摘要
以DA37凹底车作为研究对象,建立了以凹底架和大小底架等多个柔性体形式的刚柔耦合整车模型。针对凹底架的初始状态稳定平衡问题,提出了大结构阻尼准平衡收敛方法,使重载凹底架准静态挠度的相对误差达到3.2%。为弥补试验数据的不足,通过多种刚柔耦合形式的仿真对比还进一步获得了在重物侧移500 mm严重偏载下大底架侧扭变形(0.26°~0.31°)。小半径曲线低速通过仿真对比表明:应当把内导向最小半径R300 m超高h0曲线通过作为车底最小轨面高度危险工况。根据超高对车底轨面高度抬高的有利影响,建议在最小半径曲线通过时应当有适当的超高量(20 mm^30 mm)。最后,多种正线运行仿真证明了重载凹底车惯性质量很大,车底不会产生强烈的位移振动。
For DA37 center-depressed flatcar,the full rigid-flex coupling model was established with flexible center-depressed flatcar,chassis and underframes.To tackle the stable equilibrium problem in initial condition of center-depressed flatcar,the convergence methodology of quasi-equilibrium was proposed with large structural damping,by which the quasi-static deflection＇s relative error of laden center-depressed flatcar reached to 3.2%.To make up the shortage of experimental data,the twisting deformation（0.26~0.31）deg of chassis,under such serious bias load as the 500mm lateral displacement of the laden flatcar,could be obtained further from the multi-simulation contrast of various rigid-flex coupling modes.The low-velocity simulation comparison of small radius curve negotiation showed that the inner-guiding curve negotiation of minimum radius R300m should be taken as the dangerous operation condition of minimum highness from rail surface.According to the positive influence of superelevation to the flatcar bottom raised from rail surface,it was suggested that the suitable superelevation（20~30） mm was necessary in the minimum radius curve negotiation.The following conclusions were confirmed in many normal line running simulations：due to the huge mass and inertia moment of laden center-depressed flatcar,the strong displacement vibration was not possible to be produced in flatcar bottom.
出处
《计算机集成制造系统》
EI
CSCD
北大核心
2011年第1期109-116,共8页
Computer Integrated Manufacturing Systems
基金
国家863计划资助项目(2006AA04Z160)~~
关键词
大型凹底车
刚柔耦合
动态挠度
结构阻尼
large center-depressed flatcar
rigid-flex coupling
dynamical deflection
structural damping
