A method and apparatus for dynamic calculation of ballastless track for steel truss bridges

Abstract

This invention provides a method and apparatus for dynamic calculation of ballastless track for steel truss bridges, relating to the field of track engineering technology. The method includes: acquiring vehicle model parameters, steel truss bridge structural parameters, ballastless track design parameters, and wheel-rail contact parameters; obtaining a vehicle dynamic model through modeling based on the vehicle model parameters; obtaining a track model through modeling based on the ballastless track design parameters; obtaining a bridge model through modeling based on the steel truss bridge structural parameters; obtaining a wheel-rail system model through wheel-rail relationship analysis based on the wheel-rail contact parameters; obtaining dynamic simulation conditions based on the vehicle dynamic model, track model, bridge model, and wheel-rail system model; and obtaining output results through simulation processing based on the dynamic simulation conditions. This invention enables complete and detailed modeling of steel truss bridges, and the model can reflect the material and cross-sectional characteristics of each member in the steel truss bridge, improving the accuracy and reliability of the calculation.

Description

Technical Field

[0001] This invention relates to the field of track engineering technology, and more specifically, to a method and apparatus for dynamic calculation of ballastless track for steel truss bridges. Background Technology

[0002] With the development of high-speed railway technology in my country, steel truss bridges, characterized by high structural strength, strong deformation control, and an aesthetically pleasing appearance, are increasingly used in practical engineering projects. To ensure the stability and reliability of the track structure and reduce the workload of operation, maintenance, and repair, ballastless track is typically laid on steel truss bridges. Therefore, it is essential to verify the design scheme using vehicle-track-bridge dynamic coupling simulation analysis to ensure the safety and stability of trains passing over the ballastless track of steel truss bridges.

[0003] Steel truss bridges are generally composed of a main truss (consisting of upper chords, lower chords, web members, etc.), a deck system (consisting of bridge deck panels, longitudinal beams, crossbeams, concrete slabs, etc.), and a connecting system (consisting of various members), resulting in a complex structure with numerous components. While modeling and calculation methods for vehicle-track-bridge dynamic coupling simulation analysis are relatively mature for general concrete simply supported bridges, a mature and reliable modeling method is currently lacking due to the complexity of steel truss bridges. Existing vehicle-track-bridge dynamic coupling simulation analyses typically employ analytical methods to establish and solve dynamic differential equations. However, this method can only extract a limited number of bridge vibration modes, and then uses the modal superposition method to establish the bridge's dynamic differential equations. This method cannot completely and accurately simulate the dynamic characteristics of steel truss bridges, nor can it reflect the cross-sectional characteristics of each member, leading to decreased accuracy and low reliability of the calculation results. Furthermore, analytical methods for dynamic equations are technically challenging, and the calculation accuracy is closely related to the user's theoretical foundation, making large-scale application in practical engineering impossible.

[0004] Based on the shortcomings of the existing technology, there is an urgent need for a dynamic calculation method and device for ballastless track of steel truss bridges. Summary of the Invention

[0005] The purpose of this invention is to provide a method and apparatus for dynamic calculation of ballastless track for steel truss bridges, in order to improve the aforementioned problems. To achieve the above objective, the technical solution adopted by this invention is as follows:

[0006] In a first aspect, this application provides a method for dynamic calculation of ballastless track for steel truss bridges, including:

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

[0008] The vehicle dynamics model is obtained by modeling based on the vehicle model parameters.

[0009] The track model is obtained by modeling based on the ballastless track design parameters.

[0010] The bridge model is obtained by modeling the steel truss bridge structure parameters.

[0011] A wheel-rail system model is obtained by performing wheel-rail relationship analysis based on the wheel-rail contact parameters.

[0012] Based on the vehicle dynamics model, the track model, the bridge model, and the wheel-rail system model, dynamic simulation conditions are obtained by defining loads, boundary conditions, and contact relationships.

[0013] The simulation is performed based on the aforementioned dynamic simulation conditions. The output results are obtained by defining the output quantities and performing simulation calculations. The output results include dynamic response data of vehicles, tracks, and bridges at at least one preset speed.

[0014] Secondly, this application provides a dynamic calculation device for ballastless track of steel truss bridges, comprising:

[0015] The acquisition module is used to acquire vehicle model parameters, steel truss bridge structure parameters, ballastless track design parameters, and wheel-rail contact parameters.

[0016] The first modeling module is used to obtain a vehicle dynamic model by modeling based on the vehicle model parameters.

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

[0018] The third modeling module is used to obtain a bridge model by modeling the structural parameters of the steel truss bridge.

[0019] The analysis module is used to perform wheel-rail relationship analysis and processing based on the wheel-rail contact parameters to obtain a wheel-rail system model;

[0020] The processing module is used to obtain dynamic simulation conditions by defining loads, boundary conditions, and contact relationships based on 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 aforementioned dynamic simulation conditions. It obtains output results by defining output quantities and performing simulation calculations. The output results include dynamic response data of vehicles, tracks, and bridges at at least one preset speed.

[0022] The beneficial effects of this invention are as follows:

[0023] I. This 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-purpose finite element software as the carrier for modeling and calculation, 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] Third, 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 influence factors of different structural types and different technical parameters on the dynamic characteristics of vehicle-line-bridge system, and assist designers in carrying out multi-scheme comparison and structural design finalization. Attached Figure Description

[0026] To more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of the present invention and should not be regarded as a limitation on the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0027] Figure 1 This is a flowchart of the dynamic calculation method for ballastless track of steel truss bridges described in the embodiments of this application;

[0028] Figure 2 This is a structural diagram of the dynamic calculation device for the ballastless track of the steel truss bridge described in the embodiments of this application;

[0029] Figure 3 This is a schematic diagram of the steel truss bridge model described in the embodiments of this application;

[0030] Figure 4 This is a simplified model diagram as described in the embodiments of this application.

[0031] The diagram is labeled as follows: 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 Implementation

[0032] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. The components of the embodiments of the present invention described and shown in the accompanying drawings can generally be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without inventive effort are within the scope of protection of the present invention.

[0033] It should be noted that similar reference numerals and letters in the following figures indicate similar items; therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures. Furthermore, in the description of this invention, terms such as "first," "second," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance. Example 1

[0034] like Figure 1 As shown, this embodiment provides a method for dynamic calculation of ballastless track for steel truss bridges, including steps S100 to S700:

[0035] Step S100: Obtain vehicle model parameters, steel truss bridge structure parameters, ballastless track design parameters, and wheel-rail contact parameters;

[0036] Step S200: Based on the vehicle model parameters, perform modeling processing to obtain the vehicle dynamic model;

[0037] It should be noted that step S200 includes steps S210 to S240.

[0038] Step S210: Perform geometric modeling processing based on vehicle model parameters to obtain the first model set, which includes wheelset model, bogie model, suspension model and vehicle body model;

[0039] Step S220: Perform rigid body constraint processing based on the first model set to obtain the reference point set;

[0040] Step S230: Obtain the inertial feature set by assigning parameters based on the reference point set;

[0041] Step S240: Perform assembly processing based on the first model set and the inertial feature set to obtain the vehicle model.

[0042] Specifically, first, models of the car body, bogie, and wheelsets are established. This is done by creating the wheelset components through rotation based on their external dimensions, specifying the wheelset's center of mass as its reference point, and simultaneously creating rigid body constraints between the wheelset components and the reference point, assigning mass, pitching inertia, yaw inertia, and rolling inertia. Similarly, the bogie and car body models are also established using geometric modeling methods, specifying their respective centers of mass as reference points, creating rigid body constraints, and assigning inertial characteristic parameters. Next, these models are assembled. A single vehicle section consists of one car body component, two bogie components, and four wheelset components. The car body, bogie, and wheelsets are assembled into a complete vehicle model through geometric positional relationships. Then, the primary and secondary suspension systems are defined to achieve force transmission. Based on geometrical relationships, the lower endpoints of the primary suspension are defined on four wheelset components, the upper endpoints on two bogie components, the lower endpoints of the secondary suspension on two bogie components, and the upper endpoint of the secondary suspension on one car body component. Lines are connected between these endpoints, and spring-damped elements are used to simulate the primary and secondary suspensions, assigning them stiffness and damping parameters. Finally, force transmission rod elements are established between the lower endpoints of the primary suspension on the wheelsets and the wheelset center of gravity, between the upper endpoints of the primary suspension on the bogies and the bogie center of gravity, between the lower endpoints of the secondary suspension on the bogies and the bogie center of gravity, and between the upper endpoints of the secondary suspension on the car body and the car body center of gravity, completing the force transmission paths between the various vehicle components. Through these steps, a complete vehicle dynamics model is finally formed, ensuring the accuracy of each part of the model and the rationality of the overall assembly, enabling it to accurately reflect the dynamic characteristics during actual operation.

[0043] Step S300: Model the track according to the ballastless track design parameters to obtain the track model;

[0044] It should be noted that step S300 includes steps S310 to S340.

[0045] Step S310 performs geometric modeling based on the ballastless track design parameters to obtain a second model set, which includes a rail model, a track bed slab model, a base plate model, a fastener model, and a vibration damping pad model.

[0046] Step S320 assigns material properties to the rail model, track slab model, and base plate model and performs mesh generation to obtain a set of mesh models;

[0047] Step S330: Based on the preset spring damping unit simulation rules, the fastener model and the damping pad model are modeled to obtain the spring damping model.

[0048] Step S340 integrates the mesh model set and the spring damping model to obtain the track model.

[0049] Specifically, the process of obtaining the track model based on the design parameters of the ballastless track is divided into the following steps. First, the rails, track slabs, and base plates are all geometrically modeled using solid components. Models of each component are established according to their external dimensions, and the shapes of each component are appropriately simplified according to the calculation requirements to ensure computational efficiency and accuracy. Material properties are assigned to each component; specifically, the rails are 60kg / m rails made of manganese steel, and the track slabs and base plates are made of C40 concrete. Then, each component is meshed to ensure the model has sufficient discretization 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-damped elements. Each set of fasteners can be simulated using two or more springs, while the vibration damping pads are simulated using a series of uniformly distributed springs. First, the upper and lower nodes of the fastener and damping pad spring elements are created. Specifically, the upper node of the fastener is located on the rail, and the lower node is located on the track slab; the upper node of the damping pad is located on the track slab, and the lower node is located on the base plate. Next, the upper and lower nodes of the fastener and damping pad are connected to form connecting lines, and their stiffness and damping parameters are assigned to these connecting lines, thus completing the modeling of the fastener and damping pad. If geotextile is used between the track slab and the base plate, its presence is represented by setting the spring stiffness of the simulated damping pad to infinity. Through these steps, a complete track model is finally formed, enabling it to accurately reflect the actual dynamic characteristics of the ballastless track system on steel truss bridge sections, ensuring the accuracy and reliability of the simulation results.

[0050] Step S400: Model the bridge according to the structural parameters of the steel truss bridge to obtain the bridge model;

[0051] It should be noted that step S400 includes steps S410 to S440.

[0052] Step S410: Based on the assembly position of beams and members in the structural parameters of the steel truss bridge, define the cross-sectional properties and assign material properties to obtain the material model of the truss component;

[0053] Step S420: Based on the thickness and material properties of the bridge deck and concrete slab in the structural parameters of the steel truss bridge, perform modeling processing of shell components and solid components respectively to obtain the bridge deck model and concrete slab model.

[0054] Step S430: Simulate the pier and support parameters in the structural parameters of the steel truss bridge. The supporting effect of the piers and supports on the bridge is simulated by using a preset grounding spring unit to obtain the support model of the piers and supports.

[0055] Step S440: Integrate the truss component material model, bridge deck model, concrete slab model, and support model to obtain the bridge model.

[0056] Understandably, steel truss bridges generally consist of a main truss (composed of upper chords, lower chords, web members, etc.), a deck system (composed of bridge deck panels, longitudinal beams, transverse beams, concrete slabs, etc.), and a connecting system (composed of various members). Various beams and members are built using truss components, the bridge deck is built using shell components, and the concrete slab is built using solid components. Specifically, first, truss components are built. Geometric modeling is performed based on the geometric positions of each beam and member, and the cross-sectional properties of each beam and member are defined. In the finite element software, the appropriate cross-sectional shape (such as rectangular, box, I-beam, L-shaped, T-shaped, etc.) is selected, and its actual external dimensions are defined. Since the beams and members of steel truss bridges are all made of Q345 steel, they need to be assigned the corresponding material properties before meshing. The bridge deck typically uses orthotropic steel plates, modeled using shell components. The thickness of the shell components is defined based on the actual thickness, and the material properties of Q345 steel are assigned, completing the meshing process. The concrete slab, situated on the steel bridge deck, directly supports the ballastless track. It is made of C20 concrete and modeled using solid components, assigned the material properties of C20 concrete, and then meshed. To simplify the model, piers and their foundations are not modeled; instead, grounding springs are used to simulate the supporting effect of the piers and supports on the bridge. The supporting effect is converted into equivalent stiffness and assigned to grounding spring elements. Through these steps, a complete steel truss bridge model is finally formed, as shown below. Figure 3 As shown, this bridge modeling method can accurately reflect the mechanical characteristics and dynamic response of bridge structures in actual operation, thus providing accurate simulation results and effective engineering guidance.

[0057] Step S500: Perform wheel-rail relationship analysis based on wheel-rail contact parameters to obtain the wheel-rail system model;

[0058] It should be noted that step S500 includes steps S510 to S540.

[0059] Step S510: Calculate the relationship between wheel-rail force and wheel-rail deformation based on wheel-rail contact parameters, obtain a table of corresponding relationships between wheel-rail force and wheel-rail deformation beam, and perform simulation processing based on the corresponding relationship table to obtain wheel-rail contact properties;

[0060] Step S520: Based on the geometric characteristics of the wheel tread and rail head surface in the wheel-rail contact parameters, construct the wheel-rail contact pair;

[0061] Step S530: Based on the preset track irregularity spectrum, the track irregularity data is obtained by calculating the vertical and lateral offsets of the rail at different longitudinal positions.

[0062] Step S540: Construct a wheel-rail system model based on wheel-rail contact attributes, wheel-rail contact pairs, and track irregularity data.

[0063] Specifically, firstly, the wheel-rail contact properties are defined, which are divided into tangential and normal contact. The tangential contact uses the Coulomb friction model with a friction coefficient of 0.3. For the normal contact, the relationship between wheel-rail force and wheel-rail deformation is calculated based on Hertz's nonlinear elastic contact theory and input into the finite element software. Table 1 shows the relationship between wheel-rail force and wheel-rail deformation, detailing the deformation corresponding to different wheel-rail forces.

[0064] Table 1. Relationship between wheel-rail force and wheel-rail deformation

[0065]

[0066] Secondly, a wheel-rail contact pair is established, simulating the wheel tread and rail head surface as the contact surfaces. Then, track irregularities are applied, and based on the selected track irregularity spectrum, the vertical and lateral offsets of the rail at different longitudinal positions are calculated. These offsets are applied by modifying the coordinates of the rail element node positions.

[0067] Step S600: Based on the vehicle dynamics model, track model, bridge model, and wheel-rail system model, the dynamics simulation conditions are obtained by defining loads, boundary conditions, and contact relationships.

[0068] It should be noted that step S600 includes steps S610 to S640.

[0069] Step S610: Based on the vehicle axle load data in the vehicle dynamic model, obtain the vehicle load conditions by applying a load to the vehicle body center of gravity.

[0070] Step S620: Based on the preset train speed calculation range, the vehicle speed conditions are obtained by applying corresponding speed values ​​to the center of gravity of the car body, bogie, and wheelset.

[0071] Step S630: Construct contact relationship constraints based on wheel-rail contact parameters;

[0072] According to step S640, based on the bridge model and track model, structural constraints are obtained by using binding constraints between the base plate of the ballastless track and the concrete slab of the steel truss bridge, between the concrete slab of the steel truss bridge and the orthotropic bridge deck, and between the orthotropic bridge deck and the steel truss, and by using common node constraints between each beam and member of the steel truss.

[0073] Specifically, firstly, based on the vehicle axle load, a corresponding load is applied to the center of mass of the car body to simulate the effect of the vehicle load. Secondly, based on the calculated train speed, corresponding speed values ​​are applied to the centers of mass of the car body, bogie, and wheelsets to ensure that the model accurately reflects the actual speed of the train. Regarding the wheel-rail contact relationship, the aforementioned method is used: the Coulomb friction model is used for tangential contact, and Hertz nonlinear elastic contact theory is used for normal contact, with a table of wheel-rail force and deformation relationship input. 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 slab of the steel truss bridge, between the concrete slab 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 members of the steel truss to simulate the actual connection relationship. Through the above steps, the loads, boundary conditions, and contact relationships were fully defined, and the dynamic simulation conditions for vehicles, tracks, bridges, and wheel-rail systems were established, laying the foundation for further dynamic analysis.

[0074] Step S700: Perform simulation processing based on dynamic simulation conditions. Obtain the output results by defining the output quantity and performing simulation calculations. The output results include dynamic response data of vehicles, tracks and bridges at at least one preset speed.

[0075] The technical indicators that can be output by the dynamic calculation method for ballastless track of steel truss bridges proposed in this invention are shown in Table 2 below:

[0076] Table 2 Output Technical Specifications

[0077]

[0078] Specifically, based on the dynamic calculation method for ballastless track of steel truss bridges proposed above, taking a high-speed railway super bridge as an example, a dynamic coupling calculation analysis of vehicle-track-bridge is carried out to verify the safety and stability when the train passes.

[0079] The trains used are CRH380A type EMUs, with 60kg / m steel rails and WJ-8B type fasteners. The dynamic stiffness of the fasteners is taken as 36kN / mm. The track bed slab and base plate are made of C40 concrete, with a geotextile isolation layer between the track bed slab and base plate, and the stiffness is considered infinite. The bridge structure is a simply supported arch steel truss bridge, composed of a main truss, bridge deck system, and connecting system. All members and orthotropic steel bridge decks are made of Q345 steel, and a C20 concrete base plate is laid on the steel bridge deck. Each span of the simply supported steel truss is 108m. To simplify the calculation, only one car and three spans of steel truss are considered in the model. The final model is as follows: Figure 4 The simplified model diagram is shown below. The dynamic responses of the vehicle, track, and bridge are calculated at three passing speeds of 300 km / h, 350 km / h, and 400 km / h, and the safety and stability of vehicle operation are evaluated. The calculation results and comparison with the allowable values ​​in the specifications are shown in Table 3 below.

[0080] Table 3 Simulation Calculation Results

[0081]

[0082] The calculation results show that when the train speed increases from 300km / h to 400km / h, the dynamic response of the track and bridge, as well as the safety and stability indicators of train operation, all increase accordingly, but none of them exceed the standard limits. This indicates that the existing design scheme is reasonable and feasible, and can ensure that the train passes through the bridge safely and smoothly, while keeping the dynamic response of the structure at a good level. Example 2

[0083] like Figure 2 As shown, this embodiment provides a dynamic calculation device for ballastless track of a steel truss bridge, including:

[0084] Module 1 is used to acquire vehicle model parameters, steel truss bridge structure parameters, ballastless track design parameters, and wheel-rail contact parameters.

[0085] The first modeling module 2 is used to obtain the vehicle dynamic model by modeling based on the vehicle model parameters;

[0086] The second modeling module 3 is used to perform modeling processing based on the ballastless track design parameters to obtain the track model;

[0087] The third modeling module 4 is used to process the structural parameters of the steel truss bridge to obtain the bridge model;

[0088] Analysis module 5 is used to perform wheel-rail relationship analysis based on wheel-rail contact parameters to obtain a wheel-rail system model;

[0089] Processing module 6 is used to obtain dynamic simulation conditions by defining loads, boundary conditions, and contact relationships based on the vehicle dynamics model, track model, bridge model, and wheel-rail system model.

[0090] Simulation module 7 performs simulation processing based on dynamic simulation conditions. It obtains output results by defining output quantities and performing simulation calculations. The output results include dynamic response data of vehicles, tracks, and bridges at at least one preset speed.

[0091] In one specific embodiment of the present invention, the first modeling module 2 includes:

[0092] The first modeling unit 21 is used to perform geometric modeling processing based on the vehicle model parameters to obtain a first model set, which includes a wheelset model, a bogie model, a suspension model, and a vehicle body model.

[0093] The first processing unit 22 is used to perform rigid body constraint processing based on the first model set to obtain a reference point set;

[0094] The first assignment unit 23 is used to perform parameter assignment processing based on the reference point set to obtain the inertial feature set;

[0095] The first assembly unit 24 is used to perform assembly processing based on the first model set and the inertial feature set to obtain a vehicle model.

[0096] In one specific embodiment of the present invention, the second modeling module 3 includes:

[0097] The second modeling unit 31 is used to perform geometric modeling processing based on the ballastless track design parameters to obtain a second model set. The second model set includes a rail model, a track bed slab model, a base plate model, a fastener model, and a vibration damping pad model.

[0098] The second processing unit 32 is used to assign material properties based on the rail model, track bed slab model and base plate model and perform mesh generation to obtain a set of mesh models.

[0099] The third modeling unit 33 models the fastener model and the damping pad model based on the preset spring damping unit simulation rules to obtain the spring damping model.

[0100] The first integration unit 34 is used to integrate the mesh model set and the spring damping model to obtain the track model.

[0101] In one specific embodiment of the present invention, the third modeling module 4 includes:

[0102] The third processing unit 41 is used to define the cross-sectional properties and assign material properties based on the assembly position of beams and members in the structural parameters of the steel truss bridge to obtain the material model of the truss component.

[0103] The fourth modeling unit 42 is used to perform shell component and solid component modeling processing respectively to obtain the bridge deck model and concrete slab model based on the thickness and material properties of the bridge deck and concrete slab in the structural parameters of the steel truss bridge.

[0104] The first simulation unit 43 is used to simulate the pier and support parameters in the structural parameters of the steel truss bridge. By simulating the supporting effect of the piers and supports on the bridge using a preset grounding spring unit, the support model of the piers and supports is obtained.

[0105] The second integration unit 44 is used to integrate the truss component material model, bridge deck model, concrete slab model, and support model to obtain the bridge model.

[0106] In one specific embodiment of the present invention, the analysis module 5 includes:

[0107] The first calculation unit is used to calculate the relationship between wheel-rail force and wheel-rail deformation based on wheel-rail contact parameters, obtain a table of correspondence between wheel-rail force and wheel-rail deformation beam, and perform simulation processing based on the table of correspondence to obtain wheel-rail contact properties.

[0108] The first building unit is used to construct a wheel-rail contact pair based on the geometric characteristics of the wheel tread and the rail head surface in the wheel-rail contact parameters.

[0109] The second calculation unit, based on the preset track irregularity spectrum, calculates the vertical and lateral offsets of the rail at different longitudinal positions to obtain track irregularity data;

[0110] The second building unit is used to construct a wheel-rail system model based on wheel-rail contact attributes, wheel-rail contact pairs, and track irregularity data.

[0111] In one specific embodiment of the present invention, the processing module 6 includes:

[0112] The fourth processing unit 61 is used to obtain the vehicle load conditions by applying a load to the center of gravity of the vehicle body based on the vehicle axle load data in the vehicle dynamic model.

[0113] The fifth processing unit 62, based on a preset train speed calculation range, obtains the vehicle speed conditions by applying corresponding speed values ​​to the center of gravity of the car body, bogie, and wheelset.

[0114] The third building unit 63 is used to construct contact relationship constraints based on wheel-rail contact parameters;

[0115] 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 slab of the steel truss bridge, between the concrete slab of the steel truss bridge and the orthotropic bridge deck, and between the orthotropic bridge deck and the steel truss, and by using common node constraints between each beam and each member of the steel truss.

[0116] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A method for dynamic calculation of ballastless track for steel truss bridges, characterized in that, include: Obtain vehicle model parameters, steel truss bridge structure parameters, ballastless track design parameters, and wheel-rail contact parameters; The vehicle dynamics model is obtained by modeling based on the vehicle model parameters. The track model is obtained by modeling based on the ballastless track design parameters. The bridge model is obtained by modeling the steel truss bridge structure parameters. A wheel-rail system model is obtained by performing wheel-rail relationship analysis based on the wheel-rail contact parameters. Based on the vehicle dynamics model, the track model, the bridge model, and the wheel-rail system model, dynamic simulation conditions are obtained by defining loads, boundary conditions, and contact relationships. The simulation is performed based on the aforementioned dynamic simulation conditions. The output results are obtained by defining the output quantities and performing simulation calculations. The output results include dynamic response data of vehicles, tracks, and bridges at at least one preset speed. The vehicle dynamics model is obtained by modeling based on the vehicle model parameters, including: Geometric modeling is performed based on the vehicle model parameters to obtain a first model set, which includes a wheelset model, a bogie model, a suspension model, and a vehicle body model. A set of reference points is obtained by performing rigid body constraint processing on the first model set; The inertial feature set is obtained by assigning parameters based on the reference point set. The vehicle model is obtained by assembling the first model set and the inertial feature set. The track model is obtained by modeling based on the ballastless track design parameters, including: The second model set is obtained by geometric modeling based on the ballastless track design parameters. The second model set includes rail model, track bed slab model, base plate model, fastener model and vibration damping pad model. Material properties are assigned to the rail model, the track bed slab model, and the base plate model, and a mesh model set is obtained by mesh generation. The fastener model and the vibration damping pad model are modeled based on the preset spring damping unit simulation rules to obtain the spring damping model; The track model is obtained by integrating the mesh model set and the spring damping model. The bridge model is obtained by modeling based on the structural parameters of the steel truss bridge, including: Based on the assembly position of beams and members in the structural parameters of the steel truss bridge, the cross-sectional properties are defined and the material properties are assigned to obtain the material model of the truss component; Based on the thickness and material properties of the bridge deck and concrete slab in the structural parameters of the steel truss bridge, the bridge deck model and concrete slab model are obtained by modeling the shell component and solid component respectively. The pier and support parameters in the steel truss bridge structure parameters are simulated. The supporting effect of the piers and supports on the bridge is simulated by a preset grounding spring unit to obtain the support model of the piers and supports. The bridge model is obtained by integrating the truss component material model, the bridge deck model, the concrete slab model, and the support model. The wheel-rail system model is obtained by performing wheel-rail relationship analysis based on the wheel-rail contact parameters, including: The relationship between wheel-rail force and wheel-rail deformation is calculated based on the wheel-rail contact parameters to obtain a table showing the correspondence between wheel-rail force and wheel-rail deformation beams. The wheel-rail contact properties are then obtained through simulation based on the table. Based on the geometric characteristics of the wheel tread and 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 offset of the rail at different longitudinal positions. A wheel-rail system model is constructed based on the wheel-rail contact attributes, the wheel-rail contact pairs, and the track irregularity data.

2. A dynamic calculation device for ballastless track of a steel truss bridge, characterized in that, include: The acquisition module is used to acquire vehicle model parameters, steel truss bridge structure parameters, ballastless track design parameters, and wheel-rail contact parameters. The first modeling module is used to obtain a vehicle dynamic model by modeling based on the vehicle model parameters. The second modeling module is used to perform modeling processing based on the ballastless track design parameters to obtain a track model; The third modeling module is used to obtain a bridge model by modeling the structural parameters of the steel truss bridge. The analysis module is used to perform wheel-rail relationship analysis and processing based on the wheel-rail contact parameters to obtain a wheel-rail system model; The processing module is used to obtain dynamic simulation conditions by defining loads, boundary conditions, and contact relationships based on 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 aforementioned dynamic simulation conditions. It obtains output results by defining output quantities and performing simulation calculations. The output results include dynamic response data of vehicles, tracks, and bridges at at least one preset speed. The first modeling module includes: The first modeling unit is used to perform geometric modeling processing based on the vehicle model parameters to obtain a first model set, which includes a wheelset model, a bogie model, a suspension model, and a vehicle body model. The first processing unit is used to perform rigid body constraint processing on the first model set to obtain a reference point set; The first assignment unit is used to perform parameter assignment processing based on the reference point set to obtain the inertial feature set; The first assembly unit is used to perform assembly processing based on the first model set and the inertial feature set to obtain a vehicle model; The second modeling module includes: The second modeling unit is used to perform geometric modeling processing based on the ballastless track design parameters to obtain a second model set, which includes a rail model, a track bed slab model, a base plate model, a fastener model, and a vibration damping pad model. The second processing unit is used to assign material properties to the rail model, the track bed slab model and the base plate model and perform mesh generation to obtain a set of mesh models. The third modeling unit performs modeling processing on the fastener model and the vibration damping pad model based on the preset spring damping unit simulation rules to obtain the spring damping model; The first integration unit is used to integrate the mesh model set and the spring damping model to obtain the track model; The third modeling module includes: The third processing unit is used to define the cross-sectional properties and assign material properties based on the assembly position of beams and members in the structural parameters of the steel truss bridge to obtain the material model of the truss component. The fourth modeling unit is used to perform shell component and solid component modeling processing respectively to obtain the bridge deck model and concrete slab model based on the thickness and material properties of the bridge deck and concrete slab in the structural parameters of the steel truss bridge. The first simulation unit is used to simulate the pier and support parameters in the structural parameters of the steel truss bridge. By simulating the supporting effect of the piers and supports on the bridge using a preset grounding spring unit, the support model of the piers and supports is obtained. 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 the bridge model. The analysis module includes: The first calculation unit is used to calculate the relationship between wheel-rail force and wheel-rail deformation based on the wheel-rail contact parameters, obtain a table of correspondence between wheel-rail force and wheel-rail deformation beam, and perform simulation processing based on the table of correspondence to obtain wheel-rail contact properties. The first building unit is used to build a wheel-rail contact pair based on the geometric characteristics of the wheel tread and the rail head surface in the wheel-rail contact parameters. The second calculation unit, based on the preset track irregularity spectrum, calculates the vertical and lateral offsets of the rail at different longitudinal positions to obtain track irregularity data; The second construction unit is used to construct a wheel-rail system model based on the wheel-rail contact attributes, the wheel-rail contact pairs, and the track irregularity data.

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