dynamic response can also increase accordingly.
Research in terms of vehicle, track and road structure dynamic response is in theoretical research, experimental test and Numerical-Mode
Many achievements have all been obtained on quasi-.A large number of studies show that the shadow vibrated using finite element software simulation high-speed rail driving conditions to roadbed
Sound is feasible, but there are still following deficiencies:
(1) it converts train travel load to and directly acts on the cyclic loading of track or road structure or be reduced to move
Dynamic point loading, has ignored the influence of body construction or track structure, does not account for the coupling of vehicle-track-subgrade structure；
Obviously, the analysis method of independent analysis track structure and independent analysis roadbed, foundation structure have ignored vehicle-track-subgrade it
Between power and the fact that compatibility of deformation, be not able to satisfy the consistency condition of three.
(2) in the modeling analysis of wheel rail relation, wheel is only reduced to translation with rail surface to flange tread and is contacted, will be taken turns
It to translation is considered as, contacts, does not roll with parallel track, cannot reflect the mechanics row that flange tread and rail surface are in rolling contact
For.And when the problem of analyzing track irregularity, if consider that the rolling effect of wheel pair has larger impact to calculated result, and
Consider that wheel more meets the practical mechanical characteristics of wheel rail relation to effect is in rolling contact.
Summary of the invention
It is an object of that present invention to provide one kind more meet high-speed rail driving the practical mechanical characteristics of wheel rail relation modeling method,
Consider the high-speed railway subgrade Coupling method analysis method of wheel rail rolling contact, is rung with solving current high-speed railway subgrade power
The technical problem for answering finite element analysis precision inadequate.
To achieve the above object, the present invention provides a kind of high-speed railway subgrade Coupling methods for considering wheel rail rolling contact
Analysis method, comprising the following steps:
(1) overall structure is reduced to the simplification structure being made of vehicle, track and roadbed, extracts and simplifies construction geometry ginseng
Number, establishes ABAQUS finite element model；Wherein, the vehicle structure is reduced to car body, bogie and wheel pair, and track structure simplifies
For rail, fragment-free track slab, road structure is reduced to base plate, subgrade bed, roadbed ontology and ground；
(2) it using the secondary suspension system of connection unit simulation car body and bogie, bogie and wheel pair, is hindered using spring
Fastener system between Buddhist nun's unit simulation rail and fragment-free track slab；
(3) wheel rim, the tyre tread of the wheel shaft center reference point of wheel pair and the movement coupling constraint of rim faces and wheel pair are established
With the surface-to-surface contact relationship of rail rail level；
(4) artificial damping boundary is set on model periphery according to the actual situation, while gives each structure, connection unit and spring
Damping unit assigns material properties, and to physical model grid division；
(5) the predefined field of initial translational velocity of car body, bogie is set, and setting wheel is to wheel shaft central point orbital motion
Rolling initial angular velocity and the initial translational velocity to match with angular speed predefined field；
(6) apply car body, bogie and wheel to gravity load, finite element dynamometer is carried out using Dynamic-Explicit solver
It calculates.
One of as a preferred technical scheme, in step (1), extract the position for simplifying that geometrical parameters include: each structure
It sets, length, thickness and width etc..
One of as a preferred technical scheme, in step (1), establishes ABAQUS finite element model and refer to have using ABAQUS
Limit meta software establishes each structural finite element model.
One of as a preferred technical scheme, step (2) method particularly includes: (wrapped vehicle structure by Rigid Constraints
Containing car body, bogie, wheel to) be set as rigid body, and bind car body, bogie, wheel to the reference points of feature locations, using connection
Suspension between unit simulation car body reference point and bogie reference point, using connection unit simulation bogie reference point with
Wheel is to the suspension between reference point, using the fastener system of spring-damping element simulation rail node and non-fragment orbit plate node
System.
One of as a preferred technical scheme, in step (2), the connection unit is the connection unit of " Descartes ", institute
Stating spring-damping element is the spring-damping element for connecting two o'clock.
As further preferred one of technical solution, using the interaction module in ABAQUS using connection class
Type is that the connection unit of " Descartes " establishes the suspension, using the interaction module in ABAQUS using connection
The spring-damping element of two o'clock establishes the fastener system.
One of as a preferred technical scheme, step (3) method particularly includes: establish the wheel shaft center reference point of wheel pair with
The movement coupling constraint of rim faces, by three translational degree of freedom of wheel shaft center reference point and three rotational freedoms and rim faces into
Then row coupling chooses wheel respectively and establishes surface set to flange tread and rail rail level, using flange tread set as interarea
(master-surface), rail rail level collection is combined into from face (slave-surface), and contact is established by the way of plane-plane contact
Relationship determines running surface of wheeltrack normal force using the contact pressure-magnitude of interference mode of ' Tabular ' relation curve, using stationary-mobile
Exponential damping coefficient of friction solves wheel track tangential force.
One of as a preferred technical scheme, in step (4), artificial resistance is arranged on model periphery according to realistic model range
Buddhist nun's boundary element prevents the reflection of dynamic wave；Model surrounding is constrained using Normal Displacement, and model bottom uses displacement constraint, constraint
X, Y and Z-direction displacement.
One of as a preferred technical scheme, in step (4), material is assigned to each structure, connection unit and spring-damping element
Material attribute refers to: rail, track plates, base plate are simulated using linear elasticity constitutive model, and subgrade bed, roadbed ontology and ground are adopted
It is simulated with elasto-plastic Constitutive Model, and assigns the material parameter being consistent with practical structures；Vertical, Zong Xiangji is assigned to connection unit
Lateral rigidity and damping, assigns vertical, longitudinal and transverse direction rigidity and damping to spring-damping element.
One of as a preferred technical scheme, in step (4), the specific method of grid division is: integral entity model (removes
Connection unit and spring-damping element) it is all made of 3 dimension, 8 node reduction integral solid element (C3D8R) and carries out grid dividing, together
When track plate unit using enhancing hourglass control；Model meshes are divided using non-uniform grid, are all made of hexahedral mesh unit,
It is arranged from track centerline to two sides boundary by close to thin cell size.
One of as a preferred technical scheme, the specific method of step (5) is: being arranged in ABAQUS ' Load ' module
Vehicle structure (comprising car body, bogie, wheel to) it is pre- by the initial velocity of feature locations reference point bound in Rigid Constraints
Field is defined, applies the initial translational velocity of train driving to car body, bogie feature locations reference point, joins to the wheel axis center of wheel pair
Examination point applies the initial rate of roll for travelling initial translational velocity and matching with initial translational velocity.
One of as a preferred technical scheme, the specific method of step (6) is: to car body, bogie and wheel to bound
The reference points of feature locations apply be equivalent to car body, bogie and wheel to the concentrated force of gravity load respectively, then setting meter
Evaluation time carries out finite element Cable Power Computation using Dynamic-Explicit solver.
The invention has the following advantages:
The deficiency that wheel rail rolling contact effect can not be considered for existing high-speed railway modeling and analysis methods, the present invention is based on
ABAQUS software, while considering vehicle-track-subgrade coupling, propose one kind may be implemented wheel-to-rail rolling connect
The high-speed railway subgrade Coupling method analysis method of touching effect, it is limited can largely to improve high-speed railway subgrade dynamic response
The precision of first numerical analysis is a kind of Three-dimensional finite element modeling analysis method for being more nearly high-speed rail real driving process.Using
The high-speed railway subgrade Coupling method analysis model that the present invention establishes, model setting is more rationally comprehensive, and structure is finer, respectively
Item parameter can carry out value according to different Structural Design parameters and field measurement data, can calculate different train speeds, axis
The dynamic response of each structure under again, the dynamic response that obtained calculated result more meets under practical high-speed rail traffic load excitation are special
Sign, can effectively instruct the rational design of high-speed railway subgrade dynamic response analytical calculation and road structure.It is specific as follows:
1. realizing the dynamic coupling effect of more vehicle-track-subgrades using connection unit and spring-damping element；
2. establish the plane-plane contact of wheel tread Yu rail rail level, by applying wheel shaft middle reference point and flange tread
Coupling constraint is moved, the predefined field of wheel shaft middle reference point initial angular velocity and initial translation speed is given, realizes wheel pair
The simulation of the Rolling contact mechanics behavior of rim faces and rail tread is more in line with the mechanical behavior of high-speed rail driving rail wheeling action.
Other than objects, features and advantages described above, there are also other objects, features and advantages by the present invention.
Below with reference to figure, the present invention is described in further detail.
Detailed description of the invention
The attached drawing constituted part of this application is used to provide further understanding of the present invention, schematic reality of the invention
It applies example and its explanation is used to explain the present invention, do not constitute improper limitations of the present invention.In the accompanying drawings:
Fig. 1 is flow chart of the method for the present invention；
Fig. 2 is the overall model simplified structure diagram of the modeling method of the invention；(a) is cross-sectional view in Fig. 2, in Fig. 2
It (b) is skiagraph, (c) and (d) in Fig. 2 are thin portion schematic enlarged-scale view in Fig. 2；
Fig. 3 is the schematic diagram and parameter value schematic diagram that wheel rail rolling contact is simulated in the modeling method of the invention；In Fig. 3
(a), Wheel Rail Contact normal force is determined by contact force-compression context curve, and in Fig. 3 (b), wheel track tangential force uses stationary-mobile index
Decaying coefficient of friction is solved, in stationary-mobile exponential damping friction coefficient curve such as Fig. 3 (c)；
Fig. 4 is the specific geometrical model and grid dividing figure of the modeling method of the invention；(a) is specific geometrical model in Fig. 4
Figure, Fig. 4 (b) are grid dividing figure；
Fig. 5 is the comparison diagram using the modeling method of the invention calculated result and measured data；Fig. 5 (a) is that the present invention is vertical
The comparison diagram of vibration acceleration calculated result and measured data, Fig. 5 (b) are vertical vibrating velocity calculated result of the present invention and actual measurement
The comparison diagram of data；
Fig. 6 is that the vibration of the typical steel rail rail surface node that is calculated using the modeling method of the invention under traffic load is added
Speed time-history curves schematic diagram；
Fig. 7 is the vibration position of the typical steel rail rail surface node that is calculated using the modeling method of the invention under traffic load
Move time-history curves schematic diagram；
Fig. 8 is typical subgrade surface layer of subgrade bed unit the erecting under traffic load being calculated using the modeling method of the invention
To stress time-history curves schematic diagram；
Fig. 9 is the vibration of the typical subgrade surface layer of subgrade bed node that is calculated using the modeling method of the invention under traffic load
Dynamic displacement time-history curves schematic diagram；
Wherein, 1 is car body, and 2 be bogie, and 3 be wheel pair, and 4 be rail, and 5 be track plates, and 6 be base plate, and 7 be roadbed base
Bed surface layer, 8 be ground, and 9 be car body-bogie connection unit, and 10 be bogie-wheel to connection unit, 11 rail-track plates bullet
Spring damping unit, 12 be wheel to wheel rim surface and tyre tread, and 13 be rail rail level, and 14 be wheel to wheel shaft center reference point, and 15 be viscous
Elastic artificial damping boundary element, 16 be roadbed bottom, and 17 be subgrade bed ontology.
Specific embodiment
The embodiment of the present invention is described in detail below in conjunction with attached drawing, but the present invention can be limited according to claim
Fixed and covering multitude of different ways is implemented.
Consider the high-speed railway subgrade Coupling method analysis method of wheel rail rolling contact, process as shown in Figure 1, specific steps
It is as follows:
(1) overall model structure is reduced to vehicle structure (comprising car body 1, bogie 2, wheel to 3), track structure (packet
Containing rail 4, track plates 5) and road structure (include base plate 6, subgrade bed surface layer 7, roadbed bottom 16, roadbed sheet
Body 17 and ground 8) simplification structure, as shown in Fig. 2, (a) is cross-sectional view in Fig. 2, (b) is skiagraph in Fig. 2, in Fig. 2
It (c) is thin portion schematic enlarged-scale view with (d) in Fig. 2.The geometric parameters such as position, length, the thickness and width of each structure are extracted, are used
ABAQUS finite element software establishes each structural finite element model；
(2) it establishes car body 1 using car body-bogie connection unit 9 using the interaction module in ABAQUS and turns
Suspension between frame 2 is established bogie 2 to connection unit 10 using bogie-wheel and is taken turns to the suspension between 3,
As shown in Figure 2；5 surface node of track plates immediately below 4 rail bottom surface node of rail and rail is chosen, using rail-track plates
Spring-damping element 11 establishes the power-transmission system of rail 4 Yu track plates 5, simulates fastener system with this, as shown in Figure 2；
(3) using the interaction module in ABAQUS, wheel is chosen respectively, flange tread 12 and rail rail level 13 are built
Vertical surface set is interarea (master-surface) to wheel rim surface and tyre tread 12 with wheel, and rail rail level 13 is from face
(slave-surface), contact surface is established by the way of plane-plane contact, in Fig. 3 (a), Wheel Rail Contact normal force is by contacting
Power-compression context curve determines, in Fig. 3 (b), wheel track tangential force is solved using stationary-mobile exponential damping coefficient of friction,
In stationary-mobile exponential damping friction coefficient curve such as Fig. 3 (c)；Meanwhile it establishing and taking turns the wheel to 3 to wheel shaft center reference point 14 and wheel
Coupling constraint is moved to wheel rim surface and tyre tread 12, in Fig. 3 shown in (a)；
(4) reflection that dynamic wave is prevented in model surrounding setting viscoplasticity artificial damping boundary element 15, is arranged damping ratio
It is 1, in Fig. 4 (a)；Model surrounding is constrained using Normal Displacement, and model bottom uses displacement constraint, constrains X, Y and Z-direction position
It moves.Rail 4, track plates 5, base plate 6 using linear elasticity constitutive model simulate, subgrade bed surface layer 7, roadbed bottom 16,
Roadbed ontology 17 and ground 8 are simulated using elasto-plastic Constitutive Model, and assign the material parameter being consistent with actual condition；To vehicle
Body-bogie connection unit 9 and bogie-wheel assign vertical, longitudinal and transverse direction rigidity and vertical, Zong Xiangji to connection unit 10
Laterally damping, assigns vertical, longitudinal and transverse direction rigidity and vertical, longitudinal and transverse direction to rail-track plates spring-damping element 11
Damping.Integral entity model is (in addition to car body-bogie connection unit 9, bogie-wheel are to connection unit 10 and rail-track
Flat spring damping unit 11) it is all made of 3 dimension, 8 node reduction integral solid element (C3D8R) progress grid dividing, while track plates
Unit 5 are using enhancing hourglass control；Model meshes are divided using non-uniform grid, hexahedral mesh unit are all made of, from track
Center line is arranged by close to thin cell size to two sides boundary, in Fig. 4 (b).
(5) it is predefined by the mobile initial velocity of driving of reference point bound in Rigid Constraints that car body 1, bogie 2 are set
, and be arranged and take turns to the rolling initial angular velocity of 14 orbital motion of wheel shaft center reference point and match with angular speed first
The predefined field of beginning translational velocity, the relationship for rolling initial angular velocity and initial translational velocity is v=ω r, wherein v is first
Beginning translational velocity, ω are to roll initial angular velocity, and r is wheel to flange radius；
(6) reference point of feature locations bound in 3 is applied respectively to car body 1, bogie 2 and wheel be equivalent to car body,
Then bogie and wheel are arranged at ' Step ' to the concentrated force of gravity load and calculate total time and incremental time step, using power
Explicit solution device carries out finite element Cable Power Computation.
Using the high-speed railway subgrade Coupling method analytical Shanghai proposed by the present invention for considering wheel rail rolling contact
Roadbed dynamic response caused by elder brother's high-speed railway (DK722+522.800~DK722+562.000) driving motivates, calculating parameter:
High-speed rail train speed per hour 300km/h, train axis weight 15t, material parameter are chosen according to actual condition.Detailed field test monitoring data
See document 1 and document 2.The vertical vibration that the typical position of Shanghai elder brother's ballastless track of high-speed railway base plate 6 is set forth in Fig. 5 adds
The comparison time-history curves of speed and vertical vibration velocity-analog values and measured data, as can be seen from Figure 5, base plate measuring point it is vertical
Vibration acceleration analogue value vibration peak maximum value is 0.31m/s2, correspondingly measured value is 0.34m/s2；Base plate measuring point hangs down
It is 0.0076m/s to vibration velocity analogue value vibration peak maximum value, correspondingly measured value is 0.0078m/s.It can be seen that the analogue value
With measured data wheel to excitation under vibration peak substantially close to, and the timing node of analogue value vibration peak and actual measurement number
According to corresponding, illustrate that analog result and measured data numerical values recited and the regularity of distribution are almost the same, it was demonstrated that propose using the present invention
The considerations of wheel rail rolling contact high-speed railway subgrade Coupling method analysis method have degree of precision and reliability.
Take the typical rail level node acceleration of the rail 4 in the present embodiment calculated result and displacement and 7 steel of subgrade bed surface layer
The calculated result of typical node displacement and unit vertical stress is analyzed immediately below rail.Fig. 6 shows 4 surface node of rail
Time-history curves variation of the acceleration in double car body driving conditions, acceleration wheel pairing effect is obvious as seen from the figure, neighbouring bogie
Acceleration peak ratio list bogie peak value is big, and 4 vertical acceleration peak-peak of rail is in 100m/s2Left and right；Fig. 7 is rail 4
Surface node is displaced changing course curve, and in the case where taking turns to traveling load is rolled, the displacement of rail 4 is uprushed, rear to spring back again, maximum
Displacement is about 0.5mm；Fig. 8 is that unit vibrates vertical stress time-history curves immediately below 7 rail of subgrade bed surface layer, is taken turns as seen from the figure
Pairing effect is obvious, and neighbouring double steering frame and single bogie are big；Fig. 9 is the vertical position of node immediately below 7 rail of subgrade bed surface layer
Time-history curves are moved, for wheel under Moving Loads, single bogie displacement peak value is smaller than double steering frame peak stress.It is above to calculate
As a result, curve law is consistent with a large amount of field actual measurement results in Research Literature [document 3-5] with numerical values recited range, further
It proves that essence can be obtained using the high-speed railway subgrade Coupling method analysis method proposed by the present invention for considering wheel rail rolling contact
Higher calculated result is spent, coincide compared with true train motivates caused roadbed dynamic response, can effectively instruct high-speed railway
The analytical calculation of roadbed dynamic response and the rational design of road structure.
The foregoing is only a preferred embodiment of the present invention, is not intended to restrict the invention, for the skill of this field
For art personnel, the invention may be variously modified and varied.All within the spirits and principles of the present invention, made any to repair
Change, equivalent replacement, improvement etc., should all be included in the protection scope of the present invention.
Bibliography
[1] Yang Zhe High-speed Railway Bridges-tunnel changeover portion experimental research on dynamic properties and numerical analysis [D] Central South University,
2016.
[2] the super High-speed Railway Bridges of Yuan Hai-tunnel deep embeded type pile slab structure changeover portion experimental research on dynamic properties and numerical analysis
[D] Central South University, 2017.
[3]Ping H,Chunshun Z,Jian C S,et al.Dynamic responses ofbridge–
embankment transitions in high speedrailway:Field tests and data analyses[J]
.Engineering Structures,2018,175:565-576.
[4] Guo Zhiguang, Wei Limin, He Qun bend the military wide ballastless track of high-speed railway roadbed bridge response to forced vibration research of smooth appearance
[J] vibration and impact, 2013,32 (14): 148-152+163.
[5]A,Fortunato E,Rui C.Transition zones to railway bridges:
Track measurements and numerical modelling[J].Engineering Structures,2014,80
(80):435-443.
Claims (9)
1. a kind of high-speed railway subgrade Coupling method analysis method for considering wheel rail rolling contact, which is characterized in that including following
Step:
(1) overall structure is reduced to the simplification structure being made of vehicle, track and roadbed, extracts and simplifies geometrical parameters,
Establish ABAQUS finite element model；Wherein, the vehicle structure is reduced to car body, bogie and wheel pair, and track structure is reduced to
Rail, fragment-free track slab, road structure are reduced to base plate, subgrade bed, roadbed ontology and ground；
(2) using the secondary suspension system of connection unit simulation car body and bogie, bogie and wheel pair, using spring damping list
Fastener system between member simulation rail and fragment-free track slab；
(3) wheel rim, tyre tread and the steel of the wheel shaft center reference point of wheel pair and the movement coupling constraint of rim faces and wheel pair are established
The surface-to-surface contact relationship of rail rail surface；
(4) artificial damping boundary is set on model periphery according to the actual situation, while gives each structure, connection unit and spring damping
Unit assigns material properties, and to physical model grid division；
(5) the predefined field of initial translational velocity of car body, bogie, rolling of the setting wheel to wheel shaft central point orbital motion are set
The predefined field of dynamic initial angular velocity and the initial translational velocity to match with angular speed；
(6) apply car body, bogie and wheel to gravity load, finite element Cable Power Computation is carried out using Dynamic-Explicit solver.
2. high-speed railway subgrade Coupling method analysis method according to claim 1, which is characterized in that in step (1), mention
Taking simplified geometrical parameters includes: the position of each structure, length, thickness and width.
3. high-speed railway subgrade Coupling method analysis method according to claim 1, which is characterized in that the tool of step (2)
Body method are as follows: rigid body is set for vehicle structure by Rigid Constraints, and binds car body, bogie, wheel to the ginsengs of feature locations
Examination point is simulated the suspension between car body reference point and bogie reference point using connection unit, is simulated using connection unit
Bogie reference point and wheel simulate rail node and non-fragment orbit using spring-damping element to the suspension between reference point
The fastener system of plate node.
4. high-speed railway subgrade Coupling method analysis method according to claim 1, which is characterized in that the tool of step (3)
Body method are as follows: the wheel shaft center reference point of wheel pair and the movement coupling constraint of rim faces are established, by wheel shaft center reference point three
Translational degree of freedom and three rotational freedoms are coupled with rim faces, then, choose wheel respectively to flange tread and rail rail
Surface set is established in face, and using flange tread set as interarea, rail rail level collection is combined into from face, is established by the way of plane-plane contact
Contact relation determines running surface of wheeltrack normal force using contact pressure-magnitude of interference mode of Tabular relation curve, using it is quiet-
Dynamic exponential damping coefficient of friction solves wheel track tangential force.
5. high-speed railway subgrade Coupling method analysis method according to claim 1, which is characterized in that in step (4), root
The reflection of dynamic wave is prevented in model periphery setting artificial damping boundary element according to model actual range；Model surrounding uses normal direction
Displacement constraint, model bottom use displacement constraint, constrain X, Y and Z-direction displacement.
6. high-speed railway subgrade Coupling method analysis method according to claim 1, which is characterized in that in step (4), give
Each structure, connection unit and spring-damping element are assigned material properties and referred to: rail, track plates, base plate are using this structure of linear elasticity
Modeling, subgrade bed, roadbed ontology and ground are simulated using elasto-plastic Constitutive Model, and are assigned and being consistent with practical structures
Material parameter；Vertical, longitudinal and transverse direction rigidity and damping are assigned to connection unit, is assigned to spring-damping element vertical, vertical
To and lateral rigidity and damping.
7. high-speed railway subgrade Coupling method analysis method according to claim 1, which is characterized in that in step (4), draw
The specific method of subnetting lattice is: integral entity model is all made of 3 dimension, 8 node reduction integral solid element and carries out grid dividing, together
When track plate unit using enhancing hourglass control；Model meshes are divided using non-uniform grid, are all made of hexahedral mesh unit,
It is arranged from track centerline to two sides boundary by close to thin cell size.
8. high-speed railway subgrade Coupling method analysis method according to claim 1, which is characterized in that the tool of step (5)
Body method is: vehicle structure being arranged in the Load module of ABAQUS and passes through feature locations reference point bound in Rigid Constraints
The predefined field of initial velocity applies the initial translational velocity of train driving to car body, bogie feature locations reference point, to wheel pair
Wheel shaft center reference point applies the initial rate of roll for travelling initial translational velocity and matching with initial translational velocity.
9. high-speed railway subgrade Coupling method analysis method according to claim 1, which is characterized in that the tool of step (6)
Body method is: applying to car body, bogie and wheel to the reference point of bound feature locations respectively and is equivalent to car body, bogie
And wheel, to the concentrated force of gravity load, then setting calculates the time, carries out finite element Cable Power Computation using Dynamic-Explicit solver.
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| CN110147623A (en) * | 2019-05-23 | 2019-08-20 | 南京金蓝智慧城市规划设计有限公司 | High-speed rail ballastless track bridge structure space couples dynamic finite-element simulation analysis method |
| CN110188442A (en) * | 2019-05-23 | 2019-08-30 | 南京金蓝智慧城市规划设计有限公司 | High-speed rail ballastless track roadbed basis couples dynamic finite-element simulation analysis method |
| CN112765801A (en) * | 2021-01-11 | 2021-05-07 | 中车唐山机车车辆有限公司 | Dynamic axle load calculation method and device for rail train and terminal equipment |
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| CN115630554A (en) * | 2022-11-15 | 2023-01-20 | 西南交通大学 | Wheel-rail two-dimensional rolling contact force calculation method considering material nonuniformity |
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| CN110188442B (en) * | 2019-05-23 | 2023-04-21 | 南京金蓝智慧城市规划设计有限公司 | Finite element simulation analysis method for coupling power of roadbed foundation of high-speed railway ballastless track |
| CN112765801A (en) * | 2021-01-11 | 2021-05-07 | 中车唐山机车车辆有限公司 | Dynamic axle load calculation method and device for rail train and terminal equipment |
| CN112765801B (en) * | 2021-01-11 | 2022-10-25 | 中车唐山机车车辆有限公司 | Dynamic axle load calculation method and device for rail train and terminal equipment |
| CN113340626A (en) * | 2021-05-25 | 2021-09-03 | 上海工程技术大学 | Method for measuring real-time interference magnitude between wheel axles and measurement early warning device |
| CN113340626B (en) * | 2021-05-25 | 2022-07-22 | 上海工程技术大学 | Method for measuring real-time interference magnitude between wheel axles and measurement early warning device |
| CN114021273A (en) * | 2021-10-25 | 2022-02-08 | 中车青岛四方机车车辆股份有限公司 | Construction method, use method and device of wheel-rail contact simulation model |
| CN115293008A (en) * | 2022-10-09 | 2022-11-04 | 太原理工大学 | Vertical dynamics modeling based on CRTS I type plate ballastless track coupling system |
| CN115630554A (en) * | 2022-11-15 | 2023-01-20 | 西南交通大学 | Wheel-rail two-dimensional rolling contact force calculation method considering material nonuniformity |
| CN116484510A (en) * | 2023-05-26 | 2023-07-25 | 重庆交通大学 | Dynamic behavior analysis method, dynamic behavior analysis device, computer equipment and storage medium |
| CN116484510B (en) * | 2023-05-26 | 2023-10-13 | 重庆交通大学 | Dynamic behavior analysis method, dynamic behavior analysis device, computer equipment and storage medium |
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