Method and device for calculating ballastless track power of steel truss bridge

Abstract

The invention provides a dynamic calculation method and device for a ballastless track of a steel truss bridge, and relates to the technical field of track engineering.The dynamic calculation method comprises the steps that vehicle model parameters, steel truss bridge structure parameters, ballastless track design parameters and wheel-rail contact parameters are obtained; performing modeling processing according to the vehicle model parameters to obtain a vehicle dynamic model; carrying out modeling processing according to the ballastless track design parameters to obtain a track model; carrying out modeling processing according to the structural parameters of the steel truss bridge to obtain a bridge model; performing wheel-rail relation analysis processing according to the wheel-rail contact parameters to obtain a wheel-rail system model; obtaining dynamic simulation conditions according to the vehicle dynamic model, the track model, the bridge model and the wheel-rail system model; and performing simulation processing based on the dynamic simulation condition to obtain an output result. Complete and fine modeling of the steel truss bridge can be realized, the model can reflect the material and section characteristics of each rod piece in the steel truss bridge, and the accuracy and reliability of calculation are improved.

Description

Technical Field

[0001] The present invention relates to the technical field of track engineering, and in particular to a method and device for calculating the dynamics of a ballastless track of a steel truss bridge. Background Art

[0002] With the development of high-speed railway technology in my country, steel truss bridges with high structural strength, strong deformation control ability and beautiful appearance are increasingly used in practical projects. In order to ensure the stability and reliability of the track structure and reduce the workload of operation and maintenance, ballastless tracks are usually laid on steel truss bridges. In order to ensure the safety and stability of trains passing through the ballastless track of steel truss bridges, it is very necessary to verify the design scheme by using the vehicle-track-bridge dynamic coupling simulation analysis method.

[0003] Steel truss bridges are generally composed of main trusses (composed of upper chords, lower chords, web members, etc.), bridge deck systems (composed of bridge decks, longitudinal beams, cross beams, concrete slabs, etc.), and connection systems (composed of various rods). They are complex in structure and have many components. For general concrete simply supported bridges, the modeling and calculation methods of vehicle-line-bridge dynamic coupling simulation analysis are relatively mature, but in view of the complexity of steel truss bridges, there is currently no mature and reliable modeling method. Existing vehicle-line-bridge dynamic coupling simulation analysis generally uses analytical methods to establish dynamic differential equations for solution, but this method can only extract limited bridge vibration modes, and then use vibration mode superposition method to establish the dynamic differential equation of the bridge. It cannot completely and accurately simulate the dynamic characteristics of steel truss bridges, and cannot reflect the cross-sectional characteristics of each member of the steel truss bridge, resulting in a decrease in the accuracy of the calculation results and low credibility. In addition, the analytical method of dynamic equations is technically difficult, and the calculation accuracy is closely related to the theoretical basis of the user, so it cannot be adopted on a large scale in actual engineering.

[0004] Based on the above-mentioned shortcomings of the prior art, there is an urgent need for a dynamic calculation method and device for ballastless track of a steel truss bridge. Summary of the invention

[0005] The purpose of the present invention is to provide a method and device for calculating the dynamics of ballastless track of a steel truss bridge to improve the above problems. In order to achieve the above purpose, the technical solution adopted by the present invention is as follows:

[0006] In a first aspect, the present application provides a method for calculating the dynamics of a ballastless track of a steel truss bridge, comprising:

[0007] Obtain vehicle model parameters, steel truss bridge structure parameters, ballastless track design parameters and wheel-rail contact parameters;

[0008] Performing modeling processing according to the vehicle model parameters to obtain a vehicle dynamics model;

[0009] Performing modeling processing according to the ballastless track design parameters to obtain a track model;

[0010] Performing modeling processing according to the structural parameters of the steel truss bridge to obtain a bridge model;

[0011] Performing wheel-rail relationship analysis and processing according to the wheel-rail contact parameters to obtain a wheel-rail system model;

[0012] According to the vehicle dynamics model, the track model, the bridge model and the wheel-rail system model, dynamics simulation conditions are obtained by defining loads, boundary conditions and contact relationship processing;

[0013] The simulation process is performed based on the dynamic simulation conditions, and the output results are obtained by defining the output quantity and performing simulation calculations. The output results include dynamic response data of the vehicle, track and bridge at at least one preset speed.

[0014] In a second aspect, the present application provides a ballastless track power calculation device for a steel truss bridge, comprising:

[0015] An acquisition module, used to obtain vehicle model parameters, steel truss bridge structure parameters, ballastless track design parameters and wheel-rail contact parameters;

[0016] A first modeling module, used for performing modeling processing according to the vehicle model parameters to obtain a vehicle dynamics model;

[0017] A second modeling module is used to perform modeling processing according to the ballastless track design parameters to obtain a track model;

[0018] A third modeling module is used to perform modeling processing according to the steel truss bridge structure parameters to obtain a bridge model;

[0019] An analysis module, used for performing wheel-rail relationship analysis according to the wheel-rail contact parameters to obtain a wheel-rail system model;

[0020] A processing module, used for obtaining dynamic simulation conditions by defining loads, boundary conditions and contact relationship processing according to the vehicle dynamics model, the track model, the bridge model and the wheel-rail system model;

[0021] The simulation module performs simulation processing based on the dynamic simulation conditions, obtains output results by defining output quantities and performing simulation calculations, and the output results include dynamic response data of the vehicle, track and bridge at at least one preset speed.

[0022] The beneficial effects of the present invention are:

[0023] 1. The present invention can realize complete and detailed modeling of steel truss bridges. The model can reflect the material and cross-sectional characteristics of each member in the steel truss bridge, improve the accuracy and reliability of calculation, and fill the gap in the three-dimensional spatial modeling method of vehicle-track-steel truss bridge dynamic simulation;

[0024] Second, the method of the present invention uses general finite element software as a carrier for modeling and calculation, and adopts a graphical interactive operation interface, which is highly operable, convenient for engineering designers to learn, and easy to promote and adopt in actual engineering;

[0025] 3. The method of the present invention can adjust the model parameters in real time according to the analysis needs, so as to realize the calculation and analysis under multiple working conditions. It can be used to analyze the influencing factors of different structural types and different technical parameters on the dynamic characteristics of the vehicle-line-bridge system, and assist the designers in carrying out multiple scheme comparison and structural finalization design.

[0026] Other features and advantages of the present invention will be described in the following description, and partly become apparent from the description, or be understood by implementing the embodiments of the present invention. The purpose and other advantages of the present invention can be realized and obtained by the structures particularly pointed out in the written description, claims, and drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings required for use in the embodiments are briefly introduced below. It should be understood that the following drawings only show certain embodiments of the present invention and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other related drawings can be obtained based on these drawings without creative work.

[0028] Figure 1 This is a flow chart of the method for calculating the dynamics of the ballastless track of a steel truss bridge described in the embodiment of the present application;

[0029] Figure 2 It is a structural diagram of the ballastless track power calculation device for a steel truss bridge described in an embodiment of the present application;

[0030] Figure 3 This is a schematic diagram of a steel truss bridge model described in an embodiment of the present application;

[0031] Figure 4 This is a simplified model schematic diagram described in the embodiments of this application.

[0032] Markings in the figure: 1. Acquisition module; 2. First modeling module; 21. First modeling unit; 22. First processing unit; 23. First assignment unit; 24. First assembly unit; 3. Second modeling module; 31. Second modeling unit; 32. Second processing unit; 33. Third modeling unit; 34. First integration unit; 4. Third modeling module; 41. Third processing unit; 42. Fourth modeling unit; 43. First simulation unit; 44. Second integration unit; 5. Analysis module; 51. Third processing unit; 52. Fourth modeling unit; 53. First simulation unit; 54. Second integration unit; 6. Processing module; 61. Fourth processing unit; 62. Fifth processing unit; 63. Third construction unit; 64. Sixth processing unit; 7. Simulation module. DETAILED DESCRIPTION

[0033] In order to make the purpose, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, rather than all of the embodiments. The components of the embodiments of the present invention generally described and shown in the drawings here can be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of the present invention provided in the drawings is not intended to limit the scope of the claimed invention, but merely represents selected embodiments of the present invention. Based on the embodiments in the present invention, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of the present invention.

[0034] It should be noted that similar reference numerals and letters represent similar items in the following drawings, so once an item is defined in one drawing, it does not need to be further defined and explained in the subsequent drawings. At the same time, in the description of the present invention, the terms "first", "second", etc. are only used to distinguish the description and cannot be understood as indicating or implying relative importance.

[0035] Example 1

[0036] like Figure 1 As shown, this embodiment provides a method for calculating the dynamics of a ballastless track of a steel truss bridge, including steps S100 to S700:

[0037] Step S100, obtaining vehicle model parameters, steel truss bridge structure parameters, ballastless track design parameters and wheel-rail contact parameters;

[0038] Step S200, performing modeling processing according to vehicle model parameters to obtain a vehicle dynamics model;

[0039] It should be noted that step S200 includes steps S210 to S240.

[0040] Step S210: performing geometric modeling processing according to the vehicle model parameters to obtain a first model set, wherein the first model set includes a wheelset model, a bogie model, a suspension model and a vehicle body model;

[0041] Step S220, performing rigid body constraint processing according to the first model set to obtain a reference point set;

[0042] Step S230, performing parameter assignment processing according to the reference point set to obtain an inertial feature set;

[0043] Step S240: assembling the first model set and the inertia feature set to obtain a vehicle model.

[0044] Specifically, first, the models of the car body, bogie and wheelset are established. The specific method is to establish the wheelset components by rotation according to the overall dimensions of the wheelset, and specify the center of mass of the wheelset as its reference point. At the same time, a rigid body constraint is created between the wheelset components and the reference point, and the mass, nodding inertia, shaking inertia and rolling inertia are assigned. Similarly, the models of the bogie and car body are also established through the geometric modeling method, and their respective centers of mass are respectively specified as reference points, rigid body constraints are created and inertial characteristic parameters are assigned. Next, these models are assembled. A vehicle consists of 1 car body component, 2 bogie components and 4 wheelset components. The car body, bogie and wheelset are assembled into an overall vehicle model through geometric position relationships. Then, the primary and secondary suspension systems are defined to achieve force transmission. According to the geometric position relationship, the lower endpoint of the primary suspension is defined on the four wheelset components, the upper endpoint of the primary suspension is defined on the two bogie components, the lower endpoint of the secondary suspension is defined on the two bogie components, and the upper endpoint of the secondary suspension is defined on the one car body component. Lines are connected between these endpoints, and the spring damping unit is used to simulate the primary and secondary suspensions, and their stiffness and damping parameters are given. Finally, a dowel bar unit is established, and dowel bars are established between the lower endpoint of the primary suspension of the wheelset and the center of mass of the wheelset, between the upper endpoint of the primary suspension of the bogie and the center of mass of the bogie, between the lower endpoint of the secondary suspension of the bogie and the center of mass of the bogie, and between the upper endpoint of the secondary suspension of the car body and the center of mass of the car body, respectively, to complete the force transmission path between the various components of the vehicle. Through the above steps, a complete vehicle dynamic model is finally formed, ensuring the accuracy of each part model and the rationality of the overall assembly, so that it can accurately reflect the dynamic characteristics in actual operation.

[0045] Step S300, performing modeling processing according to ballastless track design parameters to obtain a track model;

[0046] It should be noted that step S300 includes steps S310 to S340.

[0047] Step S310: geometric modeling is performed according to the ballastless track design parameters to obtain a second model set, where the second model set includes a rail model, a track bed model, a base plate model, a fastener model, and a vibration damping pad model;

[0048] Step S320: assigning material properties according to the rail model, the ballast plate model and the base plate model and performing mesh division processing to obtain a mesh model set;

[0049] Step S330: Modeling the fastener model and the vibration damping pad model based on a preset spring damping unit simulation rule to obtain a spring damping model;

[0050] Step S340 integrates the grid model set and the spring damping model to obtain a track model.

[0051] Specifically, the process of modeling and processing the track model according to the design parameters of the ballastless track is divided into the following steps. First, the rails, ballast plates and base plates are all geometrically modeled using solid components. The models of each component are established according to the external dimensions, and the external shapes of each component are appropriately simplified according to the calculation requirements to ensure the calculation efficiency and accuracy. Material properties are assigned to each component. Specifically, the rails are 60kg / m rails made of manganese steel, and the ballast plates and base plates are made of C40 concrete. Then, each component is meshed to ensure that the model has sufficient discreteness for accurate numerical simulation. Next, the fasteners and vibration damping pads are modeled. As important elastic elements of the ballastless track system, the fasteners and vibration damping pads are simulated using spring damping units. Each set of fasteners can be simulated by two or more springs, and the vibration damping pads are simulated by a series of uniformly distributed springs. First, create the upper and lower nodes of the spring units of the fasteners and vibration damping pads. Specifically, the upper node of the fastener is located on the rail, and the lower node of the fastener is located on the ballast plate; the upper node of the vibration damping pad is located on the ballast plate, and the lower node of the vibration damping pad is located on the base plate. After that, connect the upper and lower nodes of the fasteners and vibration damping pads to form connecting lines, and assign their stiffness and damping parameters to these connecting lines to complete the modeling of the fasteners and vibration damping pads. If geotextile is used between the ballast plate and the base plate, the presence of the geotextile is indicated by setting the spring stiffness of the simulated vibration damping pad to infinity. Through the above steps, a complete track model is finally formed, which can accurately reflect the actual dynamic characteristics of the ballastless track system in the steel truss bridge section, ensuring the accuracy and reliability of the simulation results.

[0052] Step S400, performing modeling processing according to the structural parameters of the steel truss bridge to obtain a bridge model;

[0053] It should be noted that step S400 includes step S410 to step S440.

[0054] Step S410, performing section attribute definition and material attribute assignment processing according to the collective positions of beams and rods in the steel truss bridge structure parameters to obtain a truss component material model;

[0055] Step S420: According to the thickness and material properties of the bridge deck and the concrete slab in the steel truss bridge structure parameters, shell component modeling and solid component modeling are respectively performed to obtain a bridge deck model and a concrete slab model;

[0056] Step S430: Perform simulation processing according to the pier and support parameters in the steel truss bridge structure parameters, and obtain a support model of the pier and support by simulating the supporting effect of the pier and support on the bridge using a preset grounding spring unit;

[0057] Step S440: Obtain a bridge model by integrating the truss component material model, the bridge deck model, the concrete slab model and the support model.

[0058] It is understandable that steel truss bridges are generally composed of main trusses (composed of upper chords, lower chords, webs, etc.), bridge deck systems (composed of bridge decks, longitudinal beams, cross beams, concrete slabs, etc.), connection systems (composed of various rods), and other structures. Various beams and rods are established through truss components, bridge decks are established using shell components, and concrete slabs are established using solid components. Specifically, first, truss components are established, geometric modeling is performed according to the geometric positions of each beam and each rod, and the cross-sectional properties of each beam and rod are defined. Select the corresponding cross-sectional shape (such as rectangular, box-shaped, I-shaped, L-shaped, T-shaped, etc.) in the finite element software, and define its actual external dimensions. The beams and rods of steel truss bridges are all made of Q345 steel, so they need to be assigned corresponding material properties, and then meshing is performed. The bridge deck is usually made of orthotropic steel plates, and shell components are used for modeling. The thickness of the shell components is defined according to the actual thickness, and the material properties of Q345 steel are assigned to complete the meshing. The concrete slab is located on the steel bridge deck and directly supports the ballastless track. C20 concrete is used and modeled using solid components. The material properties of C20 concrete are assigned and meshing is performed. In order to simplify the model, the piers and their lower foundation models are no longer established. Instead, the supporting effect of the piers and bearings on the bridge is simulated by grounding springs. The supporting effect is converted into equivalent stiffness and assigned to grounding spring units. Through the above steps, a complete steel truss bridge model is finally formed, as shown in the figure. Figure 3 Such a bridge model construction method can accurately reflect the mechanical characteristics and dynamic response of the bridge structure in actual operation, thereby providing accurate simulation results and effective engineering guidance.

[0059] Step S500, performing wheel-rail relationship analysis according to wheel-rail contact parameters to obtain a wheel-rail system model;

[0060] It should be noted that step S500 includes steps S510 to S540.

[0061] Step S510, calculating the relationship between the wheel-rail force and the wheel-rail deformation according to the wheel-rail contact parameters, obtaining a corresponding relationship table between the wheel-rail force and the wheel-rail deformation beam, and performing simulation processing based on the corresponding relationship table to obtain the wheel-rail contact properties;

[0062] Step S520, constructing a wheel-rail contact pair according to the geometric characteristics of the wheel tread and the rail head surface in the wheel-rail contact parameters;

[0063] Step S530: Based on a preset track irregularity spectrum, track irregularity data is obtained by calculating the vertical and lateral offsets of the rails at different longitudinal positions;

[0064] Step S540: construct a wheel-rail system model according to the wheel-rail contact properties, wheel-rail contact pairs and track irregularity data.

[0065] Specifically, first, define the wheel-rail contact properties, which are divided into tangential contact and normal contact. The tangential contact adopts the Coulomb friction model with a friction coefficient of 0.3; the normal contact is based on the Hertz nonlinear elastic contact theory, and the relationship between the wheel-rail force and the wheel-rail deformation is calculated and input into the finite element software. As shown in Table 1, Table 1 is a table of the relationship between the wheel-rail force and the wheel-rail deformation, which lists in detail the deformation corresponding to different wheel-rail forces.

[0066] Table 1 Relationship between wheel-rail force and wheel-rail deformation

[0067]

[0068]

[0069] Secondly, a wheel-rail contact pair is established, and the wheel tread and rail head surface are simulated as contact surfaces. Then, track irregularity is applied, and the vertical and lateral offsets of the rails at different longitudinal positions are calculated according to the selected track irregularity spectrum, and these offsets are applied by modifying the position coordinates of the rail unit nodes.

[0070] Step S600, obtaining dynamic simulation conditions by defining loads, boundary conditions and contact relationship processing according to the vehicle dynamics model, track model, bridge model and wheel-rail system model;

[0071] It should be noted that step S600 includes steps S610 to S640.

[0072] Step S610: Obtain vehicle load conditions by applying a load at the center of mass of the vehicle body according to the vehicle axle weight data in the vehicle dynamics model;

[0073] Step S620: Based on the preset train speed calculation range, the vehicle speed condition is obtained by applying corresponding speed values ​​to the center of mass of the vehicle body, bogie, and wheelset;

[0074] Step S630, constructing a contact relationship constraint according to the wheel-rail contact parameters;

[0075] Based on step S640, according to the bridge model and the track model, binding constraints are adopted between the base plate of the ballastless track and the concrete plate of the steel truss bridge, between the concrete plate of the steel truss bridge and the orthotropic bridge deck, and between the orthotropic bridge deck and the steel truss, and common node constraints are adopted between the beams and rods of the steel truss to obtain structural constraints.

[0076] Specifically, firstly, according to the vehicle axle weight, a load of corresponding magnitude is applied to the center of mass of the vehicle body to simulate the influence of the vehicle load. Secondly, according to the train speed that needs to be calculated, the speed value of corresponding magnitude is applied to the center of mass of the vehicle body, bogie, and wheelset to ensure that the model can accurately reflect the actual speed of the train operation. Regarding the contact relationship between the wheel and the rail, the aforementioned method is adopted, the tangential contact uses the Coulomb friction model, and the normal contact is based on the Hertz nonlinear elastic contact theory, and the wheel-rail force and deformation relationship table is input. In order to simulate the interaction between the ballastless track and the steel truss bridge, binding constraints are used between the base plate of the ballastless track and the concrete plate of the steel truss bridge, between the concrete plate of the steel truss bridge and the orthotropic bridge deck, and between the orthotropic bridge deck and the steel truss. These binding constraints ensure that each layer of the structure acts as a whole in the dynamic simulation. In addition, common node constraints are used between the beams and rods of the steel truss to simulate the actual connection relationship. Through the above steps, the loads, boundary conditions and contact relationships are fully defined, and the dynamic simulation conditions of vehicles, tracks, bridges and wheel-rail systems are established, laying the foundation for further dynamic analysis.

[0077] Step S700, performing simulation processing based on dynamic simulation conditions, obtaining output results by defining output quantities and performing simulation calculations, and the output results include dynamic response data of the vehicle, track and bridge at at least one preset speed.

[0078] The dynamic calculation method for ballastless track of steel truss bridge proposed in the present invention can output technical indicators as shown in Table 2 below:

[0079] Table 2 Outputtable Technical Specifications

[0080]

[0081] Specifically, based on the above-mentioned dynamic calculation method for ballastless track of steel truss bridges, a certain high-speed railway super-large bridge was taken as an example to carry out vehicle-track-bridge dynamic coupling calculation and analysis to verify the safety and stability of the train when passing.

[0082] The vehicle adopts CRH380A EMU, the track adopts 60kg / m rail and WJ-8B fastener, the dynamic stiffness of the fastener is 36kN / mm, the ballast plate and base plate adopt C40 concrete, and there is a geotextile isolation layer between the ballast plate and the base plate, and the stiffness is regarded as infinite. The bridge structure is a bottom-supported simply supported arch steel truss bridge, which consists of a main truss, a bridge deck system, a connecting system, etc. Each rod and orthotropic steel bridge deck adopts Q345 steel, and a C20 concrete bottom plate is laid on the steel bridge deck. The span of each simply supported steel truss is 108m. In order to simplify the calculation, only one vehicle section and three-span steel trusses are considered in the model. Finally, the following is established: Figure 4 The simplified model diagram is shown in the figure. The dynamic response of the vehicle, track and bridge at three speeds of 300km / h, 350km / h and 400km / h is calculated, and the safety and stability of vehicle operation are evaluated. The calculation results and the comparison with the allowable values ​​of the specification are shown in Table 3 below.

[0083] Table 3 Simulation calculation results

[0084]

[0085] It can be seen from the calculation results that when the train speed increases from 300km / h to 400km / h, the dynamic response of the track and bridge and the safety and stability indicators of driving increase accordingly, but none of them exceed the specification limits, indicating that the existing design scheme is reasonable and feasible, and can ensure that the train passes through the bridge safely and smoothly, and control the dynamic response of the structure at a good level.

[0086] Example 2

[0087] like Figure 2 As shown, this embodiment provides a steel truss bridge ballastless track power calculation device, comprising:

[0088] An acquisition module 1 is used to acquire vehicle model parameters, steel truss bridge structure parameters, ballastless track design parameters and wheel-rail contact parameters;

[0089] A first modeling module 2, used for performing modeling processing according to vehicle model parameters to obtain a vehicle dynamics model;

[0090] The second modeling module 3 is used to perform modeling processing according to the ballastless track design parameters to obtain a track model;

[0091] The third modeling module 4 is used to perform modeling processing according to the structural parameters of the steel truss bridge to obtain a bridge model;

[0092] Analysis module 5, used for performing wheel-rail relationship analysis according to wheel-rail contact parameters to obtain a wheel-rail system model;

[0093] Processing module 6, used for obtaining dynamic simulation conditions by defining loads, boundary conditions and contact relationship processing according to the vehicle dynamic model, track model, bridge model and wheel-rail system model;

[0094] The simulation module 7 performs simulation processing based on dynamic simulation conditions, obtains output results by defining output quantities and performing simulation calculations, and the output results include dynamic response data of the vehicle, track and bridge at at least one preset speed.

[0095] In a specific embodiment disclosed in the present invention, the first modeling module 2 includes:

[0096] A first modeling unit 21 is used to perform geometric modeling processing according to vehicle model parameters to obtain a first model set, where the first model set includes a wheelset model, a bogie model, a suspension model and a vehicle body model;

[0097] A first processing unit 22, configured to perform rigid body constraint processing according to the first model set to obtain a reference point set;

[0098] A first assignment unit 23, configured to perform parameter assignment processing according to the reference point set to obtain an inertial feature set;

[0099] The first assembly unit 24 is used to perform assembly processing according to the first model set and the inertia feature set to obtain a vehicle model.

[0100] In a specific embodiment disclosed in the present invention, the second modeling module 3 includes:

[0101] A second modeling unit 31 is used to perform geometric modeling processing according to the ballastless track design parameters to obtain a second model set, wherein the second model set includes a rail model, a track bed model, a base plate model, a fastener model and a vibration damping pad model;

[0102] The second processing unit 32 is used to assign material properties according to the rail model, the ballast plate model and the base plate model and perform mesh division processing to obtain a mesh model set;

[0103] A third modeling unit 33 performs modeling processing on the fastener model and the vibration damping pad model based on a preset spring damping unit simulation rule to obtain a spring damping model;

[0104] The first integration unit 34 is used to integrate the grid model set and the spring damping model to obtain a track model.

[0105] In a specific embodiment disclosed in the present invention, the third modeling module 4 includes:

[0106] The third processing unit 41 is used to perform section attribute definition and material attribute assignment processing according to the collective positions of beams and rods in the steel truss bridge structure parameters to obtain a truss component material model;

[0107] The fourth modeling unit 42 is used to perform shell component modeling and solid component modeling processing to obtain a bridge deck model and a concrete slab model according to the thickness and material properties of the bridge deck and the concrete slab in the steel truss bridge structure parameters;

[0108] The first simulation unit 43 is used to perform simulation processing according to the pier and support parameters in the steel truss bridge structure parameters, and obtain the support model of the pier and support by simulating the support effect of the pier and support on the bridge using a preset ground spring unit;

[0109] The second integration unit 44 is used to integrate the truss member material model, the bridge deck model, the concrete slab model and the support model to obtain the bridge model.

[0110] In a specific embodiment disclosed in the present invention, the analysis module 5 includes:

[0111] A first calculation unit is used to calculate the relationship between the wheel-rail force and the wheel-rail deformation according to the wheel-rail contact parameters, obtain a corresponding relationship table between the wheel-rail force and the wheel-rail deformation beam, and perform simulation processing based on the corresponding relationship table to obtain the wheel-rail contact properties;

[0112] The first construction unit is used to construct a wheel-rail contact pair according to the geometric characteristics of the wheel tread and the rail head surface in the wheel-rail contact parameters;

[0113] The second calculation unit obtains track irregularity data by calculating the vertical and lateral offsets of the rails at different longitudinal positions based on a preset track irregularity spectrum;

[0114] The second construction unit is used to construct a wheel-rail system model according to wheel-rail contact properties, wheel-rail contact pairs and track irregularity data.

[0115] In a specific embodiment disclosed in the present invention, the processing module 6 includes:

[0116] A fourth processing unit 61 is used to obtain a vehicle load condition by applying a load at the center of mass of the vehicle body according to the vehicle axle weight data in the vehicle dynamics model;

[0117] A fifth processing unit 62 obtains a vehicle speed condition by applying corresponding speed values ​​to the mass center of the vehicle body, the bogie, and the wheelset based on a preset train speed calculation range;

[0118] A third construction unit 63 is used to construct a contact relationship constraint according to the wheel-rail contact parameters;

[0119] The sixth processing unit 64 is used to obtain structural constraints based on the bridge model and the track model by using binding constraints between the base plate of the ballastless track and the concrete plate of the steel truss bridge, between the concrete plate of the steel truss bridge and the orthotropic bridge deck, and between the orthotropic bridge deck and the steel truss, and using common node constraints between the beams and rods of the steel truss.

[0120] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. For those skilled in the art, the present invention may have various modifications and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

Claims

1. A method for calculating the dynamics of ballastless track of a steel truss bridge, characterized in that: include: Obtain vehicle model parameters, steel truss bridge structure parameters, ballastless track design parameters and wheel-rail contact parameters; Performing modeling processing according to the vehicle model parameters to obtain a vehicle dynamics model; Performing modeling processing according to the ballastless track design parameters to obtain a track model; Performing modeling processing according to the structural parameters of the steel truss bridge to obtain a bridge model; Performing wheel-rail relationship analysis and processing according to the wheel-rail contact parameters to obtain a wheel-rail system model; According to the vehicle dynamics model, the track model, the bridge model and the wheel-rail system model, dynamics simulation conditions are obtained by defining loads, boundary conditions and contact relationship processing; The simulation process is performed based on the dynamic simulation conditions, and the output results are obtained by defining the output quantity and performing simulation calculations. The output results include dynamic response data of the vehicle, track and bridge at at least one preset speed.

2. The method for calculating the dynamics of ballastless track of a steel truss bridge according to claim 1 is characterized in that: The vehicle dynamics model is obtained by performing modeling processing according to the vehicle model parameters, including: Performing geometric modeling processing according to the vehicle model parameters to obtain a first model set, wherein the first model set includes a wheelset model, a bogie model, a suspension model, and a vehicle body model; Performing rigid body constraint processing on the first model set to obtain a reference point set; Perform parameter assignment processing according to the reference point set to obtain an inertial feature set; The vehicle model is obtained by performing assembly processing according to the first model set and the inertial feature set.

3. The method for calculating the dynamics of ballastless track of a steel truss bridge according to claim 1, characterized in that: Modeling is performed according to the ballastless track design parameters to obtain a track model, including: Performing geometric modeling processing according to the ballastless track design parameters to obtain a second model set, wherein the second model set includes a rail model, a ballast plate model, a base plate model, a fastener model, and a vibration damping pad model; Assign material properties according to the rail model, the ballast plate model and the base plate model and perform mesh division processing to obtain a mesh model set; Modeling the fastener model and the vibration damping pad model based on a preset spring damping unit simulation rule to obtain a spring damping model; The track model is obtained by integrating the grid model set and the spring damping model.

4. The method for calculating the dynamics of ballastless track of a steel truss bridge according to claim 1, characterized in that: The bridge model is obtained by modeling according to the structural parameters of the steel truss bridge, including: According to the collective positions of beams and rods in the steel truss bridge structure parameters, section attribute definition and material attribute assignment processing are performed to obtain a truss component material model; According to the thickness and material properties of the bridge deck and the concrete slab in the steel truss bridge structure parameters, shell component and solid component modeling are respectively performed to obtain a bridge deck model and a concrete slab model; The pier and support parameters in the steel truss bridge structure parameters are simulated, and the supporting model of the pier and support is obtained by simulating the supporting effect of the pier and support on the bridge using a preset ground spring unit; The bridge model is obtained by integrating the truss component material model, the bridge deck model, the concrete slab model and the support model.

5. The method for calculating the dynamics of ballastless track of a steel truss bridge according to claim 1 is characterized in that: The wheel-rail relationship analysis is performed according to the wheel-rail contact parameters to obtain a wheel-rail system model, including: Calculating the relationship between the wheel-rail force and the wheel-rail deformation according to the wheel-rail contact parameters, obtaining a corresponding relationship table between the wheel-rail force and the wheel-rail deformation beam, and performing simulation processing based on the corresponding relationship table to obtain the wheel-rail contact properties; According to the geometrical characteristics of the wheel tread and the rail head surface in the wheel-rail contact parameters, a wheel-rail contact pair is constructed; Based on the preset track irregularity spectrum, the track irregularity data is obtained by calculating the vertical and lateral offsets of the rails at different longitudinal positions; A wheel-rail system model is constructed according to the wheel-rail contact properties, the wheel-rail contact pair and the track irregularity data.

6. A ballastless track dynamics calculation device for a steel truss bridge, characterized in that: include: An acquisition module, used to obtain vehicle model parameters, steel truss bridge structure parameters, ballastless track design parameters and wheel-rail contact parameters; A first modeling module, used for performing modeling processing according to the vehicle model parameters to obtain a vehicle dynamics model; A second modeling module is used to perform modeling processing according to the ballastless track design parameters to obtain a track model; A third modeling module is used to perform modeling processing according to the steel truss bridge structure parameters to obtain a bridge model; An analysis module, used for performing wheel-rail relationship analysis according to the wheel-rail contact parameters to obtain a wheel-rail system model; A processing module, used for obtaining dynamic simulation conditions by defining loads, boundary conditions and contact relationship processing according to the vehicle dynamics model, the track model, the bridge model and the wheel-rail system model; The simulation module performs simulation processing based on the dynamic simulation conditions, obtains output results by defining output quantities and performing simulation calculations, and the output results include dynamic response data of the vehicle, track and bridge at at least one preset speed.

7. The ballastless track power calculation device for a steel truss bridge according to claim 6, characterized in that: The first modeling module comprises: A first modeling unit, configured to perform geometric modeling processing according to the vehicle model parameters to obtain a first model set, wherein the first model set includes a wheelset model, a bogie model, a suspension model, and a vehicle body model; A first processing unit, configured to perform rigid body constraint processing according to the first model set to obtain a reference point set; A first assignment unit, configured to perform parameter assignment processing according to the reference point set to obtain an inertial feature set; The first assembly unit is used to perform assembly processing according to the first model set and the inertial feature set to obtain a vehicle model.

8. The ballastless track power calculation device for steel truss bridge according to claim 6, characterized in that: The second modeling module comprises: A second modeling unit is used to perform geometric modeling processing according to the ballastless track design parameters to obtain a second model set, wherein the second model set includes a rail model, a ballast plate model, a base plate model, a fastener model and a vibration damping pad model; A second processing unit is used for assigning material properties according to the rail model, the track bed plate model and the base plate model and performing mesh division processing to obtain a mesh model set; A third modeling unit, which performs modeling processing on the fastener model and the vibration damping pad model based on a preset spring damping unit simulation rule to obtain a spring damping model; The first integration unit is used to integrate the grid model set and the spring damping model to obtain a track model.

9. The ballastless track power calculation device for steel truss bridge according to claim 6, characterized in that: The third modeling module comprises: A third processing unit is used to perform section property definition and material property assignment processing according to the collective positions of beams and rods in the steel truss bridge structure parameters to obtain a truss component material model; A fourth modeling unit is used to perform shell component modeling and solid component modeling processing to obtain a bridge deck model and a concrete slab model according to the thickness and material properties of the bridge deck and the concrete slab in the steel truss bridge structure parameters; The first simulation unit is used to simulate the pier and support parameters in the steel truss bridge structure parameters, and obtain the support model of the pier and support by simulating the support effect of the pier and support on the bridge using a preset ground spring unit; The second integration unit is used to integrate the truss component material model, the bridge deck model, the concrete slab model and the support model to obtain a bridge model.

10. The ballastless track power calculation device for steel truss bridge according to claim 6, characterized in that: The analysis module comprises: a first calculation unit, configured to calculate the relationship between the wheel-rail force and the wheel-rail deformation according to the wheel-rail contact parameters, obtain a corresponding relationship table between the wheel-rail force and the wheel-rail deformation beam, and perform simulation processing based on the corresponding relationship table to obtain the wheel-rail contact properties; A first construction unit is used to construct a wheel-rail contact pair according to the geometric characteristics of the wheel tread and the rail head surface in the wheel-rail contact parameters; The second calculation unit obtains track irregularity data by calculating the vertical and lateral offsets of the rails at different longitudinal positions based on a preset track irregularity spectrum; The second construction unit is used to construct a wheel-rail system model according to the wheel-rail contact properties, the wheel-rail contact pair and the track irregularity data.

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