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Chao CHANG, Liang LING, Xiaoyi MA, Fansong LI, Tao LIU, Wanming ZHAI. Finite element model updating methodology and application to flexible resonance of high-speed railway vehicles[J]. Journal of Zhejiang University Science A,in press.Frontiers of Information Technology & Electronic Engineering,in press.https://doi.org/10.1631/jzus.A2400478 @article{title="Finite element model updating methodology and application to flexible resonance of high-speed railway vehicles", %0 Journal Article TY - JOUR
高速列车整备状态车体有限元模型修正方法与应用研究机构：1华东交通大学，机电与车辆工程学院，中国南昌，330013；2西南交通大学，轨道交通运载系统全国重点实验室，中国成都，610031；3中车长春轨道客车股份有限公司，中国长春，130062 目的：车体柔性共振现象对高速列车的运行稳定性与行车安全具有显著影响。因此，建立精确的有限元（FE）模型对于构建刚柔耦合多体动力学模型并揭示高速列车车体柔性共振机理至关重要。首先，本文提出了一种基于实验模态分析（EMA）的高速列车整备状态车体有限元模型修正策略：构建充分考虑实际约束条件的整备状态精细化车体三位有限元模型，采用遗传算法（GA）结合实验模态数据对模型材料属性参数进行迭代优化。随后，基于更新后的车体有限元模型，构建高速列车车辆－轨道刚柔耦合动力学模型。研究表明：数值仿真结果与现场实测结果高度一致，能够准确再现车体柔性共振现象及其异常抖振频率。该研究工作为高速列车车体有限元模型更新与车体柔性振动机理提供了可参考的理论方法与应用场景。 创新点：1.结合实验模态分析与遗传算法，提出针对高速列车整备状态车体的有限元模型修正方法，实现车体有限元模型材料参数的精准优化；2.通过建立考虑实际约束的精细化三维车体有限元模型，并考虑车下附属设备及连接方式对模态特性的影响，提升模型准确度；3.通过将修正后的车体有限元模型应用于车辆－轨道耦合动力学分析，成功复现车体柔性共振现象，并验证模型在动态响应模拟中的有效性，为车体柔性振动问题的研究提供新的技术路径。 方法：1.构建三维车体有限元模型：将车体铝合金外壳、内部配件及底部设备考虑在内，并采用壳单元、梁单元、质量单元等模拟不同结构，定义材料参数并进行初始模态分析（表1和图5）。2.开展车体模态试验：通过电振动台施加随机激励，并布置196个测点采集振动信号，采用PolyMAX方法识别模态参数（频率、振型、阻尼比），并通过MAC、MPC指标验证试验有效性（图6~8）。3.模型修正与优化：基于拉丁超立方抽样进行灵敏度分析，并筛选对模态响应影响显著的参数（弹性模量、密度）；以遗传算法优化参数，使数值模态与实验模态的频率误差小于5%、MAC值大于0.8（图9~12）。4.动力学模型应用：基于修正后的车体模型建立车辆－轨道刚柔耦合动力学模型，通过模拟正常运行及共振工况下的动态响应，并与现场实测数据对比，验证模型对柔性共振的复现能力（图13~15）。 结论：1.修正后的整备状态车体有限元模型在模态参数模拟上与实验结果高度一致，其频率误差显著降低，MAC指标提升，这表明模型能准确反映车体动态特性；2.基于修正模型的车辆－轨道耦合动力学模型，其动态响应（如加速度时程、功率谱密度）与现场实测数据吻合良好，可有效复现车体柔性共振现象；3.该模型修正方法为高速列车车体柔性振动分析及解决共振问题提供了可靠的数值工具，可进一步用于故障识别和优化设计。 关键词组：
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