A windmill-bridge coupling calculation method considering bridge vortex vibration

Abstract

The present invention discloses a windmill-bridge coupling calculation method considering bridge vortex vibration, comprising the following steps: S1, obtaining basic information of the bridge, establishing a bridge finite element model, and calculating the self-vibration characteristics of the bridge; S2, calculating the displacement time history at each node position when the bridge has vortex vibration; S3, integrating the bridge node displacement with the train speed to obtain the dynamic line shape of the train when crossing the bridge; S4, establishing a windmill-bridge coupling system; S5, introducing the dynamic line shape of the train when crossing the bridge as an additional irregularity into the windmill-bridge coupling system to evaluate the train response. The present invention establishes a windmill-bridge coupling analysis system, considers the effect of wind load, and includes the running space position of the train when the bridge has vortex vibration as an additional irregularity into the dynamic coupling system, fully considers the effect of the bridge vortex vibration, and can evaluate the driving safety and riding comfort of high-speed railway trains when the bridge has vortex vibration.

Description

Technical Field

[0001] The invention relates to the field of vehicle-bridge coupled vibration, and in particular to a windmill-bridge coupled calculation method taking bridge vortex vibration into consideration. Background Art

[0002] With the continuous breakthroughs in the span of suspension bridges, the main beam structure has become more complex and gradually developed towards low damping. This structure is sensitive to wind action and easily induces vortex vibration. Vortex vibration has always been an important issue faced in the design and construction of large-span suspension bridge structures and has received great attention.

[0003] For railway bridges, the periodic vibration of the bridge caused by vortex vibration will not only cause structural fatigue, but also affect the running stability of the train on the bridge. The deformation of the bridge deck caused by vertical vortex vibration will seriously deteriorate the dynamic performance of the train operation, reduce the train ride comfort, and even endanger the driving safety of the train in severe cases. Therefore, it is necessary to evaluate the wind resistance and driving stability of the bridge during the bridge design stage. The train driving safety assessment under the vortex vibration of the bridge includes multiple complex factors such as the static characteristics of the bridge, the dynamic characteristics of the vortex vibration, the dynamic characteristics of the train, and the wind environment. The wind environment also includes elements such as average wind and pulsating wind. Each system affects each other, and it is difficult to conduct a scientific and accurate assessment.

[0004] Therefore, proposing a windmill-bridge coupling calculation method taking into account bridge vortex-oscillation is a technical problem that needs to be solved urgently by those skilled in the art. Summary of the invention

[0005] The purpose of this invention is to evaluate the driving safety and riding comfort of high-speed railway trains when vortex-induced vibration occurs on the bridge, and then propose reasonable design parameters and technical standards for high-speed railway bridges, and propose a windmill-bridge coupling calculation method considering the vortex-induced vibration of the bridge.

[0006] In order to achieve the above-mentioned object of the invention, the technical solution adopted by the present invention is: comprising the following steps:

[0007] S1. Obtain basic information of the bridge, establish a finite element model of the bridge, and calculate the natural vibration characteristics of the bridge;

[0008] S2. Calculate the displacement time history at each node position when the bridge undergoes vortex vibration;

[0009] S3, integrating the displacement time history at each node position of the bridge with the train speed to obtain the dynamic line shape of the train when crossing the bridge;

[0010] S4, establish a windmill-bridge coupling system;

[0011] S5. The dynamic alignment of the train when crossing the bridge is introduced into the windmill-bridge coupling system as additional irregularities to evaluate the train response.

[0012] Furthermore, the basic information of the bridge includes the location of bridge nodes, unit information, materials and cross-sections, and supports and constraints.

[0013] Furthermore, step S1 specifically includes:

[0014] S11, obtaining basic information of the bridge and establishing a finite element model of the bridge;

[0015] S12, obtaining a damping matrix according to a linear combination of a unit stiffness matrix and a unit mass matrix of the spatial beam unit;

[0016] S13. Using the mass matrix and stiffness matrix of the spatial beam unit, the subspace iteration method is used to obtain the vibration characteristics of the bridge and its periodic frequency, and the natural vibration characteristics of the bridge are obtained.

[0017] Furthermore, step S2 specifically includes:

[0018] S21, establishing a bridge self-vibration characteristic table according to the bridge self-vibration characteristic, determining the vibration mode and period of the bridge vortex vibration, and obtaining the vibration mode function of the bridge;

[0019] S22. According to the maximum amplitude of the bridge when vortex vibration occurs, the vibration mode function of the bridge is matched to each bridge node to obtain the displacement time history at each bridge node position.

[0020] Furthermore, step S3 specifically includes:

[0021] S31, according to the running speed of the train on the bridge, making the vertical spatial position of the train at each moment equal to the displacement at the node position of the bridge;

[0022] S32. Calculate the vertical displacement of the wheelset at a certain mileage of the bridge based on the displacement time history at each node position of the bridge and a certain-order vertical vortex vibration modal period of the main beam of the bridge, and use the vertical displacement of the wheelset at a certain mileage of the bridge as the dynamic line shape of the train when passing the bridge.

[0023] Furthermore, step S4 specifically includes:

[0024] S41, obtaining vehicle information, including mass, stiffness and damping information of the vehicle body, wheelset and bogie, and establishing kinematic equations of the train subsystem and the bridge subsystem according to the bridge and vehicle information;

[0025] S42, input track irregularity, and obtain the forces between the train subsystem and the bridge subsystem in the load term on the right side of the motion equation through the vehicle-bridge interaction relationship;

[0026] S43, inputting average wind speed and pulsating wind field information, as well as vehicle-bridge three-force coefficients, to calculate static wind force and buffeting force acting on the bridge and the train;

[0027] S44, applying the static wind lift, drag and torque of the bridge under the static wind force, the buffeting lift, drag and torque under the buffeting force, and the wind load on the train to the right side of the kinematic equations of the train subsystem and the bridge subsystem as the force of the wind load acting on the train and the bridge, and obtaining the motion equation of the windmill-bridge coupling system;

[0028] S45. The motion equations of the windmill-bridge coupling system are solved by numerical integration method using the Newmark-β method to obtain the vehicle response.

[0029] Furthermore, step S5 specifically includes:

[0030] S51, superimposing the dynamic linear shape of the vehicle under vortex vibration to the motion equation of the windmill-bridge coupling system as additional irregularity, and solving to obtain the dynamic response of the bridge and the vehicle;

[0031] S52. Solve the motion equation of the windmill-bridge coupling system to obtain the response value of the bridge train dynamic response evaluation index and evaluate the safety and stability of the train.

[0032] The beneficial effects of the present invention are:

[0033] The present invention obtains bridge information and calculates the displacement time history characteristics under vortex vibration; then, starting from the spatial position, the train speed parameters and the bridge displacement time history are integrated and calculated. A wind-vehicle-bridge coupling analysis system is established, taking into account the effect of wind load. The running spatial position of the train when vortex vibration occurs on the bridge is taken into account as an additional irregularity in the dynamic coupling system, fully considering the effect of vortex vibration of the bridge, and evaluating the impact on the dynamic response of the entire vehicle-bridge system.

[0034] The present invention mathematically analyzes the process of a train passing through a bridge with vortex vibration, and solves the vehicle-bridge coupling problem from the perspective of spatial position by integrating mechanics, kinematics and other methods. The prior art lacks evaluation of vehicle performance under bridge vortex vibration, while the present invention fully considers the influence of wind-vehicle interaction, wind-bridge interaction and bridge vortex vibration. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] Figure 1 A schematic flow chart of a method for calculating and evaluating the dynamic response of a highway-railway dual-purpose bridge according to the present invention;

[0036] Figure 2 It is a cross-sectional view of the main beam of a highway-railway dual-purpose bridge in a specific application scenario of the present invention;

[0037] Figure 3 It is the dynamic line shape of a train crossing a bridge in a specific application scenario of the present invention;

[0038] Figure 4It is a pulsating wind field sample in a specific application scenario of the present invention;

[0039] Figure 5 It is a sample of track unevenness in a specific application scenario of the present invention;

[0040] Figure 6 It is a time history diagram of the vertical acceleration of the vehicle body in a specific application scenario of the present invention; DETAILED DESCRIPTION

[0041] The specific implementation modes of the present invention are described below to facilitate those skilled in the art to understand the present invention. However, it should be clear that the present invention is not limited to the scope of the specific implementation modes. For those of ordinary skill in the art, as long as various changes are within the spirit and scope of the present invention as defined and determined by the attached claims, these changes are obvious, and all inventions and creations utilizing the concept of the present invention are protected.

[0042] like Figure 1 , 2 As shown in Figure 3, the windmill-bridge coupling calculation method considering bridge vortex vibration is shown in the specific flow chart. Figure 1 , including the following steps:

[0043] S1. Obtain basic information of the bridge, establish a finite element model of the bridge, and calculate the natural vibration characteristics of the bridge;

[0044] S11: Obtain basic information of the bridge and establish a finite element model of the bridge. The basic information of the bridge includes bridge node locations, unit information, materials and cross-sections, and supports and constraints;

[0045] Take a main span kilometer-level highway-railway dual-purpose suspension bridge as an example. Obtain information such as bridge unit nodes, materials, and cross-sections. The main beam is a steel truss structure made of Q3700qe steel. The cross-section of the bridge main beam is as follows: Figure 2 As shown. The bridge tower is made of C55 concrete, and the cross section is a hollow box section. The main cable is a zinc-aluminum alloy coated high-strength parallel steel wire strand structure, and the sling is made of high-strength steel wire. The master-slave constraint is used to simulate the support, and the equivalent stiffness of the pile foundation is input to the bottom of the pedestal. The main beam and pier are simulated using a 12-degree-of-freedom spatial beam unit.

[0046] S12, according to the unit stiffness matrix of the spatial beam unit , element mass matrix The linear combination obtains the damping matrix ;

[0047] The main cable and the hanger are simulated using a 6-DOF spatial rod element. The element stiffness matrix of the spatial beam element is as follows:

[0048]

[0049] Where: E , G are the elastic modulus and shear modulus of the unit material, respectively, which are obtained according to the material properties of each unit; , , Around the local coordinate system X, Y, Z The moment of inertia of the axis is obtained based on the cross-sectional properties of each element; L.A are the length and cross-sectional area of ​​the unit, respectively.

[0050] Element mass matrix of spatial beam element as follows:

[0051]

[0052] Where: ρ The density of the unit material. The rest of the formulas have the same meaning as the structural stiffness matrix.

[0053] The damping matrix Simplified to mass matrix M and the stiffness matrix K The linear combination of is shown below: .

[0054] The damping ratio of any two vibration modes and their corresponding natural frequencies can be expressed as:

[0055]

[0056] , Respectively i Step and j The natural frequency of the order vibration mode; , is the Rayleigh damping linear combination parameter, which is obtained by solving the natural vibration characteristics as follows. , Respectively i Step and j The damping ratio corresponding to the order vibration mode is 0.005 in this embodiment.

[0057] S13. Mass matrix of bridge using spatial beam element , stiffness matrix , the subspace iteration method is used to obtain the vibration characteristics of the bridge and its periodic frequency, and the natural vibration characteristics of the bridge are obtained;

[0058] The specific method of using the subspace iteration method to obtain the structural natural vibration characteristics is as follows:

[0059] First, generate an iterative formula:

[0060] Then the generalized stiffness matrix is ​​obtained according to the following formula and the generalized mass matrix .

[0061]

[0062]

[0063] Solve the vibration mode and frequency according to the following formula:

[0064]

[0065] Where {q} is the generalized coordinate amplitude of the vibration mode, and the above formula has a solution, namely:

[0066]

[0067] The natural vibration period of the structure can be calculated ,Will , we can solve {q} and use

[0068]

[0069] Obtain the vibration mode after the first iteration , repeat this process 3-5 times to get the result;

[0070] The bridge natural vibration characteristics are shown in the following table:

[0071] Table 1 is the bridge self-vibration characteristics table

[0072]

[0073] S2: Calculate the displacement time history at each node position when the bridge undergoes vortex vibration;

[0074] S21: establishing a bridge self-vibration characteristic table according to the bridge self-vibration characteristic, determining the vibration mode and period of the bridge vortex vibration, and obtaining the vibration mode function of the bridge;

[0075] First, determine the vibration mode and period of the vortex vibration of the bridge. In this embodiment, the bridge is in mode 3, i.e., first-order positive symmetrical vertical bending, with a period of 6.071s.

[0076] S22: The maximum amplitude of the bridge under vortex vibration , the vibration mode function of the bridge Corresponding to each bridge node, the displacement time history at each bridge node position is obtained;

[0077] The displacement time history at each node of the bridge is calculated according to the following formula ;

[0078]

[0079] In the formula is the maximum amplitude when the bridge experiences vortex vibration, which is 100 mm in this embodiment; is the vibration mode function of the bridge, is the result of the subspace iteration method , x is the coordinate along the bridge span direction, the result is as follows Figure 3 As shown;

[0080] S3, integrating the displacement time history at each node position of the bridge with the train speed to obtain the dynamic line shape of the train when crossing the bridge;

[0081] S31. According to the running speed of the train on the bridge, the vertical displacement of the wheelset at a certain mileage of the train is made equal to the displacement at the position of the bridge node; when the train position and the bridge node do not coincide, the interpolation method can be used to determine; when the train runs at a certain speed on a bridge experiencing vertical VIV, when the car body is at a certain bridge mileage, the maximum vertical displacement of the wheelset is equal to the vertical vortex-induced vibration amplitude of the main beam at this location;

[0082] S32, based on the displacement time history at each node position of the bridge and a certain order vertical vortex vibration modal period of the bridge main beam , calculate the vertical displacement of the wheelset at a certain mileage of the bridge, and use the vertical displacement of the wheelset at a certain mileage of the bridge as the dynamic line shape of the train when crossing the bridge. The calculation formula is as follows:

[0083]

[0084] In the formula is the vertical displacement of the wheelset at a certain mileage of the bridge under vertical vortex vibration; t is the mileage x time, of which t The value range is 0~ x / v , v is the train speed, the result is as follows Figure 3 As shown;

[0085] S4. Establish windmill-bridge coupling system

[0086] S41, obtaining vehicle information, including mass, stiffness and damping information of the vehicle body, wheelset and bogie, and establishing kinematic equations of the train subsystem and the bridge subsystem according to the bridge and vehicle information;

[0087] Specifically, this embodiment uses a 12-degree-of-freedom spatial beam unit to simulate the main beam and piers; uses a 6-degree-of-freedom spatial rod unit to simulate the main cable and hanger, establishes a bridge finite element model, and obtains the mass, stiffness and damping matrix of the bridge structure. The train adopts a multi-rigid body dynamics model. A train section includes a car body, two bogies and four wheel pairs. For each component, the five degrees of freedom of lateral, vertical, roll, nod and shake are considered, so each car has a total of 35 degrees of freedom. The motion equations of each subsystem are as follows:

[0088] Kinematic equations of the train subsystem:

[0089] Kinematic equations of the bridge subsystem:

[0090] In the formula, The mass matrix of the train subsystem, is the damping matrix of the train subsystem, is the stiffness matrix of the train subsystem; is the mass matrix of the bridge subsystem, is the damping matrix of the bridge subsystem, is the stiffness matrix of the bridge subsystem; is the displacement of the train subsystem, is the speed of the train subsystem, is the acceleration vector of the train subsystem; is the displacement of the bridge subsystem, is the bridge subsystem speed, is the acceleration vector of the bridge subsystem; is the force exerted by the train subsystem on the bridge subsystem, is the force exerted by the bridge subsystem on the train subsystem; , is the force of wind load acting on the train; is the force acting on the bridge due to wind load;

[0091] S42, input track irregularity, and obtain the force of the train subsystem on the bridge subsystem in the load term on the right side of the kinematic equation through the vehicle-bridge interaction relationship; and is the opposite force;

[0092] The interaction force between the train and the bridge is calculated using the D'Alembert principle and the relative displacement of the vehicle and bridge. The calculation formula is as follows:

[0093]

[0094] In the formula, k wi is the stiffness of each wheelset of the train,D B The actual spatial position of the bridge under each wheel can be obtained by reading the track irregularity at that position and comparing it with the deformation of the bridge at that position. Add together and you get the actual position The calculation formula is as follows:

[0095]

[0096] In the formula, D Bi For the bridge i The actual location of the node, X Bi They are the bridge subsystem i The dynamic displacement of the nodes, r i For the corresponding bridge node i The roughness value at the location;

[0097] Specifically, in the embodiment, the train model is CRH3, the speed is 200km / h, and the track unevenness adopts the time domain sample of the German low interference spectrum inversion, such as Figure 5 shown.

[0098] S43, inputting average wind speed and pulsating wind field information, as well as vehicle-bridge three-force coefficients, to calculate static wind force and buffeting force acting on the bridge and the train;

[0099] In this embodiment, the average wind speed is 25m / s, and the pulsating wind field is a certain measured wind speed time series, such as Figure 4 As shown, the static wind force and buffeting force acting on the bridge and the train are considered respectively.

[0100] S431. Input the average wind speed and pulsating wind field, as well as the vehicle-bridge three-force coefficient, and calculate the static wind force and buffeting force acting on the bridge:

[0101] Static wind force considers the lift force in a uniform wind speed ,resistance and torque , the expressions are as follows:

[0102]

[0103] Where: , , The angles of attack in the body axis coordinate system are The three-force coefficient of the bridge at is the air density, U is the average wind speed, B is the width of the windward side of the main beam or bridge tower, HThe height of the main beam or the windward side of the bridge tower;

[0104] Buffeting force takes lift into account ,resistance , Torque , since the buffeting force is generated by the pulsating wind field, it is the time t Function of

[0105]

[0106] In the formula, , , are the slopes of lift, drag and moment coefficients respectively; , They are the fluctuating wind speeds in the transverse and vertical directions acting on the main beam, which can be input manually; , , , , , The time-domain aerodynamic admittance function is generally obtained through experiments. In this embodiment, the value is 1, that is, the influence of aerodynamic admittance is not considered.

[0107] S432. Calculate the static wind force and buffeting force acting on the train:

[0108] The wind loads acting on the train are lift and ,resistance and torque , the formula is as follows:

[0109]

[0110]

[0111] Where: is the composite wind speed; U is the average wind speed; is the train speed; , are the width and height of the windward side of the vehicle, , , are the lift coefficient, drag coefficient and torque coefficient respectively, which are the angle of attack and yaw angle β A function of the angle of attack It has the same meaning as in the bridge wind load formula;

[0112] The yaw angle is defined by the following formula:

[0113]

[0114] S44. The static wind lift of the bridge under the static wind force ,resistance and torque , and the buffeting lift under the buffeting force ,resistance , Torque , and the wind load lift on the train ,resistance and torque ; Apply it to the right side of the kinematic equation of the train subsystem and the bridge subsystem as the force of the wind load acting on the train and the bridge, and obtain the motion equation of the windmill-bridge coupling system, as follows:

[0115] Kinematic equations of the train subsystem:

[0116] Kinematic equations of the bridge subsystem:

[0117] S45, solving the motion equation of the windmill-bridge coupling system by numerical integration method using the Newmark-β method to obtain the vehicle response;

[0118] Solve the bridge subsystem:

[0119] Specifically, through Newmark- β The displacement of the bridge subsystem is calculated by ,speed and acceleration ; The specific integral format is:

[0120] In the formula , is the integration parameter, Take it as 0.25, Take it as 0.5; is the time integration step; To indicate the Integration step;

[0121] The displacement of the bridge subsystem ,speed , acceleration vector As , , Substitute into the integral format to solve the equation of motion of the bridge subsystem;

[0122] In the above formula , use To represent, then respectively , Substitution The bridge subsystem dynamic equation at time t can be simplified to The solution formula is:

[0123]

[0124] In the formula, for Bridge node loads at time ;

[0125] The solution formula is:

[0126]

[0127] In the formula, , , , ; , , , , solving the above formula gives ;

[0128] , The solution formula is:

[0129] .

[0130] S5. The dynamic alignment of the train when crossing the bridge is introduced into the windmill-bridge coupling system as additional irregularities to evaluate the train response;

[0131] Step S5 includes the following process:

[0132] S51, superimposing the dynamic linear shape of the vehicle under vortex vibration to the motion equation of the windmill-bridge coupling system as additional irregularity, and solving to obtain the dynamic response of the bridge and the vehicle;

[0133] is a function of time t, which is converted to bridge mileage according to vehicle speed, i.e.

[0134]

[0135] Track irregularity is also the data with mileage as the horizontal axis, which is compared with The values ​​at the same mileage are superimposed as additional unevenness, which directly affects the vehicle-bridge interaction force. , the influence of bridge vortex vibration in the windmill-bridge system is taken into consideration, the windmill-bridge coupling system is solved by numerical integration method, and the dynamic response of the train is obtained.

[0136] The results of solving the train response time history diagram are as follows Figure 6shown.

[0137] S52. Solve the motion equation of the windmill-bridge coupling system to obtain the response value of the bridge train dynamic response evaluation index and evaluate the safety and stability of the train.

[0138] According to relevant specifications such as "High-speed Railway Design Specifications TB10621-2014", "Railway Locomotive Dynamic Performance Test Identification Method and Evaluation Standard TB / T2360-93", the dynamic response of the train when crossing the bridge under the condition of vortex vibration is evaluated. The following bridge train dynamic response evaluation table is as follows:

[0139] Table 2 Bridge train dynamic response evaluation table

[0140]

[0141] This method then starts from the spatial position and integrates the train speed parameters with the bridge displacement time history. A wind-vehicle-bridge coupling analysis system is established, taking into account the effect of wind load. The running spatial position of the train when the bridge vortex vibration occurs is taken into account as an additional irregularity in the dynamic coupling system, fully considering the effect of the bridge vortex vibration, and evaluating the impact on the dynamic response of the entire vehicle-bridge system. It is especially suitable for scenes with diverse bridge structures and complex wind environments.

[0142] The above are only specific embodiments of the present invention, but the protection scope of the present invention is not limited thereto. Any person skilled in the art who is familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed by the present invention, which should be included in the protection scope of the present invention. Therefore, the protection scope of the present invention should be based on the protection scope of the claims.

Claims

1. A windmill-bridge coupling calculation method considering bridge vortex vibration, characterized in that: The following steps are involved: S1. Obtain basic information of the bridge, establish a finite element model of the bridge, and calculate the natural vibration characteristics of the bridge; the basic information of the bridge includes the location of bridge nodes, unit information, materials and cross-sections, and supports and constraints; S2. Calculate the displacement time history at each node position when the bridge undergoes vortex vibration; S3, integrating the displacement time history at each node position of the bridge with the train speed to obtain the dynamic line shape of the train when crossing the bridge; S4. Establish a windmill-bridge coupling system; specifically including: S41, obtaining vehicle information, including mass, stiffness and damping information of the vehicle body, wheelset and bogie, and establishing kinematic equations of the train subsystem and the bridge subsystem according to the bridge and vehicle information; S42, input track irregularity, and obtain the forces acting on the train subsystem and the bridge subsystem in the load terms on the right side of the kinematic equations of the train subsystem and the bridge subsystem through the vehicle-bridge interaction relationship; S43, inputting average wind speed and pulsating wind field information, as well as vehicle-bridge three-force coefficients, to calculate static wind force and buffeting force acting on the bridge and the train; S44, applying the static wind lift, drag and torque of the bridge under the static wind force, the buffeting lift, drag and torque under the buffeting force, and the wind load on the train to the right side of the kinematic equations of the train subsystem and the bridge subsystem as the force of the wind load acting on the train and the bridge, and obtaining the motion equation of the windmill-bridge coupling system; S45, solving the motion equation of the windmill-bridge coupling system by numerical integration method using the Newmark-β method to obtain the vehicle response; S5. The dynamic line shape of the train when crossing the bridge is introduced into the windmill bridge coupling system as additional irregularity to evaluate the train response: specifically including: S51, superimposing the dynamic linear shape of the vehicle under vortex vibration to the motion equation of the windmill-bridge coupling system as additional irregularity, and solving to obtain the dynamic response of the bridge and the vehicle; S52. Solve the motion equation of the windmill-bridge coupling system to obtain the response value of the bridge train dynamic response evaluation index and evaluate the safety and stability of the train.

2. The windmill-bridge coupling calculation method considering bridge vortex vibration according to claim 1 is characterized in that: The step S1 specifically includes: S11, obtaining basic information of the bridge and establishing a finite element model of the bridge; S12, obtaining a damping matrix according to a linear combination of a unit stiffness matrix and a unit mass matrix of the spatial beam unit; S13. Using the unit mass matrix and unit stiffness matrix of the spatial beam unit, the subspace iteration method is used to obtain the vibration characteristics of the bridge and its periodic frequency, and the natural vibration characteristics of the bridge are obtained.

3. The windmill-bridge coupling calculation method considering bridge vortex vibration according to claim 1 is characterized in that: The step S2 specifically includes: S21, establishing a bridge self-vibration characteristic table according to the bridge self-vibration characteristic, determining the vibration mode and period of the bridge vortex vibration, and obtaining the vibration mode function of the bridge; S22. According to the maximum amplitude of the bridge when vortex vibration occurs, the vibration mode function of the bridge is matched to each bridge node to obtain the displacement time history at each bridge node position.

4. The windmill-bridge coupling calculation method considering bridge vortex vibration according to claim 3 is characterized in that: Step S3 specifically includes: S31, according to the running speed of the train on the bridge, making the vertical spatial position of the train at each moment equal to the displacement at the node position of the bridge; S32. Calculate the vertical displacement of the wheelset at a certain mileage of the bridge based on the displacement time history at each node position of the bridge and a certain-order vertical vortex vibration modal period of the main beam of the bridge, and use the vertical displacement of the wheelset at a certain mileage of the bridge as the dynamic line shape of the train when passing the bridge.

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