公铁两用隧道动态响应并行计算分析  

Dynamic response analysis for a highway-railway double-duty tunnel using parallel computing

作　　者：张伟伟[1,2] 金先龙[1,2] 曹露芬[2] 王建炜[2] 王新[2] 

机构地区：[1]机械系统与振动国家重点实验室,上海200240 [2]上海交通大学机械与动力工程学院,上海200240

出　　处：《振动与冲击》2012年第8期164-169,175,共7页Journal of Vibration and Shock

基　　金：国家高技术研究发展计划863项目(2009AA044501);国家自然科学基金项目(11072150;50875166)

摘　　要：具有复杂结构和多种用途的隧道正受到广泛运用。为分析隧道结构在多种载荷下的响应特性,在LS-DYNA环境下,建立列车-隧道-土体的动力耦合三维有限元计算模型,采用基于负载均衡的并行计算技术,解决该大规模非线性有限元模型的求解难题。结果表明:运用动力松弛法加载静应力场可以取得较好的效果;加载静应力场时,隧道与土体接触计算更准确,且应力响应分布规律不同;列车及公路车辆载荷的影响远大于轨道不平度的影响,隧道衬砌在公路车道准静态载荷下的垂向位移约1.15 mm,在列车动载荷作用引起的垂向位移峰值约0.8 mm;基于接触负载均衡的并行计算方法提高约15%的计算效率,而对于CPU数量的选择,需要综合考虑模型的规模和空间拓扑结构。Multi-purpose Tunnels with complex structures are widely used nowadays. A train-tunnel-soil coupled three-dimensional finite element model was established using LS-DYNA, in order to analyze the responses of tunnel structures to a variety of loads. The problem of solving a large-scale nonlinear finite element model was overcome using the contact load balancing parallel computing algorithm. The results indicated that the dynamic relaxation method is a fine approach to preload a static stress field; the contact load between soil and tunnel is more accurately calculated in the simulation with the static stress field, and the stress distribution patterns are different; the effects of train and highway vehicle loads are more significant than those of railway unevenness ; the vertical displacement of tunnel caused by highway quasi-static load is about 1.15 mm, thus the vertical displacement of tunnel caused by train dynamic load fluctuates about 0.8 mm; the contact load balancing parallel computing algorithm improves the computational efficiency about 15%, while the CPU number should be chosen by synthetically considering the model size and the spatial topology of the model.

关 键 词：显式并行有限元 静应力场 车道载荷 列车动载 动力响应 

分 类 号：TU435[建筑科学—岩土工程] U231[建筑科学—土工工程]