铁路桥梁弹塑性护栏设计及碰撞仿真研究
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摘要
提出一种适用于高速铁路桥梁弹塑性护栏设计,由立柱、吸能块和横梁组成。以3个组成部分的壁厚为设计变量,以吸能量和最大峰值力为目标响应,通过数值仿真得到优化拉丁超立方试验设计的样本空间。基于最小二乘法构建关于目标响应的三阶多项式响应面模型,通过多目标遗传算法对弹塑性护栏各组成部分的壁厚进行优化设计。以多目标优化设计的"平衡解"为弹塑性护栏的壁厚尺寸,建立简化的列车-弹塑性护栏-桥梁有限元模型,通过仿真对比现有防护墙和弹塑性护栏对脱轨列车的防护性能。研究结果表明:弹塑性护栏可以降低列车的撞击力,同时可以吸收部分碰撞能量。
A kind of elastic-plastic guardrail for the high-speed railway bridge is proposed in this paper,which is composed of column,energy absorption block and beam.The wall thicknesses of the three parts were used as the design variables,the EA(absorbing energy) and the PCF(maximum peak force) as the target response.The optimal Latin hypercube test design,combined with the finite element simulation to get the sample space.Three order polynomial response surface models for target responses were established based on least square method.The multi-objective genetic algorithm was used to optimize the wall thickness of the elastic-plastic guardrail.The"equilibrium solution" of the multi-objective optimization design were set as the wall thickness of the elasticplastic guardrail,and a simplified train-elastic-plastic guardrail-bridge finite element model was established.The protection performance of the existing protective wall and elastic-plastic guardrail on the derailment train were compared through simulation.The results show that the elastic-plastic guardrail can greatly reduce the impact force of the train and can absorb some collision energy at the same time.
A kind of elastic-plastic guardrail for the high-speed railway bridge is proposed in this paper,which is composed of column,energy absorption block and beam.The wall thicknesses of the three parts were used as the design variables,the EA(absorbing energy) and the PCF(maximum peak force) as the target response.The optimal Latin hypercube test design,combined with the finite element simulation to get the sample space.Three order polynomial response surface models for target responses were established based on least square method.The multi-objective genetic algorithm was used to optimize the wall thickness of the elastic-plastic guardrail.The"equilibrium solution" of the multi-objective optimization design were set as the wall thickness of the elasticplastic guardrail,and a simplified train-elastic-plastic guardrail-bridge finite element model was established.The protection performance of the existing protective wall and elastic-plastic guardrail on the derailment train were compared through simulation.The results show that the elastic-plastic guardrail can greatly reduce the impact force of the train and can absorb some collision energy at the same time.
引文
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[15]XU Ping,YANG Chengxing,PENG Yong,et al.Crash performance and multi-objective optimization of a gradual energy-absorbing structure for subway vehicles[J].International Journal of Mechanical Sciences,2016,107:1-12.
[16]翟婉明,陈果.根据车轮抬升量评判车辆脱轨的方法与准则[J].铁道学报,2001,23(2):17-26.ZHAI Wanming,CHEN Guo.Method and criteria for evaluation of wheel derailment based on wheel vertical rise[J].Journal of the China Railway Society,2001,23(2):17-26.
[2]王川.客货共线铁路桥梁列车脱轨后与防护墙碰撞过程研究[D].长沙:中南大学,2014.WANG Chuan.Research on the process of collision between derailed trains and protective walls on mixed passenger and freight railway bridges[D].Changsha:Central South University,2014.
[3]杜洋,黄小清,汤立群.半刚性护栏系统模型冲击实验研究[J].华南理工大学学报(自然科学版),2003,31(12):66-70.DU Yang,HUANG Xiaoqing,TANG Liqun.Impact experiment of semi-rigid guardrail system model[J].Journal of South China University of Technology,2003,31(12):66-70.
[4]YIN Hanfeng,XIAO Youye,WEN Guilin,et al.Design optimization of a new W-beam guardrail for enhanced highway safety performance[J].Advances in Engineering Software,2017,112:154-164.
[5]YIN Hanfeng,FANG Hongbing,WANG Qian,et al.Design optimization of a MASH TL-3 concrete barrier using RBF-based metamodels and nonlinear finite element simulations[J].Engineering Structures,2016,114:122-134.
[6]Wiebelhaus M J,Lechtenberg K A,Faller R K,et al.Development of a temporary concrete barrier to permanent concrete median barrier approach transition[R].Impact Tests,2010.
[7]Rosenbaugh S K,Faller R K,Bielenberg B W,et al.Development of the MGS approach guardrail transition using standardized steel posts[J].Highway Safety,2010.
[8]Wiebelhaus M J,Sicking D L,Faller R K,et al.Phase I:Development of a non-proprietary,four-cable,high tension median barrier[R].Highway Safety,2011.
[9]Schmidt J,Sicking D L,Faller R K,et al.Phase II:Development of a non-proprietary,four-cable,high tension median barrier[R].Highway Safety,2012.
[10]Stolle C J,Lechtenberg K A,Faller R K,et al.Determination of the maximum mgs mounting height--Phase I crash testing[R].Guardrails,2012.
[11]Julin R D,Faller R K,John R,et al.Determination of the maximum MGS mounting height Phase II detailed analysis[R].Height,2012.
[12]Lechtenberg K A,Bielenbery R W,Faller R K,et al.Midwest guardrail system with southern yellow pine posts[R].Impact Tests,2013.
[13]Elvik R,Christensen P,Amundsen A.Speed and road accidents:An evaluation of the power model[R].Nordic Road&Transport Research,2004.
[14]Borovin?k M,Vesenjak M,Ulbin M,et al.Simulation of crash tests for high containment levels of road safety barriers[J].Engineering Failure Analysis,2007,14(8):1711-1718.
[15]XU Ping,YANG Chengxing,PENG Yong,et al.Crash performance and multi-objective optimization of a gradual energy-absorbing structure for subway vehicles[J].International Journal of Mechanical Sciences,2016,107:1-12.
[16]翟婉明,陈果.根据车轮抬升量评判车辆脱轨的方法与准则[J].铁道学报,2001,23(2):17-26.ZHAI Wanming,CHEN Guo.Method and criteria for evaluation of wheel derailment based on wheel vertical rise[J].Journal of the China Railway Society,2001,23(2):17-26.
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