铁路道床有砟-无砟过渡段动力特性的DEM-FEM耦合分析

针对铁路道床有砟-无砟过渡段的结构特点,采用离散元-有限元耦合模型分析散体道砟和无砟道床间过渡段的动力特性。散体道砟道床和无砟道床分别采用离散元方法 DEM和有限元方法 FEM模拟,而在过渡段将道砟颗粒嵌入无砟道床以增加道砟颗粒与无砟道床间的咬合力,并在离散元和有限元耦合区域实现了力学参数的传递。采用以上DEM-FEM耦合方法对有砟-无砟道床及其过渡段在列车荷载作用下的沉降过程进行了数值分析。计算结果表明,离散元方法中道砟颗粒间的力链呈现非对称梯形分布,其与有限元方法中的应力分布趋势一致;采用嵌入式道砟颗粒的方法可以增加有砟-无砟过渡段道砟间的咬合力,有效约束道砟颗粒的位移,减少有砟-无砟道床间的沉降差异。本文计算模型可以合理地分析有砟道床的力链分布以及无砟道床的应力分布,确定列车荷载下道床有砟-无砟过渡段的动力学行为。     

冲角工况下列车车轮损伤机理研究

曲线通过和蛇行运动时将会在轮轨间产生一定的冲角,为探究列车车轮在冲角工况下的损伤机理,利用JD-1轮轨模拟试验机对列车车轮进行滚动接触疲劳试验.结果表明:在冲角工况下车轮试件磨痕的不同区域存在不同的损伤机理,按损伤机理的不同可以将其分为塑性堆积区、疲劳损伤区和磨损区三个区域.在应力发生剧烈变化且应力方向由高应力区指向低应力区的区域将会出现材料的塑性堆积,并且在堆积处产生疲劳裂纹.滚动接触下的疲劳裂纹可以萌生于表面和亚表面,在较强应力作用下,车轮材料的晶粒发生了明显的细化,在横截面上呈现出纤维状组织.     

高速铁路连续箱型梁桥的动力响应与减振分析

根据列车具体的轴距和轴重,建立了和谐号动车组CRH380AL型列车简化模型;对高速铁路两跨连续梁桥采用多自由度欧拉伯努利梁单元进行主梁的模拟,并将液体黏滞阻尼器模拟为有限元阻尼单元;采用Newmark直接积分方法求解了高速列车作用下的连续梁桥运动方程,数值分析了列车车速以及液体黏滞阻尼器的阻尼系数对于高速铁路连续梁桥振动响应的影响。结果表明:黏滞阻尼器对于桥梁具有明显的减振效果,阻尼力不仅与阻尼系数有关还与列车时速有关;同一黏滞阻尼器条件下,桥梁的最大加速度并不随列车速度的增加而单调增加,而是在某些特定列车车速下桥梁的最大加速度出现了峰值,且随着黏滞阻尼器的阻尼系数增大,桥梁振动响应峰值处的最大加速度减幅不同;同一列车时速的条件下,桥梁的减振效果并不是随着阻尼系数的递增呈正比递增,而是随着阻尼系数的增大,阻尼器的减振效果增幅在减小。     

Characterization of Diamond Nanoparticles by High-Speed Micro-Thermal Field-Flow Fractionation

Micro-thermal field-flow fractionation was used to characterize the particle size distribution of nanometer-sized diamond nanoparticles. Although the experimental conditions were chosen to perform high-speed separation, and, consequently, the resolution achieved experimentally was not very high, the application of the original correction method for the zone spreading allowed for obtaining of very good calculated particle size distribution or, explicitly, a true polydispersity index of the diamond nanoparticle sample. The future use of several samples of diamond nanoparticles of different average sizes and different surface chemistries should allow deeper insight into the effect of these particulate characteristics on the retention in micro-thermal field-flow fractionation.     

Formation of molten metal films during metal-on-metal slip under extreme interfacial conditions

The present paper describes results of plate-impact pressure-shear friction experiments conducted to study time-resolved growth of molten metal films during dry metal-on-metal slip under extreme interfacial conditions. By employing tribo-pairs comprising hard tool-steel against relatively low melt-point metals such as 7075-T6 aluminum alloys, interfacial friction stress ranging from 100 to and slip speeds of approximately have been generated. These relatively high levels of friction stress combined with high slip-speeds generate conditions conducive for interfacial temperatures to approach the melting point of the lower melt point metal (Al alloy) comprising the tribo-pair.A Lagrangian finite element code is developed to understand the evolution of the thermo-mechanical fields and their relationship to the observed slip response. The code accounts for dynamic effects, heat conduction, contact with friction, and full thermo-mechanical coupling. At temperatures below the melting point the material is described as an isotropic thermally softening elastic-viscoplastic solid. For material elements with temperatures in excess of the melt point a purely Newtonian fluid constitutive model is employed.The results of the hybrid experimental-computational study provides new insights into the thermoelastic-plastic interactions during high speed metal-on-metal slip under extreme interfacial conditions. During the early part of frictional slip the coefficient of kinetic friction is observed to decrease with increasing slip velocity. During the later part transition in interfacial slip occurs from dry metal-on-metal sliding to the formation of molten Al films at the tribo-pair interface. Under these conditions the interfacial resistance approaches the shear strength of the molten aluminum alloy under normal pressures of approximately 1- and shear strain rates of . The results of the study indicate that under these extreme conditions molten aluminum films maintain a shearing resistance as high as .Scanning electron microscopy of the slip surfaces reveal molten aluminum to be smeared on the tribo-pair interface. Knoop hardness measurements in 7075-T6 Al alloy at various depths from the slip interface indicate that the hardness increases approximately linearly with depth and reaches a plateau at approximately from the surface.     

吊车压轨器强度的实验测试

宽厚板厂房的行车轨道在行车运行时承受来自行车水平导向轮的水平推力，该水平推力可能导致压轨器破坏，为确保压轨器的安全设计，采用平面光弹性、三维光弹性进行实验测试，分析在最不利工况下，各种压轨器所承担的水平推力份额，压轨器的变形和应力分布，给出强度分析评估，确定系统中各个压轨器以及固定螺栓的关键部位的应力水平。     

On a New Route to Chaos in Railway Dynamics

Cooperrider's mathematical model of a railway bogie running on a straight track has been thoroughly investigated due to its interesting nonlinear dynamics (see True [1] for a survey). In this article a detailed numerical investigation is made of the dynamics in a speed range, where many solutions exist, but only a couple of which are stable. One of them is a chaotic attractor.Cooperrider's bogie model is described in Section 2, and in Section 3 we explain the method of numerical investigation. In Section 4 the results are shown. The main result is that the chaotic attractor is created through a period-doubling cascade of the secondary period in an asymptotically stable quasiperiodic oscillation at decreasing speed. Several quasiperiodic windows were found in the chaotic motion.This route to chaos was first described by Franceschini [9], who discovered it in a seven-mode truncation of the plane incompressible Navier–Stokes equations. The problem investigated by Franceschini is a smooth dynamical system in contrast to the dynamics of the Cooperrider truck model. The forcing in the Cooperrider model includes a component, which has the form of a very stiff linear spring with a dead band simulating an elastic impact. The dynamics of the Cooperrider truck is therefore non-smooth.The quasiperiodic oscillation is created in a supercritical Neimark bifurcation at higher speeds from an asymmetric unstable periodic oscillation, which gains stability in the bifurcation. The bifurcating quasiperiodic solution is initially unstable, but it gains stability in a saddle-node bifurcation when the branch turns back toward lower speeds.The chaotic attractor disappears abruptly in what is conjectured to be a blue sky catastrophe, when the speed decreases further.     

Variation of fiber orientation in turbulent flow inside a planar contraction with different shapes

In this study, we have investigated the influence of shape of planar contractions on the orientation distribution of stiff fibers suspended in turbulent flow. To do this, we have employed a model for the orientational diffusion coefficient based on the data obtained by high-speed imaging of suspension flow at the centerline of a contraction with flat walls. This orientational diffusion coefficient depends only on the contraction ratio and turbulence intensity. Our measurements show that the turbulence intensity decays exponentially independent of the contraction angle. This implies that the turbulence variation in the contraction is independent of the shape, consistent with the results by the rapid distortion theory and the experimental results of axisymmetric contractions. In order to determine the orientation anisotropy, we have solved a Fokker–Planck type equation governing the orientation distribution of fibers in turbulent flow. Although the turbulence variation and the orientational diffusion are independent of the contraction shape, the results show that the variation of the orientation anisotropy is dependent on shape. This can be explained by the variation of the rotational Péclet number, Pe_r, inside the contractions. This quantity is a measure of the importance of the mean rate of the strain relative to the orientational diffusion. We have shown that when Pe_r < 10 turbulence can significantly influence the evolution of the orientation anisotropy. Since in contractions with identical inlet conditions the streamwise position where Pe_r = 10 depends on the shape, the orientation anisotropy is dependent on the variation of rate of strain in a given contraction. We demonstrate the shape effect by considering contraction with flat walls as well as three contractions with different mean rate of strain variation.