基于SPH方法铁路车轴遭受道砟撞击的数值模拟

敬霖; 韩亮亮; 周彭滔

doi:10.11883/bzycj-2016-0265

基于SPH方法铁路车轴遭受道砟撞击的数值模拟

doi: 10.11883/bzycj-2016-0265

西南交通大学牵引动力国家重点实验室, 四川成都 610031

基金项目:

国家自然科学基金项目 51475392

国家自然科学基金项目 11772275

西南交通大学引进人才科研启动项目 2682015RC09

牵引动力国家重点实验室自主研究课题项目 2015TPL_T02

详细信息

作者简介:
敬霖(1984-), 男, 博士, 副研究员, jinglin@home.swjtu.edu.cn

中图分类号: O347.1;U271.91
计量
- 文章访问数: 5126
- HTML全文浏览量: 1909
- PDF下载量: 202
- 被引次数: 0
出版历程
- 收稿日期: 2016-08-26
- 修回日期: 2017-03-28
- 刊出日期: 2018-05-25

A numerical simulation of railway axles subjected to ballast impact based on SPH method

State Key Laboratory of Traction Power, Southwest Jiaotong University, Chengdu 610031, Sichuan, China

摘要

摘要: 基于非线性有限元软件LS-DYNA及其提供的SPH（smoothed particle hydrodynamics）算法，建立了高速铁路车轴遭受道砟撞击的计算分析模型，考察了不同撞击速度、道砟形状和尺寸，以及撞击角度工况下车轴的动态响应。给出了撞击力和车轴受撞击处变形的响应特征，分析了车轴最大残余变形与撞击力峰值之间的关系，探讨了不同工况下车轴的撞击损伤规律。结果表明，撞击力峰值和车轴变形（包括瞬态变形和残余变形）均随着撞击速度、道砟直径和撞击角度的增大而增大，车轴最大残余变形与撞击力峰值呈近似线性增大关系，车轴的量纲一压痕深度（残余变形）与吸收冲击能平方根成线性关系。
- 铁路车轴 /
- 道砟 /
- 撞击响应 /
- SPH方法 /
- 有限元
Abstract: Based on the nonlinear finite element software LS-DYNA and smoothed particle hydrodynamics (SPH) method, a computational model of high-speed railway axles subjected to ballast impact was built. Influences of impact velocity, ballast shape and size, and impact angle on the dynamic response of axles were examined. The response characteristics of the impact force and the deformation at the impact point were given, and the relationship between the peak impact force and the maximum residual deformation of the axle was also analyzed. Finally, the impact damage regularity of the axle under different conditions was also explored. Numerical results show that both the peak impact force and the deformation of the axle, including both transient and residual deformation, increase with the increase of initial impact velocity, ballast size and impact angle, respectively, and an approximately linear increase between the maximum residual deformation and peak impact force is found. Besides, the normalized indentation depth (residual deformation) of axles increases linearly with the square root of impact energy.
- railway axles /
- ballast /
- impact response /
- SPH method /
- finite element

HTML全文

图 1 车轴的有限元模型

Figure 1. The finite element model of the axle

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图 2 道砟实物和SPH模型

Figure 2. Photo and computational models of the ballast

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3a t=0 ms时道砟撞击车轴的典型等效应力云图

3a. Typical effective stress contours of the axle subjected to ballast impact at t=0 ms

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3b t=0.15 ms时道砟撞击车轴的典型等效应力云图

3b. Typical effective stress contours of the axle subjected to ballast impact at t=0.15 ms

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3c t =0.20 ms时道砟撞击车轴的典型等效应力云图

3c. Typical effective stress contours of the axle subjected to ballast impact t =0.20 ms

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3d t =0.27 ms时道砟撞击车轴的典型等效应力云图

3d. Typical effective stress contours of the axle subjected to ballast impact at t =0.27 ms

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3e t =0.40 ms时道砟撞击车轴的典型等效应力云图

3e. Typical effective stress contours of the axle subjected to ballast impact at t =0.40 ms

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3f t =0.60 ms时道砟撞击车轴的典型等效应力云图

3f. Typical effective stress contours of the axle subjected to ballast impact at t =0.60 ms

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图 4 不同速度下正四面体道砟撞击车轴时的力与变形响应时程曲线

Figure 4. Force and displacement history curves of the axle subjected to the regular-tetrahedron-ballast impact at different velocities

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图 5 不同速度下球形道砟撞击车轴时的力与变形响应时程曲线

Figure 5. Force and displacement history curves of the axle subjected to the spherical ballast impact at different velocities

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图 6 不同尺寸道砟以400 km/h的速度撞击车轴时的力与变形响应时程曲线

Figure 6. Force and displacement history curves of the axle subjected to the impact of the ballastswith different sizes at 400 km/h

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7a 正四面体道砟以100 km/h的速度、不同的角度撞击车轴时的力和位移响应曲线

7a. Force and displacement response history curves of the axle subjected to the regular-tetrahedron ballast impact with different angles at 100 km/h

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7b 正四面体道砟以200 km/h的速度、不同的角度撞击车轴时的力和位移响应曲线

7b. Force and displacement response history curves of the axle subjected to the regular-tetrahedron ballast impact with different angles at 200 km/h

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7c 正四面体道砟以300 km/h的速度、不同的角度撞击车轴时的力和位移响应曲线

7c. Force and displacement response history curves of the axle subjected to the regular-tetrahedron ballast impact with different angles at 300 km/h

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7d 正四面体道砟以400 km/h的速度、不同的角度撞击车轴时的力和位移响应曲线

7d. Force and displacement response history curves of the axle subjected to the regular-tetrahedron ballast impact with different angles at 400 km/h

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图 8 球形道砟以不同初始速度和角度撞击车轴时的撞击力和位移响应时程曲线

Figure 8. Force and displacement response history curves of the axle subjected to the spherical ballast impact with different angles at different impact velocities

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图 9 车轴遭受道砟撞击残余变形与撞击力峰值的关系

Figure 9. Relationship between peak impact force and residual deformation of the axle subjected to ballast impact

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图 10 不同撞击角度下车轴遭受道砟撞击残余变形与撞击力峰值的关系

Figure 10. Relationship between peak impact force and residual deformation of the axle subjected to ballast impact at different angles

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图 11 车轴量纲一压痕深度与吸收冲击能平方根之间的关系

Figure 11. Relationship between the normalized indentation depth and the square root of impact energy

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