A calculation method and device for bridge structure effects during emergency train stops

Abstract

The present invention discloses a calculation method and device for bridge structure effects during emergency train stopping, which relates to the technical field of bridge analysis. The method includes: based on the established bridge finite element analysis model, obtaining the train track loading node sequence according to the train track loading node spacing; obtaining the node dynamic load time history function and the load arrival time of the train track loading nodes; performing vertical load simulation of the train during deceleration to the stopping state; based on the loading time history function of the braking force, loading the horizontal braking force on the mid-span node of the bridge train track to perform horizontal load simulation of the train during deceleration to the stopping state; establishing a dynamic equation according to the number of longitudinal viscous dampers in the whole bridge, the damping coefficient of a single viscous damper, the velocity exponent, and the friction resistance of the whole bridge bearings, and calculating to obtain the bridge structure effects. The present invention can effectively ensure the safety of bridge and train operation.

Description

Technical Field

[0001] The present invention relates to the technical field of bridge analysis, and particularly relates to a method and device for calculating the structural effects of a bridge when a train makes an emergency stop. Background Art

[0002] In recent years, long-span railway bridges have developed rapidly. For example, the Wufengshan Yangtze River Bridge that has been built carries four railway lines, and the main bridge span reaches 1092 m. For the design of ultra-large railway bridges, low-probability events such as emergency train stops need to be considered. However, when calculating the working conditions of emergency train stops at present, the structural effects generated by train live loads and train braking forces are considered to be on the conservative side, especially the displacement at the beam end is too large, which greatly increases the difficulty of designing the specifications of beam end expansion devices. And large-specification beam end expansion devices are extremely prone to locking phenomena during operation, endangering the comfort and safety of train operation.

[0003] For the calculation method of the structural effects generated during the emergency stop of a train, engineers usually adopt the "static method" of 1+1 load combination. This method calculates the static displacement at the beam end of the train vertical load and the train braking force load respectively, and the sum of the beam end displacements of the two loads is the beam end displacement generated during the emergency stop of the train. Among them, for the train vertical load, through the influence line principle, the most unfavorable train loading position for the beam end displacement is determined, and the train vertical load is applied at the most unfavorable position for static analysis to obtain the maximum and minimum values of the beam end displacement. The train braking force load applies the corresponding horizontal braking force at the mid-span of the bridge according to the relevant railway bridge and culvert design code regulations to calculate the static displacement at the beam end. This static analysis method has the following problems: (1) The emergency stop process of a train is essentially a dynamic time-history effect related to time of the train vertical load and the train horizontal load, and the combined action on the bridge at the same time. However, the "static method" calculates the train vertical load and the train horizontal load separately, and then superimposes the structural effects. This analysis method is completely inconsistent with the actual emergency stop state of the train, and the obtained structural effects are quite different from the true values; (2) The damping effect between the tower and the beam and the friction resistance of the bearing cannot be considered, resulting in inaccurate analysis of the structural effects of the bridge. For example, the calculated beam end displacement structure is too large. Summary of the Invention

[0004] Aiming at the defects existing in the prior art, the purpose of the present invention is to provide a method and device for calculating the structural effects of a bridge when a train makes an emergency stop, which can effectively ensure the safety of the bridge and train operation.

[0005] To achieve the above purpose, a method for calculating the structural effects of a bridge when a train makes an emergency stop provided by the present invention specifically includes the following steps:

[0006] Based on the established finite element analysis model of the bridge, obtain the train track loading node sequence according to the train track loading node spacing;

[0007] Based on the train track loading node sequence, train load pattern, and train deceleration information, obtain the node dynamic load time history function and load arrival time of the train track loading nodes;

[0008] Derive the node dynamic load time history function and load arrival time of each train track loading node to the finite element software for vertical load simulation of the train decelerating to the stopping state;

[0009] Based on the loading time history function of the braking force, apply the horizontal braking force to the mid-span node of the bridge train track for horizontal load simulation of the train decelerating to the stopping state;

[0010] According to the number of longitudinal viscous dampers of the whole bridge, the damping coefficient, velocity exponent of a single viscous damper, and the friction resistance of the whole bridge bearings, establish a dynamic equation and calculate the bridge structural effect.

[0011] On the basis of the above technical solution, for the established bridge finite element analysis model, obtain the train track loading node sequence according to the train track loading node spacing. The specific steps include:

[0012] According to the design drawings of the bridge, establish a bridge finite element analysis model and extract the coordinates of the train track loading nodes;

[0013] According to the coordinates of the train track loading nodes, obtain the train track loading node sequence from the train track loading node spacing.

[0014] On the basis of the above technical solution, after obtaining the train track loading node sequence according to the train track loading node spacing, it further includes:

[0015] Determine the train head stopping position according to the shape of the static influence line, and the midpoint of the train head stop coincides with the most unfavorable loading position of the influence line;

[0016] Calculate the distance between the train head and the beam end when the train stops. The calculation method is:

[0017] L = l1 + 0.5l2

[0018] Where, L represents the distance between the train head and the beam end when the train stops, l1 represents the most unfavorable loading position of the influence line, and l2 represents the train load length.

[0019] On the basis of the above technical solution, for obtaining the node dynamic load time history function and load arrival time of the train track loading nodes according to the train track loading node sequence, train loading pattern, and train deceleration information, the calculation steps for the load arrival time of the node dynamic load of the train track loading nodes are as follows:

[0020] Based on the distance between the train's head and the beam end when the train stops, and the train's deceleration, the train's speed onto the bridge is calculated, and the calculation method is as follows:

[0021]

[0022] Among them, v represents the train's speed onto the bridge, and a represents the train's deceleration;

[0023] Based on the time when the train's head reaches each train track loading node, the arrival time of the node dynamic load at the train track loading node is obtained, and the calculation method is as follows:

[0024]

[0025] Among them, t i represents the arrival time of the node dynamic load at the i-th train track loading node, and S i-1 represents the distance from the (i - 1)-th train track loading node to the starting end of the bridge.

[0026] Based on the above technical solution, according to the train track loading node sequence, train loading pattern, and train deceleration information, the node dynamic load time history function and load arrival time of the train track loading node are obtained. Among them, the calculation steps of the node dynamic load time history function of the train track loading node are as follows:

[0027] Design virtual beam elements between the train track loading node sequences, and calculate the lengths of the virtual beam elements before and after each train track loading node;

[0028] According to the train load pattern, and based on the principle of equivalent nodal force, calculate the nodal forces generated at each train track loading node during the train's movement to obtain the node dynamic load time history function of the train track loading node.

[0029] Based on the above technical solution, the specific loading time history function of the braking force is as follows:

[0030]

[0031] Among them, F x represents the braking force, G represents the train's weight, t represents time, and both t1 and t2 represent the load duration.

[0032] Based on the above technical solution, the specific calculation method of the bridge structural effect is as follows:

[0033]

[0034] Wherein, M represents the structural mass matrix, K represents the structural stiffness matrix, P(t) represents the externally applied excitation force, m represents the number of longitudinal viscous dampers of the entire bridge, C represents the damping coefficient of a single viscous damper, α represents the velocity exponent, f represents the friction force of the entire bridge bearings, x(t) represents the bridge structure effect, represents the first derivative of the bridge structure effect, represents the second derivative of the bridge structure effect.

[0035] A calculation device for bridge structure effects when a train makes an emergency stop provided by the present invention includes:

[0036] A building module, which is used to obtain a train track loading node sequence based on the established bridge finite element analysis model according to the train track loading node spacing;

[0037] A calculation module, which is used to obtain the node dynamic load time history function and load arrival time of the train track loading nodes according to the train track loading node sequence, train load pattern and train deceleration information;

[0038] A simulation module, which is used to transfer the node dynamic load time history function and load arrival time of each train track loading node to finite element software to perform vertical load simulation of the train decelerating to the stop state, and based on the loading time history function of the braking force, load the horizontal braking force on the mid-span node of the bridge train track to perform horizontal load simulation of the train decelerating to the stop state;

[0039] An execution module, which is used to establish a dynamic equation according to the number of longitudinal viscous dampers of the entire bridge, the damping coefficient of a single viscous damper, the velocity exponent and the friction force of the entire bridge bearings, and calculate to obtain the bridge structure effect.

[0040] Based on the above technical solution, the process of obtaining the train track loading node sequence according to the train track loading node spacing based on the established bridge finite element analysis model specifically includes:

[0041] Establish a bridge finite element analysis model according to the design drawings of the bridge, and extract the train track loading node coordinates;

[0042] According to the train track loading node coordinates, obtain the train track loading node sequence from the train track loading node spacing.

[0043] Based on the above technical solution, after obtaining the train track loading node sequence according to the train track loading node spacing, it further includes:

[0044] Determine the train head stop position according to the shape of the static influence line, and the midpoint of the train head stop coincides with the most unfavorable loading position of the influence line;

[0045] Calculate the distance between the train head and the beam end when the train stops. The calculation method is as follows:

[0046] L = l1 + 0.5l2

[0047] Among them, L represents the distance between the train head and the beam end when the train stops, l1 represents the most unfavorable loading position of the influence line, and l2 represents the train load length.

[0048] Compared with the prior art, the advantages of the present invention are as follows: According to the train track loading node sequence, the train load pattern, and the train deceleration information, the node dynamic load time history function and the load arrival time of the train track loading nodes are obtained. Then, based on the loading time history function of the braking force, the horizontal braking force is loaded on the mid-span node of the bridge train track. Finally, considering the dampers and the friction resistance of the bearings of the entire bridge, based on the dynamic method, the bridge structure effect is calculated. That is, the present invention converts the vertical load and the horizontal braking force during the train braking process into dynamic loads, considers the constraint effects of the dampers and the friction resistance, and uses the dynamic method to calculate the bridge structure effect, so that the bridge structure effect during the emergency stop of the train is consistent with the actual effect of the bridge structure, effectively ensuring the safety of the bridge and the train during driving. Description of the Drawings

[0049] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following will briefly introduce the drawings required for the description of the embodiments. Obviously, the drawings in the following description are only some embodiments of the present application. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0050] Figure 1 It is a flowchart of a method for calculating the bridge structure effect during an emergency stop of a train according to an embodiment of the present invention;

[0051] Figure 2 It is an elevation layout drawing of a suspension bridge;

[0052] Figure 3 It is a train loading pattern;

[0053] Figure 4 It is the load arrangement at the train stop point;

[0054] Figure 5 It is the node dynamic load time history function of the train track loading nodes;

[0055] Figure 6 It is the loading time history function of the braking force;

[0056] Figure 7 It is the displacement of the suspension bridge beam end during the train braking process. Detailed Embodiments

[0057] An embodiment of the present invention provides a method for calculating the bridge structure effect during emergency train stopping. According to the train track loading node sequence, train load pattern, and train deceleration information, the node dynamic load time history function and load arrival time of the train track loading nodes are obtained. Then, based on the loading time history function of the braking force, the horizontal braking force is loaded on the mid-span node of the bridge train track. Finally, considering the dampers and bearing friction forces of the entire bridge, the bridge structure effect is calculated based on the dynamic method. That is, the present invention converts the vertical load and horizontal braking force during the train braking process into dynamic loads, considers the constraint effects of dampers and friction forces, and uses dynamics to calculate the bridge structure effect, making the bridge structure effect during emergency train stopping consistent with the actual effect of the bridge structure, effectively ensuring the safety of the bridge and train operation. An embodiment of the present invention also correspondingly provides a device for calculating the bridge structure effect during emergency train stopping.

[0058] To make the objectives, technical solutions, and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present application. Apparently, the described embodiments are some, but not all, of the embodiments of the present application.

[0059] See Figure 1 As shown, an embodiment of the present invention provides a method for calculating the bridge structure effect during emergency train stopping, which can more accurately calculate the bridge structure effect during emergency train stopping and be consistent with the actual effect of the bridge structure, effectively ensuring the safety of the bridge and train operation. The method specifically includes the following steps:

[0060] S1: Based on the established bridge finite element analysis model, obtain the train track loading node sequence according to the train track loading node spacing;

[0061] In the present invention, based on the established bridge finite element analysis model, obtaining the train track loading node sequence according to the train track loading node spacing specifically includes the following steps:

[0062] S101: According to the design drawings of the bridge, establish a bridge finite element analysis model and extract the train track loading node coordinates;

[0063] S102: According to the train track loading node coordinates, obtain the train track loading node sequence from the train track loading node spacing.

[0064] That is, according to the extracted train track loading node coordinates, n train loading node sequences {X} are formed by the loading node spacing d n .

[0065] In the present invention, after obtaining the train track loading node sequence according to the train track loading node spacing, it further includes:

[0066] S111: Determine the train head docking position according to the shape of the static influence line, and the midpoint of the train head docking coincides with the most unfavorable loading position of the influence line;

[0067] S112: Calculate the distance between the train head and the beam end when the train is docking. The calculation method is:

[0068] L = l1 + 0.5l2

[0069] Where, L represents the distance between the train head and the beam end when the train is docking, l1 represents the most unfavorable loading position of the influence line, and l2 represents the train load length.

[0070] S2: Obtain the nodal dynamic load time history function and load arrival time of the train track loading nodes according to the train track loading node sequence, train load pattern, and train deceleration information;

[0071] In the actual application process, a nodal dynamic load conversion program for the train to decelerate and run to docking can be written. This program can automatically generate the nodal dynamic load time history function of the train track loading nodes and the nodal dynamic load arrival time of the train track loading nodes according to the train track loading node sequence, train load pattern, and train deceleration information.

[0072] In the present invention, according to the train track loading node sequence, train loading pattern, and train deceleration information, the nodal dynamic load time history function and load arrival time of the train track loading nodes are obtained. Among them, the calculation steps for the nodal dynamic load arrival time of the train track loading nodes are as follows:

[0073] S201: Calculate the train speed onto the bridge according to the distance between the train head and the beam end when the train is docking, and the train deceleration. The calculation method is:

[0074]

[0075] Where, v represents the train speed onto the bridge, and a represents the train deceleration;

[0076] S202: Obtain the nodal dynamic load arrival time of the train track loading nodes according to the time when the train head reaches each train track loading node. The calculation method is:

[0077]

[0078] Where, t i represents the nodal dynamic load arrival time of the i-th train track loading node, and S i-1 represents the distance from the (i - 1)-th train track loading node to the starting end of the bridge.

[0079] It should be noted that when When it indicates that the train head is parked at the (i - 1)-th train track loading node, at this time, the i-th to n-th train track loading nodes no longer generate nodal forces, so the i-th to n-th train track loading node sequence is deleted, and the train load only acts on the 1st to (i - 1)-th train track loading nodes, and the train track loading node sequence is reduced to {X} n’ , n' = i - 1.

[0080] In the present invention, based on the train track loading node sequence, the train loading pattern, and the train deceleration information, the time history function of the nodal dynamic load and the load arrival time of the train track loading nodes are obtained. Among them, the calculation steps of the time history function of the nodal dynamic load of the train track loading nodes are as follows:

[0081] S211: Design virtual beam elements between the train track loading node sequences, and calculate the lengths of the virtual beam elements before and after each train track loading node;

[0082] S212: According to the train load pattern, and based on the principle of equivalent nodal forces, calculate the nodal forces generated at each train track loading node during the train movement process, and obtain the time history function of the nodal dynamic load of the train track loading nodes.

[0083] That is, design virtual beam elements between the train track loading node sequence {X} n’ , calculate the lengths of the virtual beam elements before and after each train track loading node, and then, according to the train load pattern specified in the "Code for Design of Railway Bridges and Culverts" (TB10002 - 2017), based on the principle of equivalent nodal forces, calculate the nodal forces generated at each train track loading node during the train movement process, so as to obtain the time history function of the nodal dynamic load of the train track loading nodes.

[0084] S3: Transfer the time history function of the nodal dynamic load and the load arrival time of each train track loading node to the finite element software, and conduct a vertical load simulation of the train decelerating to the parked state;

[0085] That is, generate the input file of the finite element software for the time history function of the nodal dynamic load and the arrival time of the nodal dynamic load of each train track loading node, and import it into the finite element software to realize the simulation of the train vertical dynamic load decelerating to the parked state.

[0086] S4: Based on the loading time history function of the braking force, load the horizontal braking force on the mid-span node of the bridge train track, and conduct a horizontal load simulation of the train decelerating to the parked state;

[0087] In the present invention, the loading time history function of the braking force is specifically:

[0088]

[0089] Among them, Fx F represents the braking force, G represents the train weight, t represents time, and both t1 and t2 represent the load duration, which are related to the speed at the start of braking.

[0090] S5: Establish a dynamic equation based on the number of longitudinal viscous dampers in the entire bridge, the damping coefficient of a single viscous damper, the velocity exponent, and the friction force of all bridge bearings, and calculate the bridge structure effect. The bridge structure effect in the present invention can be the displacement at the beam end.

[0091] In the present invention, the specific calculation method of the bridge structure effect is as follows:

[0092]

[0093] Among them, M represents the structural mass matrix, K represents the structural stiffness matrix, P(t) represents the applied excitation force, m represents the number of longitudinal viscous dampers in the entire bridge, C represents the damping coefficient of a single viscous damper, α represents the velocity exponent, f represents the friction force of all bridge bearings, x(t) represents the bridge structure effect, represents the first derivative of the bridge structure effect, represents the second derivative of the bridge structure effect.

[0094] The implementation principle of the present invention is: During the emergency stop of the train, the vertical load and horizontal braking force of the train generate a dynamic load effect on the bridge main girder. The dampers and bearing friction have a restraining effect on the movement of the main girder, offsetting the dynamic load effect generated during the train braking process. The present invention converts the vertical load and horizontal braking force during the train braking process into dynamic loads, considers the restraining effects of the dampers and friction force, and uses dynamics to calculate the structure effect, such as the displacement value at the beam end. At the same time, the present invention calculates the bridge structure effect during the emergency stop of the train, which is consistent with the actual effect of the bridge structure, effectively ensuring the safety of the bridge and train operation.

[0095] The following specifically describes the calculation method of the bridge structure effect during the emergency stop of the train according to the present invention with an example.

[0096] Taking a double-tower five-span railway suspension bridge as an example, the span layout of the suspension bridge is (84 + 84 + 1092 + 84 + 84) m, and the total length of the entire bridge is 1428 m. The elevation layout of the bridge type is as Figure 2 shown. Longitudinal movable bearings are arranged between the main girder and the bridge piers and towers, and viscous dampers are arranged between the bridge towers and the main girder. Two viscous dampers are arranged on both sides of each of the two bridge towers, and there are a total of 8 viscous dampers in the entire bridge. Figure 2 In, label 1 represents the main girder, label 2 represents the bridge tower, label 3 represents the bridge pier, label 4 represents the viscous damper, and label 5 represents the longitudinal movable bearing.

[0097] The train loading pattern selects the ZK load and two-line loading in the "Code for Design of Railway Bridges and Culverts". The loading length is 550 m, the uniformly distributed force q is 64 kN / m, the concentrated force p is 200 kN, the spacing between the four concentrated forces is 1.6 m, and the spacing between the concentrated force and the uniformly distributed force is 0.8 m. The train loading pattern is as shown in Figure 3 shown below.

[0098] Refer to Figure 1 the calculation method of the bridge structure effect when the train makes an emergency stop as shown below. Specifically:

[0099] Step 1: According to the bridge design drawings, establish a finite element analysis model and extract the coordinates of the train track loading nodes. In this example, the spacing d between the train track loading nodes is 14 m, forming a sequence of 103 train track loading nodes {X} 103 . According to the shape of the static influence line, the most unfavorable loading position l1 of the influence line is 439 m. When the train stops, the distance L from the train head to the beam end is L = l1 + 0.5l2 = 439 + 0.5×550 = 714 m.

[0100] Step 2: Write a program for converting the node dynamic load during the train deceleration. The train deceleration a = -0.8 m / s 2 , and calculate the train speed when it gets on the bridge as

[0101] Exclude the nodes after the train stops. The sequence of train track loading nodes is {X} 52 , and calculate the time history function of the dynamic load of each track loading node and the arrival time of the train head.

[0102] Taking the 52nd train track loading node at the train stop point as an example, illustrate the calculation process of the time history function of the node dynamic load and the arrival time of the node dynamic load. The load arrangement at the 52nd train track loading node when the train stops is as shown in Figure 4 shown below.

[0103] (1) Calculate the train speed v = 33.68 m / s when it gets on the bridge;

[0104] (2) Calculate the time when the train head arrives at the 52nd train track loading node. The distance S from the 51st train track loading node to the starting end of the bridge i-1 = 700 m:

[0105]

[0106] (3) Based on the principle of equivalent nodal force, calculate the maximum value F of the dynamic load of the 52nd train track loading node max = 0.5×q×d = 448 kN. The time when the load of the time history function of the node dynamic load increases from 0 to 448 kN After the train stops, the maximum load remains unchanged. Thus,Figure 5 The time - history function of the dynamic load of the shown node

[0107] Step 3: Generate the finite - element software command flow of the time - history function of the dynamic load of each train - track loading node and the load arrival time, and import it into the corresponding finite - element software to realize the simulation of the vertical load movement during the train deceleration process.

[0108] Step 4: According to the loading time - history function of the braking force, apply the horizontal braking force to the mid - span node of the bridge train track. In this example, for the two - line trains, G = 2×35590.4 kN, the train speed during braking is v = 121.25 km / h, t1 = 6 s, t2 = 20 s in Equation 2, and the time - history function curve is shown in Figure 6 as follows

[0109] Step 5: The number of longitudinal viscous dampers of the whole bridge is 8, the damping coefficient of a single viscous damper is C = 2000, the velocity exponent is α = 0.2, and the friction resistance of the whole - bridge bearings is f max = 5908 kN. Calculate the beam - end displacement x(t), as shown in Figure 7 as follows

[0110] Using the traditional static method to solve, the maximum static displacement of the beam - end during the braking of the two - line trains is 162 mm. The calculation method of the beam - end displacement during the train braking process of the present invention obtains the maximum beam - end displacement of 45 mm, Figure 7 as shown. The actual maximum value is 43 mm. The calculation method of the beam - end displacement during the train braking process of the present invention considers the effects of dampers and bearing friction resistance, and the calculation result is less than the result obtained by the static method, which is more consistent with the actual project.

[0111] The calculation method for the bridge structure effect during the emergency stop of the train in the embodiment of the present invention, according to the train - track loading node sequence, train load pattern, and train deceleration information, obtains the time - history function of the dynamic load of the train - track loading node and the load arrival time, realizes the simulation of the vertical load during the train deceleration to the stop state, and then, based on the loading time - history function of the braking force, applies the horizontal braking force to the mid - span node of the bridge train track to realize the simulation of the horizontal load during the train deceleration to the stop state. Finally, considering the influence of dampers and bearing friction resistance, based on the dynamic method, calculates the bridge structure effect. That is, the present invention converts the vertical load and horizontal braking force during the train braking process into dynamic loads, considers the constraint effects of dampers and friction resistance, and uses dynamics to calculate the bridge structure effect, making the bridge structure effect during the emergency stop of the train consistent with the actual effect of the bridge structure, effectively ensuring the safety of the bridge and train operation.

[0112] In a possible implementation manner, an embodiment of the present invention further provides a readable storage medium, which is located in a PLC (Programmable Logic Controller) controller. A computer program is stored on the readable storage medium, and when the program is executed by a processor, the steps of the following train emergency stop bridge structure effect calculation method are implemented:

[0113] Based on the established bridge finite element analysis model, obtain the train track loading node sequence according to the train track loading node spacing.

[0114] According to the train track loading node sequence, the train load pattern, and the train deceleration information, obtain the node dynamic load time history function and the load arrival time of the train track loading nodes.

[0115] Guide the node dynamic load time history function and the load arrival time of each train track loading node to finite element software to perform vertical load simulation of the train decelerating and running to the stop state.

[0116] Based on the loading time history function of the braking force, load the horizontal braking force on the mid-span node of the bridge train track to perform horizontal load simulation of the train decelerating and running to the stop state.

[0117] Establish a dynamic equation according to the number of longitudinal viscous dampers of the whole bridge, the damping coefficient of a single viscous damper, the velocity index, and the friction resistance of the whole bridge bearings, and calculate the bridge structure effect.

[0118] The storage medium can adopt any combination of one or more computer-readable media. The computer-readable medium can be a computer-readable signal medium or a computer-readable storage medium. The computer-readable storage medium can be, for example, but not limited to: an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, device, or component, or any combination of the above. More specific examples (non-exhaustive list) of the computer-readable storage medium include: an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above. In this document, the computer-readable storage medium can be any tangible medium that contains or stores a program, and this program can be used by or in combination with an instruction execution system, device, or component.

[0119] A computer-readable signal medium may include a data signal propagated in a baseband or as part of a carrier wave, which carries computer-readable program code. Such a propagated data signal may take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination of the foregoing. The computer-readable signal medium may also be any computer-readable medium other than a computer-readable storage medium, which can send, propagate, or transmit a program for use by or in connection with an instruction execution system, apparatus, or device. The program code contained on the computer-readable medium may be transmitted using any appropriate medium, including but not limited to: wireless, wire, optical fiber cable, RF, etc., or any suitable combination of the foregoing.

[0120] The computer program code for performing the operations of the present invention may be written in one or more programming languages or combinations thereof. The programming languages include object-oriented programming languages such as Java, Smalltalk, C++, and also include conventional procedural programming languages such as the "C" language or similar programming languages. The program code may be executed entirely on the user's computer, partially on the user's computer, executed as a stand-alone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In the case of a remote computer, the remote computer may be connected to the user's computer through any type of network, including a local area network (LAN) or a wide area network (WAN), or may be connected to an external computer (e.g., by using an Internet service provider to connect through the Internet).

[0121] An apparatus for calculating the bridge structure effect during emergency stop of a train provided by an embodiment of the present invention includes a building module, a calculating module, a simulation module, and an execution module.

[0122] The building module is configured to obtain a train track loading node sequence based on the established finite element analysis model of the bridge according to the train track loading node spacing; the calculating module is configured to obtain the node dynamic load time history function and the load arrival time of the train track loading nodes according to the train track loading node sequence, the train load pattern, and the train deceleration information; the simulation module is configured to import the node dynamic load time history function and the load arrival time of each train track loading node into finite element software to perform vertical load simulation of the train decelerating to the stop state, and based on the loading time history function of the braking force, load the horizontal braking force on the mid-span node of the bridge train track to perform horizontal load simulation of the train decelerating to the stop state; the execution module is configured to establish a dynamic equation according to the number of longitudinal viscous dampers of the whole bridge, the damping coefficient of a single viscous damper, the velocity exponent, and the friction force of the whole bridge bearings, and calculate the bridge structure effect.

[0123] In the present invention, based on the established finite element analysis model of the bridge, a train track loading node sequence is obtained according to the spacing between train track loading nodes. The specific process includes:

[0124] According to the design drawings of the bridge, establish a finite element analysis model of the bridge and extract the coordinates of the train track loading nodes;

[0125] According to the coordinates of the train track loading nodes, a train track loading node sequence is obtained from the spacing between train track loading nodes.

[0126] In the present invention, after obtaining the train track loading node sequence according to the spacing between train track loading nodes, it further includes:

[0127] Determine the parking position of the train head according to the shape of the static influence line, and the midpoint of the train head parking coincides with the most unfavorable loading position of the influence line;

[0128] Calculate the distance between the train head and the beam end when the train is parked. The calculation method is:

[0129] L = l1 + 0.5l2

[0130] Wherein, L represents the distance between the train head and the beam end when the train is parked, l1 represents the most unfavorable loading position of the influence line, and l2 represents the length of the train load.

[0131] The above are only specific embodiments of the present application, enabling those skilled in the art to understand or implement the present application. Various modifications to these embodiments will be obvious to those skilled in the art. The general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application will not be limited to these embodiments shown herein, but rather will conform to the widest scope consistent with the principles and novel features claimed herein.

[0132] The present invention is described with reference to the flowcharts and / or block diagrams of methods, apparatuses (systems), and computer program products according to embodiments of the present invention. It should be understood that each process and / or block in the flowcharts and / or block diagrams, and the combination of processes and / or blocks in the flowcharts and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to the processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing devices to generate a machine, such that the instructions executed by the processor of the computer or other programmable data processing devices generate means for implementing the functions specified in Figure 1 one process or multiple processes and / or blocks Figure 1 one block or multiple blocks.

Claims

1. A calculation method for the bridge structure effect during the emergency stop of a train, characterized in that, Specifically, it includes the following steps: Based on the established finite element analysis model of the bridge, obtain the train track loading node sequence according to the spacing of the train track loading nodes; According to the train track loading node sequence, the train load pattern, and the train deceleration information, obtain the node dynamic load time history function and the load arrival time of the train track loading nodes; Transfer the node dynamic load time history function and the load arrival time of each train track loading node to the finite element software to conduct the vertical load simulation of the train decelerating and running to the stopping state; Based on the loading time history function of the braking force, apply the horizontal braking force to the mid-span node of the bridge train track to conduct the horizontal load simulation of the train decelerating and running to the stopping state; Establish a dynamic equation according to the number of longitudinal viscous dampers of the whole bridge, the damping coefficient of a single viscous damper, the velocity exponent, and the friction resistance of the whole bridge bearings, and calculate to obtain the bridge structural effect; Among them, the loading time history function of the braking force is specifically: Among them, represents the braking force, represents the train weight, represents the time, and both represent the load duration; Among them, the specific calculation method of the bridge structural effect is: Among them, represents the structural mass matrix, represents the structural stiffness matrix, represents the externally applied excitation force, represents the number of longitudinal viscous dampers of the whole bridge, represents the damping coefficient of a single viscous damper, represents the velocity exponent, represents the friction resistance of the whole bridge bearings, represents the bridge structure effect, represents the first derivative of the bridge structure effect, represents the second derivative of the bridge structure effect.

2. The method for calculating the bridge structure effect during emergency train stop according to claim 1, wherein The step of obtaining the train track loading node sequence according to the spacing of the train track loading nodes based on the established finite element analysis model of the bridge specifically includes: According to the design drawings of the bridge, establish a finite element analysis model of the bridge and extract the coordinates of the train track loading nodes; According to the coordinates of the train track loading nodes, obtain the train track loading node sequence from the spacing of the train track loading nodes.

3. The calculation method of bridge structure effect during emergency train stop according to claim 2, characterized in that After obtaining the train track loading node sequence according to the spacing of the train track loading nodes, it further includes: Determine the train head stopping position according to the shape of the static influence line, and the midpoint of the train head stop coincides with the most unfavorable loading position of the influence line; Conduct the calculation of the distance between the train head and the beam end when the train stops, and the calculation method is: Among them, represents the distance between the train head and the beam end when the train stops, represents the most unfavorable loading position of the influence line, represents the train load length.

4. A method for calculating the bridge structure effect during the emergency stop of a train according to claim 3, characterized in that, The step of obtaining the node dynamic load time history function and the load arrival time of the train track loading nodes according to the train track loading node sequence, the train loading pattern, and the train deceleration information. Among them, the calculation step of the load arrival time of the node dynamic load of the train track loading node is: According to the distance between the train head and the beam end when the train stops and the train deceleration, calculate the train speed when it gets on the bridge, and the calculation method is: Among them, represents the train's speed when getting on the bridge, represents the train's deceleration; According to the time when the train head reaches each train track loading node, obtain the load arrival time of the node dynamic load of the train track loading node, and the calculation method is: Among them, represents the arrival time of the nodal dynamic load at the th train track loading node, represents the distance from the th train track loading node to the starting end of the bridge.

5. The method for calculating the bridge structure effect during the emergency stop of a train according to claim 3, characterized in that, The step of obtaining the node dynamic load time history function and the load arrival time of the train track loading nodes according to the train track loading node sequence, the train loading pattern, and the train deceleration information. Among them, the calculation step of the node dynamic load time history function of the train track loading node is: Design virtual beam elements between the train track loading node sequences and calculate the lengths of the virtual beam elements before and after each train track loading node; According to the train load pattern, and based on the principle of equivalent nodal force, calculate the nodal force generated by the train moving process at each train track loading node to obtain the node dynamic load time history function of the train track loading node.

6. A calculation device for bridge structure effects during emergency train stops, characterized in that, It includes: A building module, which is used to obtain the train track loading node sequence according to the spacing of the train track loading nodes based on the established finite element analysis model of the bridge; A calculation module, which is used to obtain the node dynamic load time history function and load arrival time of the train track loading nodes according to the train track loading node sequence, train load pattern and train deceleration information; A simulation module, which is used to import the node dynamic load time history function and load arrival time of each train track loading node into finite element software to conduct vertical load simulation of the train decelerating to the stopping state, and based on the loading time history function of the braking force, load the horizontal braking force on the mid-span node of the bridge train track to conduct horizontal load simulation of the train decelerating to the stopping state; An execution module, which is used to establish a dynamic equation according to the number of longitudinal viscous dampers of the whole bridge, the damping coefficient of a single viscous damper, the velocity exponent and the friction resistance of the whole bridge bearings, and calculate the bridge structural effects; Among them, the loading time history function of the braking force is specifically: Among them, represents the braking force, represents the train weight, represents the time, and both represent the load duration; Among them, the specific calculation method of the bridge structural effects is: Among them, represents the structural mass matrix, represents the structural stiffness matrix, represents the externally applied excitation force, represents the number of longitudinal viscous dampers of the whole bridge, represents the damping coefficient of a single viscous damper, represents the velocity exponent, represents the friction resistance of the whole bridge bearings, represents the bridge structural effect, represents the first derivative of the bridge structural effect, represents the second derivative of the bridge structural effect.

7. The calculation device for bridge structure effect during emergency train stop according to claim 6, wherein Based on the established bridge finite element analysis model, the process of obtaining the train track loading node sequence according to the train track loading node spacing specifically includes: Establish a bridge finite element analysis model according to the design drawings of the bridge, and extract the coordinates of the train track loading nodes; According to the coordinates of the train track loading nodes, obtain the train track loading node sequence from the train track loading node spacing.

8. The calculation device for bridge structure effect during emergency train stop according to claim 7, characterized in that After obtaining the train track loading node sequence according to the train track loading node spacing, it further includes: Determine the train head stopping position according to the shape of the static influence line, and the midpoint of the train head stopping coincides with the most unfavorable loading position of the influence line; Conduct calculation of the distance between the train head and the beam end when the train stops, and the calculation method is: Among them, represents the distance between the train head and the beam end when the train stops, represents the most unfavorable loading position of the influence line, represents the length of the train load.

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