高速机车构架拓扑优化仿真

张开林; 周春平

doi:10.19818/j.cnki.1671-1637.2009.06.009

高速机车构架拓扑优化仿真

doi: 10.19818/j.cnki.1671-1637.2009.06.009

西南交通大学牵引动力国家重点实验室, 四川成都 610031

基金项目:

国家自然科学基金项目 50875219

牵引动力国家重点实验室自由探索自主研究课题 2008TPL_T06

详细信息

作者简介:
张开林(1967-), 男, 江苏镇江人, 西南交通大学教授, 工学博士, 从事机车车辆结构与疲劳强度研究

中图分类号: U260.331
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出版历程
- 收稿日期: 2009-08-21
- 刊出日期: 2009-12-25

Topology optimization simulation of framework for high-speed locomotive

Traction Power State Key Laboratory, Southwest Jiaotong University, Chengdu 610031, Sichuan, China

More Information

Author Bio:
ZHANG Kai-lin(1967-), male, professor, PhD, +86-28-87600660, zhangkailin@mail.swjtu.edu.cn

摘要

摘要: 为了获得高速机车构架最优轻量化的结构方案, 基于渐进结构优化法(ESO), 应用ANSYS单元生死功能的二次开发, 设定一应力阀值, 将相对低应力或低应变能密度的单元“杀死”, 通过APDL语言编制拓扑优化程序, 对某高速动力车辆转向架构架内部筋板位置进行了拓扑优化仿真, 提出了构架梁体内部筋板的最优拓扑位置, 并对构架的板厚进行了尺寸优化。仿真结果表明: 构架前后端梁应力优化后增加了30%左右, 侧梁应力优化后增加了10%左右, 构架整体应力分布更趋于均匀; 通过对构架结构的拓扑及尺寸优化, 构架质量减轻了143.92kg, 减幅约为10%, 在实现等强度设计的同时, 达到了构架轻量化的目的。
- 高速机车 /
- 构架 /
- 拓扑优化 /
- 单元生死 /
- APDL语言
Abstract: In order to obtain the most superior lightweight locomotive frame structure, based on ESO (evolutionary structural optimization), the ANSYS's birth and death of element function redevelopment were applied, the element with relatively low stress or low strain energy density was "killed" by setting a stress threshold, and the topology optimization procedure was established by APDL.The interior ribbed plate position of bogie frame for high-speed power vehicle was simulated by ESO, the optimal topological location of the interior ribbed plate was determined, and the thickness of the plate was optimized.The result shows that the stress of the end beam in bogie frame increases by about 30%, the stress of the lateral beam in bogie frame increases by about 10% after the structure is optimized, and the overall stress distribution of the frame tends even.Through framework topology and size optimization, the mass of bogie frame reduces by 143.92 kg, and the reducing rate is about 10%, so the lightweight purpose of bogie frame achieves based on the uniform strength design of bogie frame.
- high-speed locomotive /
- bogie frame /
- topology optimization /
- birth and death of element /
- APDL language

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图 1 二次开发程序流程

Figure 1. Redevelopment procedure

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图 2 设计区域计算模型

Figure 2. Computational model of design region

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图 3 优化后侧梁筋板拓扑结构

Figure 3. Topology structure of ribbed plate in lateral beam after optimization

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图 4 优化后牵引后端梁筋板拓扑结构

Figure 4. Topology structure of ribbed plate in drawing rear end-beam after optimization

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图 5 优化后前端梁筋板拓扑结构

Figure 5. Topology structure of ribbed plate in front end-beam after optimization

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图 6 构架最大应力曲线

Figure 6. Maximum stress curve of bogie frame

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图 7 活单元总体积曲线

Figure 7. Total volume curve of living elements

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图 8 优化前侧梁筋板布置

Figure 8. Schematic layout of ribbed plate in lateral beam before optimization

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图 9 优化后侧梁筋板布置

Figure 9. Schematic layout of ribbed plate in lateral beam after optimization

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图 10 优化后构架Top面应力分布

Figure 10. Top surface stress distribution of optimized bogie frame

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图 11 优化后构架Goodman图

Figure 11. Goodman chart of optimized bogie frame

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表 1 尺寸优化结果

Table 1. Result of size optimization mm

序号	物理意义	初值	下限值	上限值	优化结果
1	侧梁上盖板	10	6	16	8
2	侧梁内、外立板	8	6	12	7
3	侧梁立板加强板	12	8	18	9
4	侧梁筋板	6	5	10	5
5	前端梁上盖板	8	5	12	6
6	前端梁下盖板	10	6	16	6
7	前端梁内、外立板	8	6	12	9
8	前端梁吊装孔立板	6	5	10	5
9	牵引后端梁上盖板	10	6	16	9
10	牵引后端梁牵引处下盖板	24	18	30	22
11	牵引后端梁非牵引处下盖板	14	10	20	10
12	牵引后端梁内、外立板	8	5	12	6
13	牵引后端梁筋板	6	5	10	8
14	侧梁下盖板	10	6	16	14

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表 2 优化前、后各参数对比

Table 2. Comparison of each parameter values before and after optimization

参数	左侧梁的σ_max/MPa	右侧梁的σ_max/MPa	牵引后端梁的σ_max/MPa	前端梁的σ_max/MPa	构架总质量/kg
优化前	176.50	189.06	101.29	64.53	1 387.89
优化后	199.18	202.62	129.74	85.27	1 243.97
变化值	22.68	13.56	28.45	20.74	-143.92
变化率/%	12.85	7.17	28.09	32.14	-10.37

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