CN111222270B - Roller coaster track vibration response test method based on wheel-track coupling and application - Google Patents
Roller coaster track vibration response test method based on wheel-track coupling and application Download PDFInfo
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- CN111222270B CN111222270B CN201911361181.XA CN201911361181A CN111222270B CN 111222270 B CN111222270 B CN 111222270B CN 201911361181 A CN201911361181 A CN 201911361181A CN 111222270 B CN111222270 B CN 111222270B
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Abstract
The invention relates to a roller coaster track vibration response testing method based on wheel-track coupling, which comprises the following steps of: 1) Establishing a roller coaster dynamics simulation model; 2) Setting constraints for simulating the actual running condition of the roller coaster in the roller coaster dynamics simulation model, wherein the constraints comprise point-line constraints for simulating the coupling of the roller coaster wheels and wheel tracks between tracks; 3) Adding a load on the roller coaster dynamics simulation model; 4) Solving the roller coaster dynamics simulation model to obtain wheel-rail contact forces under different wheel sets, different wind forces and different loads; 5) Establishing a finite element simulation model of the typical track unit segment; 6) And in the finite element simulation model, performing transient dynamics analysis based on the wheel-rail contact force obtained in the step 4) to obtain the vibration response of each structure of the track. Compared with the prior art, the method has the advantages of strong pertinence, high accuracy and the like.
Description
Technical Field
The invention relates to a roller coaster safety technology, in particular to vibration response analysis of a roller coaster track, and particularly relates to a roller coaster track vibration response test method based on wheel-track coupling and application thereof.
Background
The roller coasters in amusement parks are developing towards a more exciting and higher-speed direction, which puts higher requirements on safety analysis of the roller coasters, however, the traditional roller coaster design method of design-manufacture-test-improvement-test has long period and high cost, the safety problem is difficult to solve, and the joint simulation technology based on virtual prototypes can well cope with the problem. The safety of the roller coaster track serving as a bearing part is very important, and the method for analyzing and estimating the fatigue life is adopted to ensure the safety of the track structure is significant. At present, the research of scholars at home and abroad on the roller coaster mainly focuses on the aspects of kinetic simulation, structural finite element and other analysis, and no research specially aiming at the vibration response of the roller coaster track exists at present, so that the requirement of the safety design of the roller coaster cannot be met.
Disclosure of Invention
The invention aims to overcome the defects in the prior art and provides a roller coaster track vibration response testing method based on wheel-track coupling with strong pertinence and high accuracy and application.
The purpose of the invention can be realized by the following technical scheme:
a roller coaster track vibration response test method based on wheel-rail coupling comprises the following steps:
1) Establishing a roller coaster dynamics simulation model;
2) Setting constraints for simulating the actual running condition of the roller coaster in the roller coaster dynamics simulation model, wherein the constraints comprise point-line constraints for simulating the coupling of the roller coaster wheels and wheel tracks between tracks;
3) Adding a load on the roller coaster dynamics simulation model;
4) Solving the roller coaster dynamics simulation model to obtain wheel-rail contact forces under different wheel sets, different wind forces and different loads;
5) Establishing a finite element simulation model of the typical track unit segment;
6) And in the finite element simulation model, performing transient dynamics analysis based on the wheel-rail contact force obtained in the step 4) to obtain the vibration response of each structure of the track.
Further, the roller coaster dynamics simulation model comprises a simplified vehicle body model and a track model.
Furthermore, a positioning small ball for assisting dynamic simulation is arranged on the simplified vehicle body model.
Further, the orbit model is established based on the global coordinates of points on the central curves of the left and right orbits.
Further, the constraint also comprises setting a fixed pair and a rotating pair relationship.
Further, the loads include gravity, friction, wind resistance, and traction of the climbing section.
Further, in the step 4), an integral solver is adopted to solve the roller coaster dynamics simulation model.
Further, the transient dynamics analysis specifically includes:
the wheel-rail contact force is used as a stress source, the loading of the moving load of the roller coaster is realized by adopting a two-dimensional array loading mode, and transient dynamics analysis is carried out.
The invention also provides a roller coaster design method, and roller coaster design is carried out based on the test result of the roller coaster track vibration response test method.
The invention also provides a roller coaster detection and maintenance method, which is used for detecting and maintaining the roller coaster based on the test result of the roller coaster track vibration response test method.
Compared with the prior art, the invention has the following beneficial effects:
1. the roller coaster dynamics simulation model established by the invention is modeled according to actual parameters and constraint conditions of the roller coaster track, and has stronger pertinence to vibration response analysis of the roller coaster track, and the result can be more accurate and reliable.
2. From the aspect of dynamics, after the corresponding track size and the operation parameters of the roller coaster are provided, the actual operation process of the roller coaster can be simulated and the vibration response can be calculated, wherein the dynamic parameters can be extracted in the middle step, and the reliability and the accuracy of the analysis result can be evaluated.
3. The invention adopts the simplified vehicle body model, simplifies the vehicle body on the premise of not influencing the dynamic simulation and improves the testing efficiency.
Drawings
FIG. 1 is a schematic flow diagram of the present invention;
FIG. 2 is a schematic diagram of a local coordinate system in an embodiment;
FIG. 3 is a schematic view of the distribution of Z-direction displacement of the sleepers in the embodiment;
FIG. 4 is a schematic view of distribution of Y-direction displacement of the sleepers in the embodiment;
FIG. 5 is a schematic view showing Z-direction displacement distribution of the pillars in the embodiment;
FIG. 6 is a schematic diagram showing the distribution of the Y-direction displacement of the pillars in the embodiment;
FIG. 7 is a schematic view showing Z-direction displacement distribution of the orbital tube in the embodiment;
FIG. 8 is a schematic diagram showing the distribution of Y-direction displacement of the orbital tube in the example;
FIG. 9 is a schematic view showing the distribution of the Z-direction displacement of the support tubes in the embodiment;
FIG. 10 is a schematic view showing the distribution of the Y-direction displacement of the support tubes in the example.
Detailed Description
The invention is described in detail below with reference to the figures and specific embodiments. The present embodiment is implemented on the premise of the technical solution of the present invention, and a detailed implementation manner and a specific operation process are given, but the scope of the present invention is not limited to the following embodiments.
Example 1
The embodiment provides a roller coaster track vibration response test method based on wheel-track coupling by taking a four-ring roller coaster as an object, and as shown in fig. 1, the method comprises the following steps:
step S1: a roller coaster dynamics simulation model is established by using SolidWorks and ADAMS, and comprises a simplified vehicle body model and a track model.
The simplified vehicle body model establishing process specifically comprises the following steps: the method simplifies the vehicle body on the premise of not influencing dynamic simulation, retains key connecting pieces between the vehicle bodies, and properly simplifies the vehicle body and the seat decoration part to form a simplified vehicle body model. The automobile body itself is fixed with bottom of the body girder, and the automobile body passes through connecting rod and yoke and round pin hub connection with the automobile body, and the yoke links to each other with the bottom girder of preceding car, and the connecting rod links to each other with the bottom girder of the next car, and axle housing and bottom girder are connected through axle round pin class part. The wheel carrier card is at the both ends of axle housing, total five wheels on the axle housing, and two bearing wheels are located the top, and two leading wheels are located the front and back, and an auxiliary wheel is located the below. And a positioning small ball for assisting the dynamic simulation is arranged on the simplified vehicle body model. The positioning ball is time-consuming to adjust the direction after being established in the ADAMS, can be directly established in modeling software such as Solidworks and the like and keeps an assembly relation with the track, and then the ADAMS is introduced to keep the assembly relation in the ADAMS.
In the simplified vehicle body model, the definition of the quality of a single vehicle is carried out by adopting a quality input method, and the quality of the connecting piece and the positioning small ball is defined by adopting a material defining mode. In the embodiment, the weight of a bicycle is 820kg, and a measuring point is arranged at a position 600mm above a seat according to GB 8048.
The establishment of the orbit model is realized in ADAMS, and the global coordinates of points on the central curves of the left and right orbits are needed. The process of acquiring the global coordinates specifically includes: utilizing cubic spline curve interpolation, obtaining a supporting tube central curve based on the supporting tube three-dimensional coordinates given by a drawing, establishing a local coordinate system by using points on the supporting tube central curve, obtaining local coordinates of left and right track central curves according to the track inclination angle and the position relation between the left and right tracks and the supporting tube, and obtaining global coordinates of the left and right track central curves through coordinate transformation.
The global coordinate O of each point of the supporting tube can be obtained from a drawing i (x i ,y i ,z i ) In SolidWorks, cubic spline interpolation is performed by utilizing a spline curve command to obtain a central curve of the support tube. At point O on the central curve i (x i ,y i ,z i ) Establishing a local coordinate system of the cross section of the track as an origin, wherein the forward direction of an x axis is the advancing direction of the vehicle, the forward direction of a y axis is the left side of a passenger, the forward direction of a z axis is vertical to the plane of the track and upwards, and the coordinates of corresponding points of the central lines of the left track and the right track in the local coordinate system are respectively P Li (x L ,y L ,z L ) And P Ri (x R ,y R ,z R ) Global coordinates of the central curves of the left and right tracks are obtained through coordinate transformation, and the established local coordinate system and the track section are shown in fig. 2. And finally, storing the global coordinates of the points on the central curves of the left track and the right track into a txt text, and introducing ADAMS to establish the roller coaster simulation track.
Step S2: the position and the movement of each part are limited and defined through constraints in the ADAMS, so that the actual operation condition of the machine is simulated, and dynamic simulation analysis is carried out.
The constraints added by the coaster dynamics simulation are as follows:
(1) a fixed pair: the fixed pair can fix the acting part in space, and the left and right tracks adopt the fixed pair to fix the acting part and bear the weight of the roller coaster.
(2) A revolute pair: the revolute pair can realize articulation, allows two parts to rotate relatively, and limits two rotation degrees and three-direction translation degrees of freedom, and the interaction among the axle housing, the connecting fork, the connecting rod and the crossbeam, and the wheel carrier and the axle housing can be described by the revolute pair.
(3) Dotted line constraint (PTCV): the principle of dotted line constraint is similar to a sharp-bottomed cam mechanism, so that the part is ensured to move along a certain curve all the time, and the degree of freedom of rotation is reserved. And applying point-line constraint between the positioning small ball and the track simulation curve to realize the traveling of the roller coaster along the track. The wheeltrack coupling between the roller coaster wheels and the track is simulated by dotted line constraints.
And applying point-line constraint (PTCV) between the positioning small ball for assisting the dynamics simulation and the track simulation curve to simulate the interaction between the roller coaster wheel and the track so as to realize the roller coaster to run along the track.
And step S3: and adding loads including gravity, friction, wind resistance, traction force of a climbing section and the like into the roller coaster dynamics simulation model.
1. Gravity: each trolley has 820kg of no load and can bear four persons, each person has 1100kg of full load calculated according to 70kg of weight, the trolley directly gives mass, the rest connecting pieces define the mass by giving material properties, and the gravity direction is-Z.
2. Friction force: the friction force is in direct proportion to positive pressure and changes all the time in the process of driving, the size is in direct proportion to the positive pressure, the direction is opposite to the driving direction, the friction force is realized by applying unit force moving along with an object, the friction coefficient of the embodiment is 0.03 and is respectively applied to the positioning small balls, and the specific expression of the friction force is as follows:
Ff＝0.03*(abs(PTCV(.MODEL_1_testify.PTCV_18,0,3,0))+abs(PTCV(.MODEL_1_testify.PTCV_18,0,4,0))) (1)
in the formula, PTCV (.MODEL _1 _. Testify. PTCV _18,0,3, 0) is the positive pressure of the wheel-rail contact force, and PTCV (.MODEL _1 _. Testify. PTCV _18,0,4, 0) is the lateral pressure of the wheel-rail contact force.
3. Wind resistance: the application of the wind resistance is referred to formula (2):
F wind ＝0.5ρAC d V 2 (2)
wherein, F wind Is wind resistance, in units of N; rho is air density in kg/m 3 (ii) a A is the windward area in m 2 ；C d Coefficient of air resistance; v is the difference between the running speed of the train and the wind speed, and the unit is m/s.
Under natural conditions, wind can come from any direction, and the windward area of the roller coaster is continuously changed during running, so that only the most dangerous condition is considered, namely the wind direction is always opposite to the running direction of the roller coaster, and the windward area is the largest at the moment, and the windward area can be realized by applying unit force moving along with an object, wherein the direction is opposite to the running direction of the roller coaster.
4. Traction force: the roller coaster starts from a station, slides a small section by means of gravity, and then runs to the highest point of a track through the driving of a transmission chain motor at a lifting section, the speed of the roller coaster is constant in the traction process of the transmission chain, the load of a transmission mechanism is increased due to the fact that the speed is too high, potential safety hazards are generated due to the fact that the speed is too low, the running period is prolonged due to the fact that the speed is too low, the given speed is set to be 1.44m/s, and the process can be achieved through a function STEP function STEP in ADAMS. According to the actual traction model of the roller coaster, the time of the traction starting and ending can be known by arranging a sensor at a specific point of a track, and the traction is arranged as follows:
DRAG＝step(time,31,-(1.440-VM(car.cm))*1e6,31.1,+step(time,31.1,(1.440-VM(car.cm))*1e6,76,0) (3)
in the above formula, VM (car.cm) represents the vehicle speed, abbreviated as V, and the positive and negative traction forces generated before 31 seconds cancel each other out, the traction force from 31 seconds to 76 seconds is (1.440-VM (car.cm)). Times.1 e6, and when V <1.44, the traction force is positive to power the vehicle; when V is larger than 1.44, the traction force is negative, and the speed of the trolley is reduced; the traction force was 0 after 76 seconds. The roller coaster can be lifted at a constant speed of 1.44m/s in the lifting section through the expression.
And step S4: and calculating the wheel-rail contact force under different wheel sets, different wind forces and different loads.
The specific solving setting of the coaster dynamics simulation model is specified in national standard GB8408-2008, a 10Hz low-pass high-frequency filter is needed to be used for measuring an acceleration time curve, and the sampling frequency is at least 20Hz, namely the time step is at least 0.05 second according to the sampling theorem. The roller coaster running period is 120 seconds, a time step of 0.025 seconds is taken, GSTIFF is selected by an integral solver, solution is carried out, working conditions of 5m/s, 10m/s and 15m/s wind power and full-load, half-load and no-load roller coaster are simulated respectively, and finally the speed, acceleration and stress analysis results of the roller coaster dynamics simulation model are obtained, wherein the speed, acceleration and stress analysis results comprise wheel set, wind power and wheel-rail contact force under different loads.
Step S5: a typical track element segment (track spiral segment) finite element simulation model was built in ANSYS APDL.
Step S6: and taking the ADAMS wheel-rail contact force after the post-processing as a stress source for analysis, and realizing the loading of the moving load of the roller coaster by adopting a two-dimensional array loading mode. And selecting a complete solution model based on Newmark in ANSYS to solve a transient kinetic equation, so as to carry out transient kinetic analysis and finally obtain the vibration response of each structure of the rail.
In a finite element simulation model, the ADAMS wheel-rail contact force subjected to post-processing is used as a stress source for analysis, and the loading of the moving load of the roller coaster is realized by adopting a two-dimensional array loading mode, so that transient dynamics analysis is carried out, and the vibration response of each structure of the rail is obtained.
Because the roller coaster track structure is huge and the shape is that the space curve is more complicated, this embodiment adopts non-structural tetrahedron net to divide. Carrying out ADAMS (automatic dynamic analysis of moving load) on the whole-track dynamics of the roller coaster to obtain a wheel-track contact force, and carrying out postprocessing by using AMDAS (advanced dynamic data acquisition) to obtain a wheel-track contact force point group at a specific moment and a specific position; selecting a proper number of extracted loads according to the length of the track; and creating a two-dimensional time-load loading array, and finding corresponding application nodes according to the positions of the wheel sets at different moments.
The above process is very labor-intensive, and the embodiment adopts the APDL language to perform the batching operation to complete quickly.
In this embodiment, the vibration response analysis of each structure of the track is specifically as follows:
1. sleeper analysis
A plurality of nodes on the sleeper are selected, the nodes are numbered from 1 to 4, the distribution direction is from the rail pipe to the support pipe, the node 1 is located at the joint of the sleeper and the rail pipe, the node 4 is located at the joint of the sleeper and the support pipe, and distribution of Z-direction vibration displacement and Y-direction vibration displacement of the sleeper node is shown in figures 3 and 4.
As can be seen from fig. 3 and 4, the displacement deformation of the joint between the sleeper rail and the rail pipe is the largest, the maximum Y-direction displacement can reach 5.56mm, the displacement deformation of the joint between the sleeper rail and the supporting pipe is the smallest, which is 1.25mm, the vibration displacement distribution is reduced in sequence along the distribution direction (from the rail pipe to the supporting pipe along the sleeper rail), and in the whole operation process, because different wheel sets are alternately subjected to large displacement positive and negative deformation, fatigue is easily generated at the joint between the sleeper rail and the rail pipe, so the cross-sectional shape of the sleeper rail is considered in the design, the sleeper rail pipe is easily welded under the condition of meeting the strength requirement, and after the welding is finished, the weld at the point with larger stress of the rail section is also inspected, and the rail quality is ensured.
2. Pillar analysis
A plurality of nodes on the upright are selected, the node numbers are from 1 to 4, the distribution directions are from the supporting tube to the bottom of the upright, the node 1 is arranged at the joint of the supporting tube and the upright, the node 4 is arranged at the bottom of the upright, and the Z-direction vibration displacement and the Y-direction vibration displacement of the upright node are distributed as shown in fig. 5 and fig. 6.
It can be seen from fig. 5 and 6 that the vibration displacement distribution is gradually reduced from top to bottom along the column, and the displacement deformation of the column is very small, so that the structure of the column completely meets the deformation requirement, and the reduction of the column section can be considered to reduce the cost.
3. Orbital tube analysis
The distribution of the Z-direction vibration displacement and the Y-direction vibration displacement of the node on the orbital tube is shown in FIGS. 7 and 8.
As can be seen from fig. 7 and 8, the maximum Z-direction displacement of the rail tube is 5.01mm, the maximum Y-direction displacement is 5.92mm, and the large deformation affects the smoothness of the roller coaster during driving, thereby causing a stuck phenomenon, so that it is considered that the number of sleepers is increased in the spiral section, thereby increasing the rigidity of the rail section and reducing the deformation.
4. Support tube analysis
The distribution of the Z-direction vibration displacement and the Y-direction vibration displacement of the node on the orbital tube is shown in FIGS. 9 and 10.
It can be known from fig. 8 and 9 that the maximum Z-direction displacement of the support tube is 2.78mm, the maximum Y-direction displacement is 4.98mm, and since the sleepers and the columns are connected with the support tube, the support tube has a larger structural rigidity and a smaller deformation, and the sectional area of the support tube can be reduced properly.
Example 2
The present embodiment provides a roller coaster design method, which performs roller coaster design based on the test result of the roller coaster track vibration response test method described in embodiment 1.
Example 3
The embodiment provides a roller coaster detection and maintenance method, which is used for performing roller coaster detection and maintenance based on the test result of the roller coaster track vibration response test method in the embodiment 1.
The foregoing detailed description of the preferred embodiments of the invention has been presented. It should be understood that numerous modifications and variations could be devised by those skilled in the art in light of the present teachings without departing from the inventive concepts. Therefore, the technical solutions that can be obtained by those skilled in the art through logical analysis, reasoning or limited experiments based on the prior art according to the concepts of the present invention should be within the scope of protection determined by the present invention.
Claims (10)
1. A roller coaster track vibration response test method based on wheel-rail coupling is characterized by comprising the following steps:
1) Establishing a roller coaster dynamics simulation model;
2) Setting constraints for simulating the actual running condition of the roller coaster in the roller coaster dynamics simulation model, wherein the constraints comprise point-line constraints for simulating the coupling of the roller coaster wheels and wheel tracks between tracks;
3) Adding a load on the roller coaster dynamics simulation model;
4) Solving the roller coaster dynamics simulation model to obtain wheel-rail contact forces of different wheel sets, different wind forces and different loads;
5) Establishing a finite element simulation model of the typical track unit section;
6) And in the finite element simulation model, performing transient dynamics analysis based on the wheel-rail contact force obtained in the step 4) to obtain the vibration response of each structure of the track.
2. The roller coaster track vibration response testing method based on wheel rail coupling of claim 1, wherein the roller coaster dynamics simulation model comprises a simplified car body model and a track model.
3. The roller coaster track vibration response test method based on wheel-track coupling of claim 2, wherein the simplified vehicle body model is provided with a positioning ball for assisting dynamic simulation.
4. The roller coaster track vibration response test method based on wheel-track coupling of claim 2, wherein the track model is established based on global coordinates of points on center curves of the left and right tracks.
5. The roller coaster track vibration response test method based on wheel track coupling of claim 1, wherein the constraint further comprises setting a fixed pair and a revolute pair relationship.
6. The roller coaster track vibration response test method based on wheel track coupling of claim 1, wherein the load comprises gravity, friction, wind resistance and traction of climbing section.
7. The roller coaster track vibration response test method based on wheel track coupling of claim 1, wherein in the step 4), an integral solver is adopted to solve the roller coaster dynamics simulation model.
8. The roller coaster track vibration response test method based on wheel-track coupling of claim 1, wherein the transient dynamics analysis specifically is:
the wheel-rail contact force is used as a stress source, the loading of the moving load of the roller coaster is realized by adopting a two-dimensional array loading mode, and transient dynamics analysis is carried out.
9. A roller coaster design method, wherein roller coaster design is performed based on a test result of the roller coaster track vibration response test method of claim 1.
10. A roller coaster test maintenance method, characterized in that roller coaster test maintenance is performed based on the test result of the roller coaster track vibration response test method of claim 1.
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