关键词: 大型凹底车, 刚柔耦合, 动态挠度, 结构阻尼

Abstract: For DA37 center-depressed flatcar, the full rigid-flex coupling model was established with flexible center-depressed flatcar, chassis and underframes. To tackle the stable equilibrium problem in initial condition of center-depressed flatcar, the convergence methodology of quasi-equilibrium was proposed with large structural damping, by which the quasi-static deflections relative error of laden center-depressed flatcar reached to 3.2%. To make up the shortage of experimental data, the twisting deformation （0.26～0.31）deg of chassis, under such serious bias load as the 500mm lateral displacement of the laden flatcar, could be obtained further from the multi-simulation contrast of various rigid-flex coupling modes. The low-velocity simulation comparison of small radius curve negotiation showed that the inner-guiding curve negotiation of minimum radius R300m should be taken as the dangerous operation condition of minimum highness from rail surface. According to the positive influence of superelevation to the flatcar bottom raised from rail surface, it was suggested that the suitable superelevation (20～30) mm was necessary in the minimum radius curve negotiation. The following conclusions were confirmed in many normal line running simulations：due to the huge mass and inertia moment of laden center-depressed flatcar, the strong displacement vibration was not possible to be produced in flatcar bottom.

Key words: large center-depressed flatcar, rigid-flex coupling, dynamical deflection, structural damping