An equivalent calculation method and device for emergency train stopping on a bridge

Abstract

The present invention discloses a method and device for equivalent calculation of emergency stopping of trains on bridges, relating to the technical field of bridge analysis. The method includes: establishing a finite element analysis model of the bridge based on the bridge design drawings and analyzing to obtain the most unfavorable loading area of the bridge; determining the loading length of the train dynamic load according to the bridge information, the train load pattern and the length of the most unfavorable loading area of the bridge; calculating the time for the train to stop at the most unfavorable loading area of the bridge according to the train braking deceleration and the determined loading length of the train dynamic load; determining the node dynamic loading function based on the equivalent node load of the train and the time for the train to stop at the most unfavorable loading area of the bridge; and assigning the node dynamic loading function to all loading nodes to achieve equivalent dynamic loading of emergency stopping of the train. The present invention can reduce the time cost for engineering personnel to establish a finite element analysis model.

Description

Technical Field

[0001] The present invention relates to the technical field of bridge analysis, and particularly to a method and device for equivalent calculation of emergency train stopping on a bridge. Background Art

[0002] With the development of bridge construction technology, the span of railway cable-stayed bridges has been continuously increased, and the train technology and running speed have also been continuously improved. At present, for the bridges already in operation, the probability of a train stopping on the bridge is relatively low. However, when the train is in an emergency state such as locomotive failure during the running process and takes emergency braking, there is still a probability of stopping on the bridge.

[0003] For the problem of emergency train stopping on a bridge, there are two common analysis methods: the first is the static analysis method, which obtains the most unfavorable load loading position through the static influence line, statically loads the train load at the most unfavorable position, and solves the bridge structure response; the second is the moving stopping dynamic analysis method, which calculates the equivalent concentrated force loading time history function of all loading nodes during the train deceleration process through the principle of equivalent nodal forces, simulates the loading effect of the whole process of the train moving to the stop by the different arrival times of the train at the loading nodes, and solves the bridge structure deformation through the dynamic equation.

[0004] However, the above static analysis method cannot consider the boundary non-linear effects such as dampers and bearing friction, and the moving stopping dynamic analysis method needs to form the dynamic loading functions of all loading nodes, and the calculation of the loading functions is cumbersome, resulting in the complexity of the application of nodal dynamic loads and reducing the design calculation efficiency. Summary of the Invention

[0005] Aiming at the defects existing in the prior art, the purpose of the present invention is to provide a method and device for equivalent calculation of emergency train stopping on a bridge, which can reduce the time cost of engineering personnel in establishing a finite element analysis model.

[0006] To achieve the above purpose, a method for equivalent calculation of emergency train stopping on a bridge provided by the present invention specifically includes the following steps:

[0007] Based on the bridge design drawings, establish a finite element analysis model of the bridge, and analyze and obtain the most unfavorable loading area of the bridge;

[0008] Determine the train dynamic load loading length according to the bridge information, train load pattern and the length of the most unfavorable loading area of the bridge;

[0009] Calculate the time for the train to stop at the most unfavorable loading area of the bridge according to the train braking deceleration and the determined train dynamic load loading length;

[0010] Determine the nodal dynamic loading function based on the train equivalent nodal load and the time for the train to stop at the most unfavorable loading area of the bridge;

[0011] Assign the node dynamic loading function to all loaded nodes to achieve equivalent dynamic loading for emergency train stops.

[0012] Based on the above technical solution, establish a finite element analysis model of the bridge based on the bridge design drawings, and analyze to obtain the most unfavorable loading area of the bridge. The specific steps include:

[0013] Establish a finite element analysis model of the bridge according to the bridge design drawings;

[0014] Analyze to obtain the most unfavorable loading area of the bridge through the finite element static method.

[0015] Based on the above technical solution, the specific length of the train dynamic load loading is:

[0016]

[0017] Where, represents the length of the train dynamic load loading, represents the length of the train load, represents the length of the most unfavorable loading area of the bridge.

[0018] Based on the above technical solution, the specific method for calculating the time when the train stops at the most unfavorable loading area of the bridge is:

[0019]

[0020] Where, represents the time when the train stops at the most unfavorable loading area of the bridge, represents the train braking deceleration.

[0021] Based on the above technical solution, to determine the node dynamic loading function based on the train equivalent node load and the time when the train stops at the most unfavorable loading area of the bridge, the specific steps include:

[0022] Calculate the train equivalent node load according to the loading node spacing and the train uniform load;

[0023] Form the node dynamic loading function according to the train equivalent node load and the time when the train stops at the most unfavorable loading area of the bridge.

[0024] Based on the above technical solution, the specific calculation method of the train equivalent node load is:

[0025]

[0026] Where, represents the train equivalent node load, represents the train uniform load, Indicates the loading node spacing.

[0027] Based on the above technical solution, the node dynamic loading function is specifically expressed as:

[0028]

[0029] Wherein, Indicates the node dynamic force, Indicates time, which is 4 times that of

[0030] Based on the above technical solution, endowing the node dynamic loading function to all loading nodes to achieve equivalent dynamic loading for emergency train stopping specifically includes the following steps:

[0031] Determine the loading nodes according to the train dynamic load loading length, loading node spacing, and the most unfavorable loading area of the bridge, and make the midpoint of the train dynamic load loading length coincide with the most unfavorable loading area of the bridge;

[0032] Set the load arrival time of each loading node to zero, endow the node dynamic loading function to all loading nodes, and achieve equivalent dynamic loading for emergency train stopping.

[0033] An equivalent calculation device for emergency train stopping on a bridge provided by the present invention includes:

[0034] An analysis module, which is used to establish a finite element analysis model of the bridge based on the bridge design drawings and analyze to obtain the most unfavorable loading area of the bridge;

[0035] A determination module, which is used to determine the train dynamic load loading length according to the bridge information, train load pattern, and the length of the most unfavorable loading area of the bridge;

[0036] A calculation module, which is used to calculate the time for the train to stop at the most unfavorable loading area of the bridge according to the train braking deceleration and the determined train dynamic load loading length;

[0037] An execution module, which is used to determine the node dynamic loading function based on the train equivalent node load and the time for the train to stop at the most unfavorable loading area of the bridge;

[0038] A loading module, which is used to endow the node dynamic loading function to all loading nodes to achieve equivalent dynamic loading for emergency train stopping.

[0039] Based on the above technical solution, the specific process of establishing a finite element analysis model of the bridge based on the bridge design drawings and analyzing to obtain the most unfavorable loading area of the bridge includes:

[0040] Establish a finite element analysis model of the bridge according to the design drawings of the bridge;

[0041] The most unfavorable loading area of the bridge is obtained by finite element static analysis.

[0042] Compared with the prior art, the advantages of the present invention are as follows: by calculating the time for the train to stop at the most unfavorable loading area of the bridge according to the train braking deceleration and the determined train dynamic load loading length, then determining the node dynamic loading function based on the train equivalent nodal load and the time for the train to stop at the most unfavorable loading area of the bridge, and finally assigning the node dynamic loading function to all loading nodes, the equivalent dynamic loading of the train emergency stop is realized. With the simplified train emergency stop loading method where the load position remains unchanged and the load function changes, the structural deformation is calculated based on the dynamic method. The present invention considers the nonlinear influence of the bridge structure boundary, can accurately calculate the structural deformation during the train stop, and compared with the conventional dynamic loading method, it avoids the complicated calculation of the dynamic loading time history function and reduces the time cost for engineers to establish the finite element analysis model. Brief Description of the Drawings

[0043] 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.

[0044] Figure 1 It is a flowchart of the equivalent calculation method for the train emergency stop on the bridge in the embodiment of the present invention;

[0045] Figure 2 It is the train loading pattern in the example;

[0046] Figure 3 It is the illustration of the node dynamic loading function in the example;

[0047] Figure 4 It is the calculation result of the beam end displacement calculated by using the present invention in the example;

[0048] Figure 5 It is the calculation result of the beam end displacement of the conventional dynamic loading method in the example. Detailed Embodiments

[0049] An embodiment of the present invention provides a method for equivalent calculation of emergency train stopping on a bridge. By calculating the time for the train to stop in the most unfavorable loading area of the bridge based on the train braking deceleration and the determined train dynamic load loading length, then determining the node dynamic loading function based on the train equivalent nodal load and the time for the train to stop in the most unfavorable loading area of the bridge, and finally assigning the node dynamic loading function to all loading nodes, the equivalent dynamic loading of the emergency train stopping is realized. With the simplified loading method of keeping the load position unchanged and changing the load function, the structural deformation is calculated based on the dynamic method. The present invention takes into account the nonlinear influence of the bridge structure boundary, can accurately calculate the structural deformation of the train stopping, and compared with the conventional dynamic loading method, avoids calculating the complicated dynamic loading time history function and reduces the time cost for engineers to establish the finite element analysis model. An embodiment of the present invention also correspondingly provides a device for equivalent calculation of emergency train stopping on a bridge.

[0050] To make the objectives, technical solutions, and advantages of the embodiments of the present application clearer, the following will clearly and completely describe the technical solutions in the embodiments of the present application with reference to the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are some, but not all, of the embodiments of the present application.

[0051] See Figure 1 As shown, an embodiment of the present invention provides a method for equivalent calculation of emergency train stopping on a bridge, which can accurately and efficiently calculate the structural deformation of the bridge caused by the train stopping on the long-span bridge. The specific steps are as follows:

[0052] S1: Based on the bridge design drawings, establish a finite element analysis model of the bridge and analyze to obtain the most unfavorable loading area of the bridge;

[0053] In the present invention, based on the bridge design drawings, establishing a finite element analysis model of the bridge and analyzing to obtain the most unfavorable loading area of the bridge, the specific steps include:

[0054] S101: According to the bridge design drawings, establish a finite element analysis model of the bridge;

[0055] S102: Analyze to obtain the most unfavorable loading area of the bridge through the finite element static method.

[0056] S2: Determine the train dynamic load loading length according to the bridge information, the train load pattern, and the length of the most unfavorable loading area of the bridge; that is, determine the train dynamic load loading length according to the bridge information, the train load pattern in the "Code for Design of Railway Bridges and Culverts", and the length of the most unfavorable loading area of the bridge.

[0057] In the present invention, the determined train dynamic load loading length is specifically:

[0058]

[0059] Among them, represents the loading length of the train dynamic load, represents the train load length, represents the length of the most unfavorable loading area of the bridge.

[0060] S3: According to the train braking deceleration and the determined train dynamic load loading length, calculate the time for the train to stop at the most unfavorable loading area of the bridge;

[0061] In the present invention, the time for the train to stop at the most unfavorable loading area of the bridge is calculated in the following specific manner:

[0062]

[0063] Among them, represents the time for the train to stop at the most unfavorable loading area of the bridge, represents the train braking deceleration.

[0064] S4: Based on the train equivalent nodal load and the time for the train to stop at the most unfavorable loading area of the bridge, determine the nodal dynamic loading function;

[0065] In the present invention, based on the train equivalent nodal load and the time for the train to stop at the most unfavorable loading area of the bridge, determining the nodal dynamic loading function specifically includes the following steps:

[0066] S401: Calculate the train equivalent nodal load according to the loading nodal spacing and the train uniform load;

[0067] S402: Form the nodal dynamic loading function according to the train equivalent nodal load and the time for the train to stop at the most unfavorable loading area of the bridge.

[0068] In the present invention, the specific calculation method of the train equivalent nodal load is:

[0069]

[0070] Among them, represents the train equivalent nodal load, represents the train uniform load, represents the loading nodal spacing.

[0071] In the present invention, the nodal dynamic loading function is specifically expressed as:

[0072]

[0073] Among them, represents the nodal dynamic force, represents the time, which is 4 times of That is, taking the time The gradual increase of the stage load represents the process of the train decelerating to a stop. The subsequent load represents the state after the train stops. To ensure the smooth solution of the structural effect, take 4 times .

[0074] S5: Assign the node dynamic loading function to all the loading nodes to achieve the equivalent dynamic loading of the train's emergency stop.

[0075] In the present invention, the node dynamic loading function is assigned to all the loading nodes to achieve the equivalent dynamic loading of the train's emergency stop. The specific steps include:

[0076] S501: Determine the loading nodes according to the train dynamic load loading length, the spacing between the loading nodes, and the most unfavorable loading area of the bridge, and make the midpoint of the train dynamic load loading length coincide with the most unfavorable loading area of the bridge;

[0077] S502: Set the load arrival time of each loading node to zero, assign the node dynamic loading function to all the loading nodes to achieve the equivalent dynamic loading of the train's emergency stop. Considering the influence of boundary nonlinearity, calculate the structural response of the train's stop according to the dynamic method.

[0078] The following takes an example to specifically illustrate the equivalent calculation method for the emergency stop of a train on the bridge of the present invention.

[0079] Taking a double-tower five-span railway cable-stayed bridge as an example to detail the present invention, the span layout of this suspension bridge is (140 + 462 + 1092 + 462 + 140) m, and the total length of the whole bridge is 2296 m. The train loading pattern selects the ZK load in the "Code for Design of Railway Bridge and Culvert", the loading length is 550 m, the uniform force is 64 kN / m, the concentrated force is 200 kN, the spacing between the four concentrated forces is 1.6 m, and the spacing between the concentrated force and the uniform force is 0.8 m. The train loading pattern is as Figure 2 shown.

[0080] Combined with Figure 1 the equivalent calculation method for the emergency stop of a train on the shown bridge, specifically:

[0081] Step 1: Establish a finite element analysis model of the bridge, and determine the most unfavorable loading area of the bridge through the shape of the static influence line , in this embodiment = 476 m.

[0082] Step 2: In this example, the train load length = 550 m, , calculate the train dynamic load loading length l= 476 m.

[0083] Step 3: When the train braking deceleration \(a = 0.8m / s^2\), calculate the time for the train to stop at the most unfavorable loading area of the bridge = 34.5s, = 138s.

[0084] Step 4: The spacing between loading nodes d= is 14m, the uniform load of the train is 64kN / m, calculate the equivalent node load of the train P = qd= 64×14 = 896kN, and form the node dynamic loading function as Figure 3 shown.

[0085] Step 5: In this example, the dynamic loading node area is the left half span of the main span, and there are l / d+ 1 = 40 loading nodes. The arrival time of the load at each loading node is 0. Assign the Figure 3 shown dynamic loading function to the loading nodes to achieve the equivalent dynamic loading of the train's emergency stop. Only considering the nonlinearity of the bearing friction boundary, calculate the structural response of the train's stop according to the dynamic equation.

[0086] Respectively adopt the equivalent calculation method for the train's emergency stop on the bridge and the dynamic analysis method for the train's moving stop of the present invention to solve the problem of the train's emergency stop, and obtain the time history function of the beam end displacement as shown in Figure 4 and Figure 5 . Figure 4 The beam end displacement calculated by the present invention for the train's stop is 24.6mm, Figure 5 and the beam end displacement of the train calculated by the dynamic analysis method for the train's moving stop is 21.6mm. The difference between the two is very small, indicating that the calculation method proposed by the present invention can accurately calculate the structural deformation during the train's emergency stop and reduce the time cost of engineers in establishing the finite element analysis model.

[0087] The equivalent calculation method for the train's emergency stop on the bridge in the embodiment of the present invention calculates the time for the train to stop at the most unfavorable loading area of the bridge by according to the train braking deceleration and the determined loading length of the train dynamic load, then determines the node dynamic loading function based on the equivalent node load of the train and the time for the train to stop at the most unfavorable loading area of the bridge, and finally assigns the node dynamic loading function to all loading nodes to achieve the equivalent dynamic loading of the train's emergency stop. With the simplified train emergency stop loading method of the load position remaining unchanged and the load function changing, calculate the structural deformation based on the dynamic method; the present invention considers the influence of the bridge structure boundary nonlinearity, can accurately calculate the structural deformation of the train's stop, and compared with the conventional dynamic loading method, avoids calculating the complicated dynamic loading time history function and reduces the time cost of engineers in establishing the finite element analysis model.

[0088] 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. When the program is executed by a processor, the steps of the following equivalent calculation method for emergency stopping of a train on a bridge are implemented:

[0089] Based on the bridge design drawings, establish a finite element analysis model of the bridge and analyze to obtain the most unfavorable loading area of the bridge;

[0090] According to the bridge information, the train load pattern, and the length of the most unfavorable loading area of the bridge, determine the train dynamic load loading length;

[0091] According to the train braking deceleration and the determined train dynamic load loading length, calculate the time for the train to stop at the most unfavorable loading area of the bridge;

[0092] Based on the train equivalent nodal load and the time for the train to stop at the most unfavorable loading area of the bridge, determine the nodal dynamic loading function;

[0093] Assign the nodal dynamic loading function to all loading nodes to implement the equivalent dynamic loading of the train emergency stop.

[0094] The storage medium may adopt any combination of one or more computer-readable media. The computer-readable medium may be a computer-readable signal medium or a computer-readable storage medium. The computer-readable storage medium may be, for example, but not limited to: an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination of the above. More specific examples (non-exhaustive list) of the computer-readable storage medium include: an electrical connection having 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 may be any tangible medium that contains or stores a program, and the program may be used by or in combination with an instruction execution system, apparatus, or device.

[0095] A computer-readable signal medium may include a data signal propagated in a baseband or as part of a carrier wave, carrying computer-readable program code. Such a propagated data signal may take many 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.

[0096] Computer program code for performing the operations of the present invention may be written in one or more programming languages or combinations thereof, including object-oriented programming languages such as Java, Smalltalk, C++, and also including conventional procedural programming languages such as the "C" language or similar programming languages. The program code may execute entirely on the user's computer, partially on the user's computer, as a stand-alone software package, partially on the user's computer and partially on a remote computer, or entirely on the 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 alternatively, may be connected to an external computer (e.g., through the Internet using an Internet service provider).

[0097] An equivalent calculation device for emergency train stop on a bridge provided by an embodiment of the present invention includes an analysis module, a determination module, a calculation module, an execution module, and a loading module.

[0098] The analysis module is configured to establish a finite element analysis model of the bridge based on the bridge design drawings and analyze to obtain the most unfavorable loading area of the bridge; the determination module is configured to determine the train dynamic load loading length according to the bridge information, the train load pattern, and the length of the most unfavorable loading area of the bridge; the calculation module is configured to calculate the time for the train to stop at the most unfavorable loading area of the bridge according to the train braking deceleration and the determined train dynamic load loading length; the execution module is configured to determine the node dynamic loading function based on the train equivalent node load and the time for the train to stop at the most unfavorable loading area of the bridge; the loading module is configured to assign the node dynamic loading function to all loading nodes to achieve equivalent dynamic loading of the emergency train stop.

[0099] In the present invention, based on the bridge design drawings, a finite element analysis model of the bridge is established and the most unfavorable loading area of the bridge is analyzed. The specific process includes:

[0100] According to the design drawings of the bridge, a finite element analysis model of the bridge is established;

[0101] The most unfavorable loading area of the bridge is obtained through the finite element static method analysis.

[0102] In the present invention, the specific loading length of the train dynamic load is:

[0103]

[0104] Wherein, represents the loading length of the train dynamic load, represents the train load length, represents the length of the most unfavorable loading area of the bridge.

[0105] In the present invention, the time for the train to stop at the most unfavorable loading area of the bridge is calculated in the following specific way:

[0106]

[0107] Wherein, represents the time for the train to stop at the most unfavorable loading area of the bridge, represents the train braking deceleration.

[0108] In the present invention, based on the equivalent node load of the train and the time for the train to stop at the most unfavorable loading area of the bridge, the node dynamic loading function is determined. The specific process includes:

[0109] According to the loading node spacing and the train uniform load, the equivalent node load of the train is calculated;

[0110] According to the equivalent node load of the train and the time for the train to stop at the most unfavorable loading area of the bridge, the node dynamic loading function is formed.

[0111] In the present invention, the specific calculation method of the equivalent node load of the train is:

[0112]

[0113] Wherein, represents the equivalent node load of the train, represents the train uniform load, represents the loading node spacing.

[0114] In the present invention, the node dynamic loading function is specifically expressed as:

[0115]

[0116] Wherein, represents the node dynamic force, represents the time, which is 4 times of times.

[0117] In the present invention, a node dynamic loading function is assigned to all loading nodes to achieve equivalent dynamic loading for emergency train stops. The specific steps include:

[0118] Determine the loading nodes according to the train dynamic load loading length, the spacing between loading nodes, and the most unfavorable loading area of the bridge, and make the midpoint of the train dynamic load loading length coincide with the most unfavorable loading area of the bridge;

[0119] Set the load arrival time of each loading node to zero, and assign the node dynamic loading function to all loading nodes to achieve equivalent dynamic loading for emergency train stops.

[0120] The equivalent calculation device for emergency train stops on the bridge according to the embodiment of the present invention calculates the time for the train to stop at the most unfavorable loading area of the bridge by according to the train braking deceleration and the determined train dynamic load loading length, then determines the node dynamic loading function based on the equivalent node load of the train and the time for the train to stop at the most unfavorable loading area of the bridge, and finally assigns the node dynamic loading function to all loading nodes to achieve equivalent dynamic loading for emergency train stops, simplifies the emergency train stop loading method with unchanged load position and changed load function, and calculates the structural deformation based on the dynamic method; the present invention considers the influence of the boundary nonlinearity of the bridge structure, can accurately calculate the structural deformation when the train stops, and compared with the conventional dynamic loading method, avoids calculating the complicated dynamic loading time history function and reduces the time cost for engineers to establish the finite element analysis model.

[0121] 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, and 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 the embodiments shown herein, but will be accorded the widest scope consistent with the principles and novel features claimed herein.

[0122] 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 flow and / or block in the flowcharts and / or block diagrams, and the combinations of flows 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 for implementing in the process Figure 1 a process or multiple processes and / or blocks Figure 1A device for the function specified in one or more boxes.

Claims

1. A method for equivalent calculation of emergency train stopping on a bridge, characterized in that, Specifically, it includes the following steps: Based on the bridge design drawings, establish a finite element analysis model of the bridge and analyze to obtain the most unfavorable loading area of the bridge; According to the bridge information, train load pattern, and the length of the most unfavorable loading area of the bridge, determine the train dynamic load loading length; According to the train braking deceleration and the determined train dynamic load loading length, calculate the time for the train to stop at the most unfavorable loading area of the bridge; Based on the train equivalent nodal loads and the time for the train to stop at the most unfavorable loading area of the bridge, determine the nodal dynamic loading function; Assign the nodal dynamic loading function to all loading nodes to achieve equivalent dynamic loading for the emergency stop of the train; Among them, the determined train dynamic load loading length is specifically: Among them, represents the loading length of the train dynamic load, represents the train load length, represents the length of the most unfavorable loading area of the bridge; Among them, the specific method for calculating the time for the train to stop at the most unfavorable loading area of the bridge is: Among them, represents the time when the train stops at the most unfavorable loading area of the bridge, represents the train braking deceleration; Among them, the specific calculation method for the train equivalent nodal loads is: Among them, represents the equivalent nodal load of the train, represents the uniform load of the train, represents the spacing of loading nodes; Among them, the nodal dynamic loading function is specifically expressed as: Among them, represents the node power, represents the time, which is 4 times that of 2. The equivalent calculation method for emergency train stopping on a bridge according to claim 1, characterized in that The steps for establishing a finite element analysis model of the bridge based on the bridge design drawings and analyzing to obtain the most unfavorable loading area of the bridge specifically include: According to the design drawings of the bridge, establish a finite element analysis model of the bridge; Analyze to obtain the most unfavorable loading area of the bridge through the finite element static method.

3. The equivalent calculation method for emergency train stopping on a bridge according to claim 2, wherein, The steps for determining the nodal dynamic loading function based on the train equivalent nodal loads and the time for the train to stop at the most unfavorable loading area of the bridge specifically include: Calculate the train equivalent nodal loads according to the spacing of the loading nodes and the train uniform load; Form the nodal dynamic loading function according to the train equivalent nodal loads and the time for the train to stop at the most unfavorable loading area of the bridge.

4. The equivalent calculation method for emergency stopping of trains on bridges according to claim 3, characterized in that, The steps for assigning the nodal dynamic loading function to all loading nodes to achieve equivalent dynamic loading for the emergency stop of the train specifically include: According to the train dynamic load loading length, the spacing of the loading nodes, and the most unfavorable loading area of the bridge, determine the loading nodes and make the midpoint of the train dynamic load loading length coincide with the most unfavorable loading area of the bridge; Set the load arrival time of each loading node to zero, and assign the nodal dynamic loading function to all loading nodes to achieve equivalent dynamic loading for the emergency stop of the train.

5. An equivalent calculation device for emergency stopping of trains on bridges, characterized in that, It includes: An analysis module, which is used to establish a finite element analysis model of the bridge based on the bridge design drawings and analyze to obtain the most unfavorable loading area of the bridge; A determination module, which is used to determine the train dynamic load loading length according to the bridge information, train load pattern, and the length of the most unfavorable loading area of the bridge; A calculation module, which is used to calculate the time for the train to stop at the most unfavorable loading area of the bridge according to the train braking deceleration and the determined train dynamic load loading length; An execution module, which is used to determine the nodal dynamic loading function based on the train equivalent nodal loads and the time for the train to stop at the most unfavorable loading area of the bridge; A loading module, which is used to assign the nodal dynamic loading function to all loading nodes to achieve equivalent dynamic loading for the emergency stop of the train; Among them, the determined train dynamic load loading length is specifically: Among them, represents the loading length of the train dynamic load, represents the train load length, represents the length of the most unfavorable loading area of the bridge; Among them, the specific method for calculating the time for the train to stop at the most unfavorable loading area of the bridge is: Among them, represents the time when the train stops at the most unfavorable loading area of the bridge, represents the train braking deceleration; Among them, the specific calculation method for the train equivalent nodal loads is: Among them, represents the equivalent nodal load of the train, represents the uniform load of the train, represents the spacing between loading nodes; Among them, the nodal dynamic loading function is specifically expressed as: Among them, represents the node power, represents time, which is 4 times that of 6. The equivalent calculation device for emergency train stop on a bridge according to claim 5, characterized in that, Based on the bridge design drawings, a finite element analysis model of the bridge is established, and the most unfavorable loading area of the bridge is obtained through analysis. The specific process includes: Establish a finite element analysis model of the bridge according to the bridge design drawings; Obtain the most unfavorable loading area of the bridge through the finite element static method analysis.

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