A high-speed railway subgrade whole-process dynamics simulation test device and method

Abstract

The application discloses a high-speed railway roadbed whole-process dynamics simulation test device and method. The device comprises a filling construction period load simulation subsystem, an operation period train load simulation subsystem and a loading mode automatic conversion control module. The application can change the traditional high-speed railway roadbed structure indoor test loading mode, solves the applicability problem of continuously applying two kinds of dynamic loads, i.e. the construction compaction stage and the operation service stage, on the same structure, and provides a new means for high-speed railway roadbed dynamics indoor test.

Description

Technical Field

[0001] This invention belongs to the technical field of railway geotechnical engineering testing instruments, specifically relating to a dynamic simulation test device and method for the entire process of high-speed railway subgrade. Background Technology

[0002] By the end of 2021, my country's high-speed railway operating mileage had exceeded 40,000 kilometers. The railway subgrade is the foundation of the track structure, requiring it to provide smoother and more stable support for the superstructure. The quality of subgrade filling and compaction, along with its rational design, are fundamental to its performance.

[0003] The subgrade structure of high-speed railways is subjected to cyclic dynamic loads throughout its construction, formation, and operation, with dynamic effects occurring throughout its entire lifespan. Current subgrade structure design and analysis often simplify the dynamics during construction and service, resulting in deviations from actual conditions in load distribution, transmission, and dynamic response. Design parameters are often selected using a mix of static and dynamic methods. Furthermore, there is a lack of systematic research on the evolution of the dynamic characteristics of high-speed railway subgrade fill materials, an incomplete system of fill material dynamic parameters, a single standard for fill material selection, and insufficient and ineffective utilization of fill materials along the line. While these methods may meet current engineering needs, their scientific and economic efficiency needs improvement. With the further increase in train speeds in recent years, higher demands are placed on the smoothness and dynamic stability of subgrade structures. Breaking through the limitations of statics, revealing the dynamic properties of different groups of subgrade fill materials, improving the basis and standards for design parameter values, perfecting intelligent filling technology based on dynamic compaction processes, establishing dynamic design and analysis methods for high-speed railway subgrade structures, and expanding the theoretical and technical reserves of subgrade structure dynamics are inevitable requirements for the refined design and development of high-speed railways in my country.

[0004] To address the need for systematic testing of high-speed railway subgrade dynamic filling processes, continuous compaction detection, load transfer characteristics, dynamic response patterns, and long-term service performance, there is currently no complete testing equipment or platform capable of simultaneously simulating continuous rolling dynamic loads during the subgrade filling phase and long-term cyclic dynamic loads from trains during operation. Therefore, there is an urgent need to establish dynamic simulation testing equipment for the entire compaction-service process of high-speed railways, and to develop targeted fundamental theories, technical verification, and performance evaluation methods to support the dynamic verification of high-speed railway subgrade structures throughout the entire filling construction-operation simulation process at a higher readiness level.

[0005] In the prior art, CN102109419A and CN102108656A respectively disclose a simulation loading system for high-speed railway train operation load and a dynamic model test system for high-speed railway ballastless track subgrade. The load loading modes of the above-mentioned prior art are singular, and can only simulate the load carrier shape characteristics during train operation. It is difficult to simulate the construction load during the filling period. The actuator loading method cannot meet the moving loading requirements of the vibration rolling process. CN106501079A discloses a subgrade dynamic loading model test system, which uses jacks and vibrators to simulate the impact force generated by the train's constant load and travel process, respectively. It uses a motor to drive the model bogie to move at high speed on the model track, so that the effect of multiple carriages passing through the subgrade in succession can be simulated with only a limited number of model bogies, while also considering the impact force generated during travel. However, it is mainly aimed at testing the subgrade dynamic response under heavy-load trains. The reciprocating load movement mode also limits the train operation simulation speed, making it difficult to apply to high-speed railway application scenarios. It also faces the same problem of not being able to simulate the load during the construction period. CN101465575A discloses a high-speed railway dynamic load field simulation test system, which adopts field excitation. The motor mounting trolley and vibration frame are connected and fixed to embedded parts on the railway site's subgrade, bridges, tunnels, pile foundations, and other structures via bolts. The dynamic load test is achieved by the excitation force generated by the rotation of an eccentric block. Its main problem is that using an eccentric block as the driving force makes precise dynamic load control difficult, making it impossible to simulate the actual train operation load pattern. Furthermore, it suffers from inconvenient installation, debugging, and relocation, as well as insufficient reaction force. CN111562077A discloses a high-speed railway subgrade comprehensive experimental system and method, but it only proposes a basic scheme, lacking detailed solutions for specific equipment construction and module functions, and failing to explain the load simulation conversion function from the construction compaction stage to the train operation stage.

[0006] Overcoming the shortcomings of existing technologies and achieving efficient and convenient automated control of vibration compaction load during the high-speed railway subgrade construction and filling process, as well as simulation testing of long-term dynamic loads of trains during operation, has become an urgent problem to be solved in this field. Summary of the Invention

[0007] To overcome the shortcomings of the existing technology, this invention provides a dynamic simulation test device and method for the entire process of high-speed railway subgrade compaction and service, realizing a comprehensive test for continuous detection and evaluation of subgrade compaction quality and structural dynamic verification, providing support for dynamic-based intelligent filling and structural design verification of high-speed railway subgrades. The specific technical solution adopted by this invention is as follows:

[0008] A dynamic simulation test device for the entire process of high-speed railway subgrade, the device comprising: a load simulation subsystem for the filling and construction period, a train load simulation subsystem for the operation period, and an automatic loading mode switching control module;

[0009] The load simulation subsystem during the filling construction period is used to simulate the layered filling process of the subgrade fill material under the dynamic action of the vibratory wheel load of the road roller during the filling construction period.

[0010] The operational train load simulation subsystem is used to simulate the vehicle-induced dynamics generated when a high-speed train load moves across a roadbed section during the operational period.

[0011] The automatic loading mode conversion control module is used to realize the automatic conversion of loading mode from the filling construction stage to the operation and service stage.

[0012] This invention also relates to a method for dynamic simulation testing of the entire process of high-speed railway subgrade, used in the dynamic simulation testing device for the entire process of high-speed railway subgrade as described above. The method for dynamic simulation testing of the entire process of high-speed railway subgrade includes the following steps:

[0013] Model box installation preparation;

[0014] The roadbed fill material was prepared and laid, and a testing system was deployed simultaneously.

[0015] The load simulation subsystem for the filling construction period is activated to carry out the layered compaction of the roadbed filling;

[0016] Conduct continuous monitoring of compaction quality and dynamic adjustment and control of the compaction process;

[0017] The roadbed structure filling construction is complete;

[0018] The system automatically switches to the operational train load simulation subsystem using a loading mode conversion control.

[0019] Loading beams and force transmission bars are placed on the formed roadbed, and dynamic loads of high-speed trains are applied by phase change control servo actuators.

[0020] Conduct dynamic tests on the service performance of roadbed structures;

[0021] After completing the test, the structure was dismantled, the site was cleaned, and preparations were made for the next test.

[0022] This invention utilizes a load simulation subsystem during the embankment construction period to achieve vibratory wheel dynamic loading, mirroring the load application mode of a road roller on-site. It also employs a walking drive module and a lifting control module to enable rapid, repeated moving compaction and layered filling. Furthermore, a vibration parameter control module allows for continuous simulation and dynamic adjustment of compaction parameters, collectively solving the problem of indoor simulation of the vibration compaction process during high-speed railway subgrade embankment construction. An operational train load simulation subsystem simulates the dynamic loads of trains operating at different axle loads and speeds. The model tank supports three-dimensional dynamic response simulation tests for different fill material gradations and structural types, providing a rational and reliable verification and evaluation for the continuous optimization of existing high-speed railway subgrade structures and for developing new high-speed railway subgrade structures suitable for different environments and fill material selection requirements. In reality, the process from subgrade embankment vibration compaction to train operation is a continuous one, and fill material parameters should be considered for consistency throughout the entire process. This invention achieves continuous experimental simulation of the dynamics of the entire process of high-speed railway subgrade filling and forming to long-term service by automatically switching the loading modes of construction vibration compaction load and train operation load, ensuring that long-term dynamic tests can be continuously carried out under the same cross-section subgrade adjustment after filling and forming. Attached Figure Description

[0023] Figure 1 This is a schematic diagram of the high-speed railway subgrade dynamic simulation test device of the present invention.

[0024] Figure 2 This is a schematic diagram of the structure of the upper frame for the vibration wheel lifting control of the present invention.

[0025] Figure 3 This is a schematic diagram of the upper frame for the vibratory wheel lifting control of the present invention.

[0026] Figure 4 This is a side view of the walking drive support frame of the present invention.

[0027] Figure 5 This is a schematic diagram of the AA cross-sectional structure of the walking drive support frame of the present invention.

[0028] Figure 6 This is a schematic diagram of the structure of the vibration wheel excitation module of the present invention.

[0029] Figure 7 This is a schematic diagram of the operational train load simulation subsystem of the present invention.

[0030] Figure 8 This is a schematic diagram of the AA cross-sectional structure of the train load simulation subsystem during operation of the present invention.

[0031] Figure 9 This is a schematic diagram of the BB cross-sectional structure of the train load simulation subsystem during the operation period of this invention.

[0032] Figure 10 This is a schematic diagram of the CC cross-sectional structure of the train load simulation subsystem during the operation period of this invention.

[0033] Figure 11 This is a schematic diagram illustrating the automatic switching of loading modes from the construction phase to the operation and service phase of this invention.

[0034] Figure 12 This is a flowchart of the dynamic simulation test method for the entire process of high-speed railway subgrade according to the present invention. Detailed Implementation

[0035] The present invention will be further described below with reference to the accompanying drawings. The following embodiments are only used to more clearly illustrate the technical solutions of the present invention and should not be construed as limiting the scope of protection of the present invention. It should be noted that the following detailed descriptions are exemplary and intended to provide further explanation of this application.

[0036] Unless otherwise specified, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains. It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms “comprising” and / or “including” are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0037] As attached Figure 1 As shown, the high-speed railway subgrade full-process dynamic simulation test device of the present invention includes: a load simulation subsystem for the filling construction period, a train load simulation subsystem for the operation period, and an automatic loading mode conversion control module.

[0038] The load simulation subsystem during the filling construction period is used to simulate the layered filling process of the subgrade fill material under the load dynamic action of the vibratory roller during the filling construction period. It includes: the vibratory roller lifting control upper frame, the walking drive support frame, and the vibratory roller excitation module.

[0039] See appendix Figure 2 Appendix Figure 3 As shown, the upper frame for the vibratory wheel lifting control includes: a frame side plate 11, a frame front and rear limit plate 12, a long guide column limit block 112, a long guide column 113, a pin 114, a frame side support plate 115, a frame crossbeam 116, a square seat bearing 117, a wire rope lifting bracket 118, a wire rope pin 119, a wire rope 120, and bolts 13, 14, 15, 16, 17, 18, 19, 110, and 111.

[0040] The upper frame of the vibratory wheel lifting control system connects the vibratory wheel to the lifting vibratory wheel. The vibratory wheel is connected to the side plate 11 of the frame, and the side plate 11 is fixed by the front and rear limit plates 12 of the frame. The long guide column 113 is fixed to the front and rear limit plates 12 of the frame by the long guide column limit block 112 and the pin 114. The side support plate 115 of the frame is connected to the side plate 11 of the frame by the frame crossbeam 116, the square seat bearing 117 and bolts. The lifting function of the vibratory wheel is achieved by using a steel wire rope 120 to drive the steel wire rope lifting bracket 118 and the steel wire rope pin 119 through gears, and using power to lift the vibratory wheel and the frame as a whole.

[0041] As attached Figure 4 Appendix Figure 5 As shown, the walking drive support frame includes: a worm gear reducer NMRV21, a worm gear reducer motor 22, a DJM type key-connected single-type elastic diaphragm coupling 23, a bearing with a square seat 24, an output shaft 25, a flat key 26, a shim 27, a connecting pad 29, an upper support plate 211, a cylindrical gear 216, a flat key 217, a tightening shim 218, a cylindrical gear 220, a bearing with a square seat 221, a lower connecting plate 224, a large gear shaft 225, a large gear shaft shim 226, a fixed pulley bracket 228, a bearing with a square seat 229, a fixed pulley 230, a fixed pulley bracket shaft 235, a fixed pulley bracket shaft shim 236, and a frame beam. 1238, Frame beam; 2239, Lower connecting plate of support frame; 240, Side plates of support frame; 241, LD type crane end beam; 242, Linear bearing connecting plate; 243, Linear motion ball bearing; 244, Connecting short beam; 245, First connecting plate; 246, Linear bearing connecting plate; 247, Steel wire rope; 248, Second connecting plate; 49, Hollow connecting square tube; 250, Horizontal main beam; 251, Track; 252, Frame beam; 3253, Bolts; 28, 210, 212, 213, 214, 215, 219, 222, 223, 227, 231, 232, 233, 234, 237, 254, Lower end beam of LD type crane; 255.

[0042] The worm gear reducer NMRV21, worm gear reducer motor 22, and LD type crane end beam 242 constitute the power source of the compaction simulation device. DJM type keyed single-type elastic diaphragm coupling 23, output shaft 25, flat key 26, gasket 27, bolt 28, and connecting pad 29 are connected from bottom to top to the support plate 211 on the support frame and the worm gear reducer motor 22.

[0043] The frame beams 1238 and 2239 are connected to the lower connecting plate 240 and the upper supporting plate 211 of the support frame, making the lower connecting plate 240 and the upper supporting plate 211 of the support frame a whole.

[0044] The upper support plate 211 of the support frame is connected to the large gear shaft 225 via the square seat bearing 221. The large gear shaft washer 226 is connected to the lower connecting plate 240 of the support frame, thereby fixing the large gear shaft 225 between the upper and lower connecting plates.

[0045] The flat key 217 and the clamping shim 218 are installed inside the cylindrical gear 216, and the large gear shaft 225 is driven to rotate smoothly by the power source.

[0046] The fixed pulley bracket shaft washer 236, the bearing with square seat 229, the fixed pulley bracket shaft 235, the fixed pulley bracket 228, and the fixed pulley 230 are fixed to the support plate 211 on the support frame from top to bottom.

[0047] The cylindrical gears 216 and 220 are installed on the outside of the large gear shaft 225 and are respectively connected to the wire rope 248, so that the wire rope 248 is passed around the fixed pulley 230 to change the direction of the force on the wire rope.

[0048] The horizontal main beam 251 connects the track and the two side plates 241 of the support frame. The LD-type trolley end beam 242 is installed on the track 252 and enables the system to achieve translation function through its own power system.

[0049] The first connecting plate 246 is connected to the linear bearing connecting plate 243, and the second connecting plate 49 is connected to the linear bearing connecting plate 247, and is respectively fixed on the short beam 245 of the connecting part. The linear motion ball bearing 244 is connected to the hollow connecting square tube 250 and the long guide column 113 is fixed through the first connecting plate 246 and the second connecting plate 247 to realize the lifting function.

[0050] The linear bearing connecting plate 243, the linear motion ball bearing 244, and the long guide column 113 enable the vibration wheel 311 of the simulation system to achieve vertical lifting function.

[0051] The horizontal main beam 251 is connected to the lower beam 255 of the LD-type trolley via the side plates 241 of the support frame and is placed on the ground track. The walking drive function is realized through the built-in power source system in the lower beam 255 of the LD-type trolley. The first connecting plate 246 is connected to the track 252 via the lower connecting plate 240 of the support frame to realize the horizontal movement function of the vibrating wheel.

[0052] As attached Figure 6 As shown, the vibrating wheel excitation module includes a shaft 31, a first eccentric block 32, a first gear 33, a second gear 34, a third gear 35, a fourth gear 36, a fifth gear 337, a second eccentric block 38, a spline 39, a third eccentric block 310, and a vibrating wheel 311.

[0053] The excitation force of the vibratory wheel excitation module is generated by a single-axis exciter, which is installed inside the vibratory wheel 311, which is connected to the frame. The shaft 31 is coupled to the excitation force device; rotation of the excitation force device drives the shaft 31 to rotate synchronously. Eccentric blocks 32 and 310, along with gear 33, are fixedly mounted on the shaft 31 by keys. Rotation of the shaft 31 drives the first eccentric block 32, the third eccentric block 310, and the first gear 33 to rotate synchronously in the same direction. Following the gear meshing transmission law, the second gear 34, the third gear 35, and the fourth gear 36 in the gear set enable the fifth gear 37 to rotate synchronously in opposite directions with the first gear 33. The second eccentric block 38, via the fifth gear 37 and spline 39, rotates synchronously in opposite directions with the first eccentric block 32 and the third eccentric block 310. The second eccentric block 38 has the same eccentric moment as the first eccentric blocks 32 and the third eccentric block 310 on both sides, and they rotate synchronously in opposite directions, so that the resultant excitation force is always on the same straight line. When the entire vibrator rotates, the direction of the resultant excitation force of the three eccentric blocks (first eccentric block 32, second eccentric block 38, and third eccentric block 310) can change between the vertical and horizontal directions, achieving directional vibration in either direction.

[0054] By changing the rotation speed of the vibration shaft, the vibration frequency is set to two levels: 0-31Hz and 0-65Hz; the excitation force is set to two levels: 0-500kN and 0-700kN; and the walking speed of the vibration wheel is set to two levels: 0-3km / h and 0-6km / h.

[0055] As attached Figure 7 Appendix Figure 8 Appendix Figure 9As shown, the operational train load simulation subsystem is used to simulate the vehicle-induced dynamics generated when a high-speed train load moves across a roadbed section during operation. It includes a reaction frame upright beam 41, a reaction frame upper beam 42, a reaction frame fixed top beam 43, a linear optical shaft 44, a linear bearing 45, a lifting base plate 46, a reaction frame moving top beam 47, a reaction frame inclined support rod 48, a displacement mechanism connecting plate 49, a front and rear displacement base plate 410, a servo motor 411, a servo motor reducer 412, a servo motor connecting plate 413, an L-shaped bracket 414, an intermediate connecting plate 415, a T-shaped connecting groove 416, a horizontal displacement slide 417, a coupling 418, a vertical bearing seat 419, a vertical bearing seat pad 420, a lead screw 421, and a trapezoidal lead screw screw. 422. Nut and screw nut pad 423. Actuator connecting plate 424. 30T vertical actuator 425. Screw 426. Square bearing seat 427. Large gear 428. Small gear 429. Output shaft 430. Diaphragm coupling 431. Worm gear reducer 432. Connecting pad 433. Pad 434. Motor support plate 435. Large gear shaft 436. Fixed pulley bracket 437. Fixed pulley bracket shaft 438. Fixed pulley 439. Square bearing seat 440. Wire rope lifting bracket 441. Wire rope lifting frame pin 442. Motor support plate support column 443. Traction ring beam 444. Traction horizontal main beam 445. Traction trolley end beam 446. Both sides of traction support frame 447. Support frame connecting beam 448.

[0056] The reaction frame upright beam 41, reaction frame upper end beam 42, reaction frame fixed top beam 43, reaction frame movable top beam 47, reaction frame inclined support rod 48, displacement mechanism connecting plate 49, and front and rear displacement base plate 410 are all connected by bolts.

[0057] The reaction frame diagonal support rod 48 is used to provide support force for the diagonally supporting reaction frame moving top beam 47, thereby maintaining its stability.

[0058] The linear optical axis 44, linear bearing 45, and lifting base plate 46 are used to connect and fix the reaction frame moving top beam 47 along the vertical movement path. The large gear 428 is fixed on the square seat bearing 427, the small gear 429 is used to connect the large gear 428, and the output shaft 430 and diaphragm coupling 431 are used to connect the worm gear reducer 432. The worm gear reducer 432 is placed on the motor support plate 435 via connecting pads 433 and 434. The motor support plate 435 is fixed by the motor support plate support column 443. The worm gear reducer 432 drives the large gear shaft 436 to rotate and cooperate with the fixed pulley 439 installed on the fixed pulley bracket 437, the fixed pulley bracket shaft 438 and the square bearing seat 440 to pull the wire rope on the wire rope lifting bracket 441 and the wire rope lifting frame pin 442, thereby realizing the lifting function of the reaction frame moving top beam 47 and thus carrying out indoor dynamic performance tests of roadbed structures at different heights.

[0059] The displacement mechanism connecting plate 49 is fixed to the bottom of the reaction frame moving top beam 47 and connected to the front and rear displacement base plate 410 below. Through the T-shaped connecting groove 416, coupling 418, vertical bearing seat 419, and lead screw 421, it controls the movement of the loading point of the 30T vertical actuator 425 in a direction perpendicular to the reaction frame moving top beam 47.

[0060] The intermediate connecting plate 415 is connected to the front and rear displacement base plate 410. The servo motor 411 and the servo motor reducer 412 are fixed on the servo motor connecting plate 413. The 30T vertical actuator 425 moves horizontally along the length of the reaction frame moving top beam 47 through the L-shaped bracket 414, the horizontal displacement slide 417, the vertical bearing seat pad 420, the lead screw 426, the trapezoidal lead screw nut 422, and the lead screw nut pad 423.

[0061] The system applies load by placing the actuator under the moving top beam 47 of the reaction frame, applying a reaction force to the roadbed under the action of the top beam's reaction force. The 30T vertical actuator 425 is fixed via the actuator connecting plate 424. The traction ring beam 444 is connected to the traction horizontal main beam 445, and connects to the support frame during actuator disassembly and movement, providing support and fixation. The traction trolley end beam 446 is placed on the lower running track to enable the entire support frame to move along the running track. The two sides 447 of the traction support frame and the support frame connecting beam 448 are used to stabilize the support frame.

[0062] As attached Figure 11 As shown, the automatic loading mode switching control module is used to automatically switch the loading mode between the filling construction phase and the operation and service phase. The filling construction load simulation subsystem and the operation phase train load simulation subsystem share the same running track structure 51. The support frame can be moved along the track by the walking drive module of the two subsystems to adjust and change the power loading position of the two subsystems. After the filling construction loading phase is completed, the support frame 52 of the construction load simulation subsystem is moved along the track to the outside of the model slot 53, and the support frame 54 of the operation phase train load simulation subsystem is moved to the inside of the model slot 53, so as to realize convenient installation and fixation of the actuator and synchronous switching of power source supply. After the loading phase ends, the support frame 54 of the operation phase train load simulation subsystem is moved back to the outside of the model slot, thereby realizing automatic and quick switching between loading modes.

[0063] As attached Figure 12 As shown, the high-speed railway subgrade full-process dynamic simulation test device of the present invention includes the following steps in its simulation test method:

[0064] Model box installation preparation;

[0065] The preparation and paving of roadbed fill material, along with the simultaneous deployment of a testing system;

[0066] The load simulation subsystem for the filling construction period is activated to carry out the layered compaction of the roadbed filling;

[0067] Conduct continuous monitoring of compaction quality and dynamic adjustment and control of the compaction process;

[0068] The roadbed structure filling construction is complete;

[0069] The loading mode conversion control automatically switches to the operational train load simulation subsystem.

[0070] Loading beams and force transmission bars are placed on the formed roadbed, and dynamic loads of high-speed trains are applied by phase change control servo actuators.

[0071] Conduct dynamic tests on the service performance of roadbed structures;

[0072] After completing the test, the structure was dismantled, the site was cleaned, and preparations were made for the next test.

[0073] The present invention provides a dynamic simulation test equipment for the entire process of high-speed railway subgrade compaction and service. It can change the traditional indoor test loading mode of high-speed railway subgrade structure and solve the applicability problem of continuously applying two dynamic load action modes on the same structure during the construction compaction stage and the operation service stage. It provides a new means for indoor dynamic testing of high-speed railway subgrade.

[0074] This invention addresses the lack of simulation continuous detection index and dynamic adjustment function for compaction parameters in existing technical solutions and equipment. This invention has the function of multi-amplitude, wide frequency domain and multi-vibration mode adjustment, which can adapt to different types of compaction machinery simulation working conditions, support continuous detection index of compaction quality, and can effectively support the needs of dynamic testing during filling period and intelligent filling construction testing.

[0075] The test system of this invention can be adapted to test conditions of different types of fillers, different layer thicknesses, and different working depths, effectively improving the efficiency and control accuracy of indoor filling tests and reducing labor and time costs.

[0076] This invention provides a multi-phase continuous control loading simulation function for simulating the cyclic dynamic action of a train load moving forward. It is adaptable to three-dimensional vibration wave field, dynamic response field simulation test and long-term cyclic dynamic response test under different loads and model scales. It has a reserved interface for adding loading modules and multi-phase synchronous testing, laying the foundation for subsequent large-scale test and application.

[0077] This invention enables automatic switching and continuous simulation of loading modes during the compaction and filling process and the train operation and service process, ensuring consistency in filler parameter testing. It provides important support for unifying the consistent index parameters throughout the entire process of subgrade structure design, construction, and service, and for forming a method for dynamic performance testing and evaluation of the entire process of subgrade structure design, construction, and service.

[0078] The above description is merely a preferred embodiment of the present invention. It should be noted that those skilled in the art can make various improvements and modifications without departing from the technical principles of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A dynamic simulation test device for the entire process of high-speed railway subgrade, characterized in that, The device includes: a load simulation subsystem for the filling construction period, a train load simulation subsystem for the operation period, and an automatic loading mode switching control module; The load simulation subsystem during the filling construction period is used to simulate the layered filling process of the subgrade fill material under the dynamic action of the vibratory wheel load of the road roller during the filling construction period. The operational train load simulation subsystem is used to simulate the vehicle-induced dynamics generated when a high-speed train load moves across a roadbed section during the operational period. The automatic loading mode conversion control module is used to realize the automatic conversion of loading mode from the filling construction stage to the operation and service stage; The construction period load simulation subsystem and the operation period train load simulation subsystem share the same running track structure. The support frame can be moved along the track by the walking drive module of the two subsystems to adjust and change the power loading position of the two subsystems. After the filling construction loading stage is completed, the first support frame of the filling construction load simulation subsystem is moved along the track to the outside of the model slot, and the second support frame of the operation period train load simulation subsystem is moved to the inside of the model slot, so as to realize the convenient installation and fixing of the actuator and the synchronous switching of the power source. After the loading stage is completed, the second support frame of the operation period train load simulation subsystem is moved back to the outside of the model slot, thereby realizing the automatic and quick switching between loading modes. The load simulation subsystem during the filling construction period includes: a vibratory wheel lifting control upper frame, a walking drive support frame, and a vibratory wheel excitation module; The traveling drive support frame includes: two side plates of the support frame, an LD-type trolley end beam, a first connecting plate, a rail, and an LD-type trolley lower end beam; The operational train load simulation subsystem includes traction train end beams; The horizontal main beam connects the track and the two side plates of the support frame. The LD type trolley end beam is installed on the track and enables the system to achieve translation through its own power system. The horizontal main beam is connected to the lower beam of the LD-type trolley via the two side plates of the support frame and placed on the ground track. The walking drive function is realized through the built-in power source system in the lower beam of the LD-type trolley. The first connecting plate is connected to the track through the lower connecting plate of the second support frame to realize the horizontal movement function of the vibrating wheel. The traction trolley end beam is placed on the lower running track to enable the support frame to move along the running track as a whole.

2. The dynamic simulation test device for the entire process of high-speed railway subgrade as described in claim 1, characterized in that, The vibratory wheel lifting control upper frame is used to connect the vibratory wheel and the lifting vibratory wheel, and includes: frame side plate, frame front and rear limit plates, long guide column limit block, long guide column, pin shaft, frame side support plate, frame crossbeam, first square seat bearing, wire rope lifting bracket, wire rope pin shaft, first wire rope and bolt; The vibrating wheel is connected to the side plate of the frame, and the side plate of the frame is fixed by the front and rear limit plates of the frame; the long guide column is fixed to the front and rear limit plates of the frame by the long guide column limit block and the pin; the side support plate of the frame is connected to the side plate of the frame by the frame beam, the first square seat bearing and bolts; the lifting function of the vibrating wheel is achieved by the first steel wire rope driving the steel wire rope lifting bracket and the steel wire rope pin through the gear, and the overall lifting of the vibrating wheel and the frame is achieved by the power supply.

3. The dynamic simulation test device for the entire process of high-speed railway subgrade as described in claim 1, characterized in that, The walking drive support frame includes: a worm gear reducer NMRV, a worm gear reducer motor, a DJM type key-connected single-type elastic diaphragm coupling, a third square seat bearing, a first output shaft, a first flat key, a gasket, a first connecting pad, an upper support plate of the support frame, a first cylindrical gear, a second flat key, a tightening gasket, a second cylindrical gear, a second square seat bearing, a lower connecting plate of the first support frame, a first large gear shaft, a large gear shaft gasket, a first fixed pulley bracket, a fourth square seat bearing, a first fixed pulley, a first fixed pulley bracket shaft, a fixed pulley bracket shaft gasket, frame beam 1, frame beam 2, a lower connecting plate of the second support frame, a first linear bearing connecting plate, a linear motion ball bearing, a connecting short beam, a second linear bearing connecting plate, a second wire rope, a displacement mechanism connecting plate, a hollow connecting square tube, a horizontal main beam, a frame beam 3, and bolts; The worm gear reducer NMRV, the worm gear reducer motor, and the LD type crane end beam are the power source parts of the compaction simulation device; the DJM type key connection single type elastic diaphragm coupling, the first output shaft, the first flat key, the gasket, the bolt, and the first connecting pad block are connected from bottom to top to the support plate on the support frame and the worm gear reducer motor. The frame beams 1 and 2 are connected to the lower connecting plate of the second support frame and the upper support plate of the support frame, so that the lower connecting plate of the second support frame and the upper support plate of the support frame become a whole. The upper support plate of the support frame is connected to the second square seat bearing at the first large gear shaft, and the large gear shaft washer is connected to the lower connecting plate of the second support frame, so that the first large gear shaft will be fixed between the upper and lower connecting plates; The second flat key and the clamping shim are installed inside the first cylindrical gear, and the first large gear shaft is driven to rotate smoothly by the power source; The fixed pulley bracket shaft washer, the fourth square seat bearing, the first fixed pulley bracket shaft, the first fixed pulley bracket and the first fixed pulley are fixed to the support plate on the support frame from top to bottom; The first cylindrical gear and the second cylindrical gear are installed on the outside of the first large gear shaft and are respectively connected to the second steel wire rope, so that the second steel wire rope is passed around the first fixed pulley to change the direction of the force on the steel wire rope; The first connecting plate is connected to the first linear bearing connecting plate, the displacement mechanism connecting plate is connected to the second linear bearing connecting plate, and they are respectively fixed on the short beam of the connecting part. The linear motion ball bearing is connected to the hollow connecting square tube and the long guide column is fixed through the first connecting plate and the second linear bearing connecting plate to realize the lifting function. The first linear bearing connecting plate, the linear motion ball bearing, and the long guide column enable the vibration wheel of the simulation system to achieve vertical lifting and lowering function; Second support frame lower connecting plate.

4. The dynamic simulation test device for the entire process of high-speed railway subgrade as described in claim 1, characterized in that, The vibratory wheel excitation module includes a shaft, a first eccentric block, a first gear, a second gear, a third gear, a fourth gear, a fifth gear, a second eccentric block, a spline, a third eccentric block, and a vibratory wheel; The excitation force of the vibratory wheel excitation module is generated by a single-axis exciter, which is installed inside the vibratory wheel, which is connected to the frame. The shaft is connected to the excitation force device via coupling, and the rotation of the excitation force device will drive the shaft to rotate synchronously. The first eccentric block, the third eccentric block, and the first gear are fixedly installed on the shaft by a key. When the shaft rotates, it drives the first eccentric block, the third eccentric block, and the first gear to rotate synchronously in the same direction with the shaft. The second, third, and fourth gears in the gear set enable the fifth gear to rotate synchronously in the opposite direction to the first gear. The second eccentric block rotates synchronously in the opposite direction with the first and third eccentric blocks via the fifth gear and spline; the eccentric torque of the second eccentric block is the same as that of the first and third eccentric blocks on both sides, and they rotate synchronously in the opposite direction, so the resultant excitation force is always on the same straight line. When the entire vibrator rotates, the direction of the resultant excitation force of the three eccentric blocks (first, second, and third) can change between the vertical and horizontal directions, achieving directional vibration in either direction.

5. The dynamic simulation test device for the entire process of high-speed railway subgrade as described in claim 1, characterized in that, The operational train load simulation subsystem includes: reaction frame upright beam, reaction frame upper beam, reaction frame fixed top beam, linear optical shaft, linear bearing, lifting base plate, reaction frame moving top beam, reaction frame inclined support rod, displacement mechanism connecting plate, front and rear displacement base plate, servo motor, servo motor reducer, servo motor connecting plate, L-shaped bracket, intermediate connecting plate, T-shaped connecting groove, horizontal displacement slide, coupling, vertical bearing seat, vertical bearing seat pad, first lead screw, trapezoidal lead screw nut, and lead screw nut washer. Block, actuator connecting plate, 30T vertical actuator, second lead screw, fifth square seat bearing, large gear, small gear, second output shaft, diaphragm coupling, worm gear reducer, second connecting pad, pad, motor support plate, second large gear shaft, second fixed pulley bracket, second fixed pulley bracket shaft, second fixed pulley, square bearing seat, wire rope lifting bracket, wire rope lifting frame pin, motor support plate support column, traction ring beam, traction horizontal main beam, traction support frame sides and support frame connecting beam.

6. The dynamic simulation test device for the entire process of high-speed railway subgrade as described in claim 5, characterized in that, The reaction frame upright beam, reaction frame upper beam, reaction frame fixed top beam, reaction frame movable top beam, reaction frame inclined support rod, and displacement mechanism connecting plate are all connected to the front and rear displacement base plates by bolts. The linear optical axis, linear bearing, and lifting base plate are used to connect and fix the reaction frame moving top beam along the vertical movement path; the large gear is fixed on the fifth square seat bearing, the small gear is used to connect the large gear, and the second output shaft and diaphragm coupling are used to connect the worm gear reducer; the worm gear reducer is placed on the motor support plate through the second connecting pad and the pad, and the motor support plate is fixed by the motor support plate support column. The worm gear reducer drives the second large gear shaft to rotate and cooperate with the second fixed pulley installed on the second fixed pulley bracket, the second fixed pulley bracket shaft and the square bearing seat to pull the wire rope lifting bracket and the wire rope lifting bracket pin shaft, thereby realizing the lifting function of the reaction frame moving top beam; The displacement mechanism connecting plate is fixed to the bottom of the reaction frame moving top beam and connected to the front and rear displacement base plate below. Through the T-shaped connecting groove, coupling, vertical bearing seat and first lead screw, the movement of the 30T vertical actuator loading point is controlled to be perpendicular to the direction of the reaction frame moving top beam. The intermediate connecting plate is connected to the front and rear displacement base plates. The servo motor and the servo motor reducer are fixed on the servo motor connecting plate. Through the L-shaped bracket, horizontal displacement slide, vertical bearing seat pad, second lead screw and trapezoidal lead screw nut and lead screw nut pad, the 30T vertical actuator moves horizontally along the length of the reaction frame moving top beam. The system applies load by placing it under the moving top beam of the reaction frame, and applying a reaction force to the roadbed under the action of the top beam's reaction force; the 30T vertical actuator is fixed by the actuator connecting plate; the traction ring beam is connected to the traction horizontal main beam, and connects to the support frame when the actuator is disassembled and moved, playing a supporting and fixing role; the two sides of the traction support frame and the support frame connecting beam are used to fix the stability of the support frame.

7. A method for dynamic simulation testing of the entire process of high-speed railway subgrade, used in the dynamic simulation testing device for the entire process of high-speed railway subgrade as described in any one of claims 1-6, characterized in that, The method for full-process dynamic simulation test of high-speed railway subgrade includes the following steps: Model box installation preparation; The preparation and paving of roadbed fill material, along with the simultaneous deployment of a testing system; The load simulation subsystem for the filling construction period is activated to carry out the layered compaction of the roadbed filling; Conduct continuous monitoring of compaction quality and dynamic adjustment and control of the compaction process; The roadbed structure filling construction is complete; The loading mode conversion control automatically switches to the operational train load simulation subsystem. Loading beams and force transmission bars are placed on the formed roadbed, and dynamic loads of high-speed trains are applied by phase change control servo actuators. Conduct dynamic tests on the service performance of roadbed structures; After completing the test, the structure was dismantled, the site was cleaned, and preparations were made for the next test.

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