共查询到20条相似文献，搜索用时 593 毫秒
1.
Low frequency vibrations induced by underground railways have attracted increasing attention in recent years. To obtain the
characteristics of low frequency vibrations and the low frequency performance of a floating slab track (FST), low frequency
vibration tests on an FST in an underground laboratory at Beijing Jiaotong University were carried out. The FST and an unbalanced
shaker SBZ30 for dynamic simulation were designed for use in low frequency vibration experiments. Vibration measurements were
performed on the bogie of the unbalanced shaker, the rail, the slab, the tunnel invert, the tunnel wall, the tunnel apex,
and on the ground surface at distances varying from 0 to 80 m from the track. Measurements were also made on several floors
of an adjacent building. Detailed results of low frequency vibration tests were reported. The attenuation of low frequency
vibrations with the distance from the track was presented, as well as the responses of different floors of the building. The
experimental results could be regarded as a reference for developing methods to control low frequency vibrations and for adopting
countermeasures. 相似文献
2.
为了研究橡胶浮置板轨道对城市高架箱梁结构的减振特性,建立了高架橡胶浮置板轨道结构三雏有限元模型,分析了当减振器刚度和轨道板长度变化对高架桥系统动力响应影响。研究结果表明。减振器刚度的改变对浮置板前10阶振动频率分布影响较大,对累积质量分数分布特性几乎没有影响,相同阶数条件下浮置板的振动主频随减振器刚度减小而减小;列车通过时浮置板轨道以增大自身的振动来达到减小对桥梁结构振动能量输入的目的,在减振频率范围内,浮置板的减振效果随减振器刚度增大而减小,随浮置板长度的减小而减小。 相似文献
3.
为研究边界摩擦对碟簧隔振器力学性能的影响,基于能量守恒定律推导了在考虑边界摩擦时碟簧隔振器的载荷位移迟滞曲线公式.通过有限元分析与静载试验验证了该公式的正确性.在此基础上研究了边界摩擦对碟簧隔振器承载能力的影响,并通过动载试验研究了边界摩擦对碟簧隔振器的动态性能的影响.试验结果表明:边界摩擦可提供较大的阻尼,使得碟簧隔振器具有良好的阻尼特性,其阻尼比可达0.23;隔振器的耗能、动刚度和阻尼特性对加载幅值更为敏感,而对加载频率敏感度较小.该研究成果对碟簧隔振器设计具有重要的指导意义. 相似文献
4.
为了分析汽车行驶在公路弯道桥头过渡段处时发生的桥头跳车现象对路面受力的影响,建立了四轮双轴载重车辆动力运动模型. 忽略汽车行驶过程中的一切阻尼及减振作用的影响,得出公路桥头跳车处的车辆动力运动方程. 根据车轮在桥头位置阶段的变化,充分考虑其边界受力条件,按位置阶段变化总结得出车辆动力运动方程的解析解. 结合工程实例计算,分析和研究得出汽车在高等级公路弯道路桥过渡段处经历桥头跳车过程中后轮对路面产生的荷载压力方程,此方程可推广应用到复杂应力对路面的影响. 结果显示桥头搭板处容易出现应力过大、集中现象,需要进行补强设计. 相似文献
5.
6.
Phononic crystals that prevent the propagation of waves in a band gap have been widely applied in wave propagation control. In this paper, we propose the use of a metabarrier, based on a locally resonant phononic crystal mechanism, as a floating-slab track bearing to shield the infrastructure in a floating-slab track system from longitudinal waves from the slab, thereby improving mitigation of ground-borne vibrations. The locally resonant band gap properties of the metabarrier were studied based on the finite element method, and the shielding performance was verified by the transmission spectrum. Simplified models for band gap boundary frequencies were built according to the wave modes. Furthermore, a 3D half-track model was built to investigate the overall vibration mitigation performance of the floating-slab track with the metabarrier. An optimization mechanism for the band gap boundary frequencies is proposed. As the low-frequency ground-borne vibrations induced by subways carry the most energy, multi-objective genetic algorithm optimization was conducted to obtain a lower and wider band gap for a better shielding performance. The results show that the retained vibration isolation performance of the low natural frequency, the shielding performance of the band gap, and the controllability of band gap boundary frequencies all contribute to an improvement in overall vibration mitigation performance. The vertical static stiffness of the metabarrier was close to that of the existing bearing of the floating-slab track. An optimized locally resonant band gap from 50 to 113 Hz was generated using the optimization mechanism. 相似文献
7.
《浙江大学学报(A卷英文版)》2021,(1)
The dynamic behaviour of slab and ballast tracks was investigated using measurements and calculations. Hammer impacts and train passages were analysed and measurements were made using geophones(velocity transducers) which had been time-integrated to displacements. The calculations were carried out in the frequency-wavenumber domain for multi-beamon-continuous soil models. The characteristics of the different tracks and track elements were established in theory and by experiment. The frequency-dependent compliances(displacement transfer functions) showed clear rail-on-railpad resonances or highly damped track-soil resonances. Compared to the rail and sleeper, the track slab had much lower amplitudes. The slab track usually had the highest rail amplitudes due to soft railpads. Train passage yielded track displacements which were a superposition of the axle loads from the two neighbouring axles of a bogie and from the two bogies of two neighbouring carriages. This global behaviour was characteristic of the track slab of the slab track, whereas the rails of the slab and the ballast tracks behaved more locally with only one bogie of influence. The measurements agreed very well with the theory of continuous soil in the case of the six measured slab tracks and acceptably well for the six measured ballast tracks. The measurements allowed us to find appropriate model parameters and to check the models. For example, the Winkler model of the soil was found to be less appropriate because it reacted more locally. 相似文献
8.
A 2.5D finite element approach for predicting ground vibrations generated by vertical track irregularities 总被引：1，自引：0，他引：1
Dynamic responses of track structure and wave propagation in nearby ground vibration become significant when train operates
on high speeds. A train-track-ground dynamic interaction analysis model based on the 2.5D finite element method is developed
for the prediction of ground vibrations due to vertical track irregularities. The one-quarter car model is used to represent
the train as lumped masses connected by springs. The embankment and the underlying ground are modeled by the 2.5D finite element
approach to improve the computation efficiency. The Fourier transform is applied in the direction of train’s movement to express
the wave motion with a wave-number. The one-quarter car model is coupled into the global stiffness matrix describing the track-ground
dynamic system with the displacement compatibility condition at the wheel-rail interface, including the irregularities on
the track surface. Dynamic responses of the track and ground due to train’s moving loads are obtained in the wave-number domain
by solving the governing equation, using a conventional finite element procedure. The amplitude and wavelength are identified
as two major parameters describing track irregularities. The irregularity amplitude has a direct impact on the vertical response
for low-speed trains, both for short wavelength and long wavelength irregularities. Track irregularity with shorter wavelength
can generate stronger track vibration both for low-speed and high-speed cases. For low-speed case, vibrations induced by track
irregularities dominate far field responses. For high-speed case, the wavelength of track irregularities has very little effect
on ground vibration at distances far from track center, and train’s wheel axle weights becomes dominant. 相似文献
9.
10.
A high-speed train-track coupling dynamic model is used to investigate the dynamic behavior of a high-speed train operating on a curved track with failed fasteners. The model considers a high-speed train consisting of eight vehicles coupled with a ballasted track. The vehicle is modeled as a multi-body system, and the rail is modeled with a Timoshenko beam resting on the discrete sleepers. The vehicle model considers the effect of the end connections of the neighboring vehicles on the dynamic behavior. The track model takes into account the lateral, vertical, and torsional deformations of the rails and the effect of the discrete sleeper support on the coupling dynamics of the vehicles and the track. The sleepers are assumed to move backward at a constant speed to simulate the vehicle running along the track at the same speed. The train model couples with the track model by using a Hertzian contact model for the wheel/rail normal force calculation, and the nonlinear creep theory by Shen et al. (1984) is used for wheel/rail tangent force calculation. In the analysis, a curved track of 7000-m radius with failed fasteners is selected, and the effects of train operational speed and the number of failed fasteners on the dynamic behaviors of the train and the track are investigated in detail. Furthermore, the wheel/rail forces and derailment coefficient and the wheelset loading reduction are analyzed when the high-speed train passes over the curved track with the different number of continuously failed fasteners at different operational speeds. Through the detailed numerical analysis, it is found that the high-speed train can operate normally on the curved track of 7000-m radius at the speeds of 200 km/h to 350 km/h. 相似文献
11.
Liang LING Xin-biao XIAO Jia-yang XIONG Li ZHOU Ze-feng WEN Xue-song JIN 《浙江大学学报(A卷英文版)》2014,(12):964-983
研究目的：基于车辆-轨道耦合动力学理论分析方法,建立一种高速列车-轨道三维耦合动力学模型,并明确列车-轨道耦合模型与单节车辆-轨道耦合模型在高速列车-车九道耦合动力学性能分析中的差异。创新要点：建立一种高速列车-轨道三维耦合动力学模型,模型中考虑列车的纵向动力学行为以及车间连接装置对列车中不同车辆动态响应的影响,并基本明确完善的列车-轨道耦合模型在高速列车-轨道耦合动力学性能分析中的重要性。重要结论：单节车辆-轨道耦合模型会过高地估计高速列车在运营过程中的振动响应和动力学性能指标,而完善的列车-轨道耦合动力学模型的计算结果则更加接近实际情况。 相似文献
12.
A closed-form out-of-plane dynamic displacement response of a curved track subjected to moving loads was pro- posed. The track structure was modeled as a planar curved Timoshenko beam periodically supported by the double-layer spring-damping elements. The general dynamic displacement response induced by the moving loads along the curve on the elastic semi-infinite space was firstly obtained in the frequency domain, according to the Duhamel integral and the dynamic reciprocity theorem. In the case of the periodic curved track structure subjected to moving loads, the dynamic displacement equation was simplified into a form of summation within the basic track cell instead of the integral. The transfer function for the curved track was expressed in the form of a transfer matrix. Single and series moving loads were involved in the calculation program. For the verification of the analytical model, the mid-span vertical deflection of a simply support curved beam subjected to moving load was recalculated and compared with the same case in the reference. The research results indicate that： under the same moving loads, the displacement response of the curved track decreases slightly with the increasing track radius, and the displacement response of the curved track with the radius greater than or equal to 600 m is almost equivalent to the displacement response of the straight track; the frequency spectrum of the curved track is more abundant than that of the straight track, which may result in more wheel-rail resonance and rail corrugation in the curved lines. 相似文献
13.
14.
ZHANG Zhi ming ZHU Li jin YU Jun 《上海大学学报(英文版)》1999,3(3):227-233
Ｎｏｍａｎｃｌａｔｕｒｅ ｂｉｊ,Ｂｉｊ（ｉ,ｊ＝ｘ,ｙ） ｂｅａｒｉｎｇｄａｍｐｉｎｇａｎｄｎｏｎｄｉｍｅｎｓｉｏｎａｌｄａｍｐｉｎｇｃｏｅｆｆｉｃｉｅｎｔｓ,Ｂｉｊ＝ｂｉｊΨ３ｍｉｎ／（２ｌμ） ｃｍｉｎｍｉｎｉｍｕｍｒａｄｉａｌｃｌｅａｒａｎｃｅｏｆｂｅａｒｉｎｇｄｄｉａｍｅｔｅｒｏｆｂｅａｒｉｎｇｅｕ,Ｅｕｅｃｃｅｎｔｒｉｃｉｔｙａｎｄｒｅｌａｔｉｖｅｅｃｃｅｎｔｒｉｃｉｔｙｏｆｍａｓｓｃｅｎｔｅｒｏｆｒｏｔｏｒ,ｒｅｓｐｅｃｔｉｖｅｌｙ,Ｅｕ＝ｅｕ／ｃｍｉｎＦｓｔａｔｉｃｌｏａｄｏｎｂ… 相似文献
15.
A three-dimensional finite element model was established for a large span concrete filled steel tubular (CFST) arch bridge which is currently under construction. The arch rib, the spandrel columns, the prestressed concrete box-beam, the cast-in-situ concrete plate of bridge deck, the steel box-beam and the crossbeams connecting the two pieces of arch ribs, were modeled by three-dimensional Timoshenko beam elements (3DTBE). The suspenders were modeled by three-dimensional cable elements (3DCE). Both geometric nonlinearity and prestress effect could be included in each kind of element. At the same time a second finite element model with the same geometric and material properties excepted for the sectional dimension of arch rib was set up. Static dynamic analyses were performed to determine the corresponding characteristics of the structure. The results showed that the arch rib's axial rigidity could be determined by static analysis. The stability and vibration of this system could be separated into in-plane modes, out-of-plane modes and coupled modes. The in-plane stability and dynamic characteristics are determined by the arch rib's vertical stiffness and that of out-of-plane is determined by the crossbeams' stiffness and arch rib's lateral stiffness mainly. The in-plane stiffness is much greater than that of out-of-plane for this kind of bridge . The effect of geometric nonlinearity and prestress effect on bridge behavior is insignificant. 相似文献
16.
底座板伸缩刚度对大跨度连续梁桥上CRTSⅡ型板式无砟轨道纵向力的影响 总被引：3，自引：0，他引：3
陈小平 《福建工程学院学报》2011,9(1):1-6
在结构特点分析的基础上,考虑层间传力关系和横向相邻股道的影响,建立了大跨度连续梁桥上CRTSⅡ型板式无砟轨道纵向力计算的空间一体化模型和求解方法。计算分析了列车制动和温度变化作用下底座板伸缩刚度对大跨度连续梁桥上CRTSⅡ型板式无砟轨道纵向力的影响规律,结果表明:列车制动和温度变化作用下系统纵向力变化规律相同,随着底座板伸缩刚度降低,钢轨和桥梁墩台纵向力增加,复合板、剪力齿槽和端刺纵向力减小。 相似文献
17.
以机械传动系统中的斜齿轮啮合为研究对象,在考虑时变刚度、齿侧间隙和啮合误差的情况下,建立了十自由度斜齿轮非线性振动数学模型。以斜齿轮结构参数作为灵敏度分析参数,采用数值分析方法分别研究了斜齿轮系统振动加速度均方根值对齿轮质量、支撑刚度和支撑阻尼的灵敏度。结果表明:主、被动轮横向（y向）振动对各参数敏感度较低,横向振动（x向）与被动轮扭转振动对质量参数、刚度参数、阻尼参数较为敏感,被动轮扭转振动受到阻尼的影响很大,灵敏度在扭转振动固有频率处变化较大。 相似文献
18.
We investigated the behaviors of an active control system of two-stage vibration isolation with the actuator installed in parallel with either the upper passive mount or the lower passive isolation mount. We revealed the relationships between the active control force of the actuator and the parameters of the passive isolators by studying the dynamics of two-stage active vibration isolation for the actuator at the foregoing two positions in turn. With the actuator installed beside the upper mount, a small active force can achieve a very good isolating effect when the frequency of the stimulating force is much larger than the natural frequency of the upper mount; a larger active force is required in the low-frequency domain; and the active force equals the stimulating force when the upper mount works within the resonance region, suggesting an approach to reducing wobble and ensuring desirable installation accuracy by increasing the upper-mount stiffness. In either the low or the high frequency region far away from the resonance region, the active force is smaller when the actuator is beside the lower mount than beside the upper mount. 相似文献
19.
通过Matlab建立某型汽车动力传动系13自由度扭转振动的分析模型,对其在临界转速下振动异常的现象加以分析研究,利用得到广泛使用的偏导数分析方法对该车在理想的无阻尼扭转振动下,系统的固有频率对转动惯量和扭转刚度的灵敏度进行了计算.从转动惯量和扭转刚度的角度分析出对固有频率最敏感的结构参数,从而以避开发动机的激励为目的对其进行修改,实现对固有频率的优化.并结合实验说明理论分析起到了很好的作用,同时还会降低厂家的修改设计费用. 相似文献
20.
对汽车垂直方向振动的分析,对汽车的元件进行合理的简化,建立8自由度动力学模型,给出了模型的质量矩阵、刚度矩阵和阻尼矩阵.根据实际的车型,按比例缩小设计出汽车的振动模拟装置.然后通过凸轮实现路面的模拟输入,利用空气弹簧模拟汽车的内部弹簧元件.根据系统的拉格朗日方程,求解系统8自由度动力学运动微分方程,采用龙格-库塔（Runge-Kutta）法,在Matlab的环境下进行汽车运动求解,得到汽车在不同路面行驶的振动规律. 相似文献