[1]冯冠杰,陈 淮,王 艳,等.计算车桥耦合振动路面不平度影响的虚拟梁元法〖JP〗[J].长安大学学报(自然科学版),2019,39(05):59-67.
　FENG Guan jie,CHEN Huai,WANG Yan,et al.Virtual beam element method used to calculate the vehiclebridge coupled vibration with road roughness[J].Journal of Chang’an University (Natural Science Edition),2019,39(05):59-67.
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计算车桥耦合振动路面不平度影响的虚拟梁元法〖JP〗()
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长安大学学报（自然科学版）[ISSN:1006-6977/CN:61-1281/TN]

卷:
第39卷
期数:
2019年05期
页码:
59-67
栏目:
桥梁与隧道工程
出版日期:
2019-09-15

文章信息/Info

Title:
Virtual beam element method used to calculate the vehiclebridge coupled vibration with road roughness
作者:
冯冠杰; 陈 淮; 王 艳; 陈代海
(郑州大学 土木工程学院，河南 郑州 450001)
Author(s):
FENG Guanjie;  CHEN Huai;  WANG Yan;  CHEN Daihai
(School of Civil Engineering, Zhengzhou University, Zhengzhou 450001, Henan, China)
关键词:
桥梁工程; 虚拟梁元; 接触分析; 车桥耦合振动; 路面不平度
Keywords:
bridge engineering;  virtual beam element;  contact analysis;  vehiclebridge coupled vibration;  road roughness
文献标志码:
A
摘要:
为了准确、高效计算车桥耦合振动中路面不平度的影响，提出一种在车桥耦合竖向振动分析中处理路面不平度的虚拟梁元法，采用界面接触法建立车辆和路面不平顺轨迹刚性梁间的耦合传力，同时将不平顺轨迹刚性梁模拟成机动体系与桥梁结构建立连接，将虚拟梁元作为车轮的行驶轨迹，简化路面不平度输入时的编程难度。研究结果表明：所设置的虚拟梁元对桥梁结构竖向刚度和自振特性没有影响；虚拟梁元法计算结果受有限元模型网格划分尺寸影响很小，结果稳定性好；不同车辆模型分别以不同速度通过路面平顺状态下的简支梁算例桥梁时，分离迭代法计算的跨中位移最大动挠度与文献结果最大相对偏差1.14%，虚拟梁元法与文献结果最大相对偏差为2.06%；1/4车辆以40 km/h的车速通过算例桥梁时，A级路面不平顺下，2种方法获得的跨中位移动挠度相对偏差为1.58%，B级路面为2.99%，C级路面为3.62%；采用虚拟梁元法计算7自由度空间车辆以不同车速通过平面简支板桥的车桥耦合振动效应时，跨中位移最大动挠度与文献结果最大相对偏差为2.45%；比较分离迭代法和虚拟梁元法在求解同一问题时的CPU time花费，虚拟梁元法用时为分离迭代法的1/4，效率较高。虚拟梁元法可以准确计入路面不平度的影响，且在求解空间车辆和三维桥梁车桥耦合振动问题时具有较高的精度，比传统的分离迭代法具有较高的计算效率。
Abstract:
To accurately and efficiently calculate the effects of road roughness on the vehiclebridge coupling vibration problem, a method employing virtual unevenness beam elements in the contact analysis procedure was proposed to deal with the road roughness. The interface contact method was used to establish the coupling force transfer between the vehicle and the rigid beam of the uneven track. The rigid beam of the uneven track was simulated as a motorized system to establish the connection between the vehicle and the bridge structure， and the rigid beam of the uneven track was set as the driving track of the wheel，the programming difficulty of the input for road roughness was simplified. The results show that the setting of virtual unevenness beam elements has no effect on the structural stiffness and structural natural dynamic characteristics. The results of the virtual beam element method were barely affected by the element size of the finite model of a simply supported beam, and the results are stable. When the example bridge with a smooth surface is crossed by different kinds of vehicles at different speeds, the difference between the separate iteration method results and the reference result is 1.14%, for the midspan maximum dynamic displacement, the difference between the virtual unevenness beam elements method results and the reference result is 2.06%. When the example bridge with road roughness class A is crossed by a 1/4 model vehicle at 40 km/h. The midspan maximum dynamic deflection the difference between the two methods is 1.58%，while with road roughness class B, the difference is 2.99%, and with road roughness class C, the difference is 3.62%. Using the virtual unevenness beam elements method, when the plane slab bridge is crossed by seven degrees of freedom vehicles at different speeds, the maximum difference compared with the reference result is 2.45%. Comparing the CPU time cost between the two methods, the time cost of the separation iterative method is four times that for the virtual unevenness beam element method, which has higher efficiency. The virtual beam element method can accurately take into account the influence of road surface roughness, and has higher accuracy in solving the coupling vibration problems of space vehicles and threedimensional bridges, and exhibit higher calculation efficiency, compared with the traditional separation iteration method. 5 tabs, 10 figs, 25 refs.

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更新日期/Last Update: 2019-10-16