A New Car-Body Structure Design for High-Speed EMUs Based on the Topology Optimization Method
Abstract
:1. Introduction
2. Topology Optimization Method of Car-Body Structure
2.1. Homogenization Method
2.2. Variable-Density Method
2.3. Progressive Structural Optimization Method
2.4. Topology Optimization Process of Car-Body Structure
3. Selection of Topology Optimization Design Domain and Model Establishment
3.1. Selection of Topology Optimization Design Domain
3.2. Establishment of Topology Optimization Design Domain Model
3.3. Results of Static Analysis
3.4. Results of Modal Analysis
4. Topology Optimization of Car-Body Structure
4.1. Topology Optimization Design
4.2. Topology Optimization Results
5. Reconstruction of Car-Body Bearing Structure
5.1. Design Method of Truss Car-Body Structure Reconstruction
5.2. Establishment of Car-Body Geometry Model and Finite Element Model
5.3. Finite Element Analysis of the Reconstructed Model
6. Conclusions
Author Contributions
Funding
Institutional Review Board Statement
Informed Consent Statement
Data Availability Statement
Conflicts of Interest
References
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Structure Size | L/mm |
---|---|
Car-body length | 25,000 |
Fixed distance | 17,800 |
Car-body width | 3360 |
Car-body height | 4050 |
Height from coupler centerline to rail surface | 950 |
Working Condition | Load | Restraint | Condition Design Diagram |
---|---|---|---|
Longitudinal load | Compression force of 1500 kN for front-end coupler seat Compression forces of 300, 300, and 400 kN to the front-end wall near the roof, side wall, and chassis, respectively | Longitudinal constraint at the rear end wall | |
Vertical load | 1.3 times the weight of the car body | Vertical restraint at the secondary suspension | |
Torsional load | Unit torsional load 1 kN·m | Full restraint at the secondary suspension | |
Crosswind load | Unit wind pressure 450 Pa | Full restraint at the secondary suspension | |
Three-point support load | - | Apply vertical displacement to constrained support points |
Working Condition | Maximum Von Mises Stress/MPa |
---|---|
Longitudinal load | 86.8 |
Vertical load | 63.3 |
Torsional load | 67.9 |
Crosswind load | 45.0 |
Three-point support load | 36.0 |
Modal Order Number | Mode Shape of the Car-Body Mode | |
---|---|---|
Frequency/Hz | Vibration Mode | |
1 | 21.25 | First vertical bending deformation |
2 | 22.69 | First diamond deformation |
3 | 23.51 | First transverse bending deformation |
4 | 30.64 | Breathing deformation |
Parameter | Description | Value |
---|---|---|
MINDIM | Minimum member size | 150 |
MAXDIM | Maximum member size | 400 |
OBJTOL | Tolerance of target function | 0.005 |
CHECKER | Checkerboard parameter | 1 |
DISCRETE | Discrete parameter | 1 |
Sequence | Description | Number/t | |
---|---|---|---|
1 | Weight of vehicle maintenance equipment (excluding bogie and car-body structure) | 25.46 | |
2 | Weight of bogie | 8.0 | |
3 | Passengers (80 kg/per person) | Capacity: 85 | 6.8 |
Overcrowding: 120 | 9.6 | ||
4 | Servicing equipment | 0.4 | |
5 | Weight of vehicle with capacity passengers (excluding bogie and car-body structure) | 32.26 | |
6 | Weight of vehicle with overcrowding passengers (excluding bogie and car-body structure) | 35.06 |
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Liu, C.; Ma, K.; Zhu, T.; Ding, H.; Sun, M.; Wu, P. A New Car-Body Structure Design for High-Speed EMUs Based on the Topology Optimization Method. Appl. Sci. 2024, 14, 1074. https://doi.org/10.3390/app14031074
Liu C, Ma K, Zhu T, Ding H, Sun M, Wu P. A New Car-Body Structure Design for High-Speed EMUs Based on the Topology Optimization Method. Applied Sciences. 2024; 14(3):1074. https://doi.org/10.3390/app14031074
Chicago/Turabian StyleLiu, Chunyan, Kai Ma, Tao Zhu, Haoxu Ding, Mou Sun, and Pingbo Wu. 2024. "A New Car-Body Structure Design for High-Speed EMUs Based on the Topology Optimization Method" Applied Sciences 14, no. 3: 1074. https://doi.org/10.3390/app14031074