A train-track-bridge coupling modeling analysis method and system

Abstract

The present invention discloses a coupled modeling analysis method and system of train-track-bridge, the method comprising: establishing a viscoelastic-elastic-plastic constitutive model considering a fastener system, and importing the viscoelastic-elastic-plastic constitutive model into the ABAQUS finite element model; setting an artificial damping boundary, assigning material properties to the car body, ballastless track, simply supported bridge and bridge pier, and dividing the grid into entity units, applying track irregularity in the form of inputting track irregularity spectrum; using Hertz contact theory to set the contact mechanical behavior between the wheelset and the rail, and setting a predefined field of the initial velocity of the wheelset, bogie and car body; introducing a gravity field to apply to the car body, bogie and wheelset, and using a dynamic explicit solution method to perform finite element analysis and calculation. The obtained calculation results are more in line with the dynamic response characteristics under the actual high-speed rail driving load excitation, and can effectively guide the high-speed railway vehicle-track-bridge coupled dynamic response analysis and calculation.

Description

Technical Field

[0001] The present invention belongs to the technical field of railway engineering computer-aided design, and in particular relates to a train-track-bridge coupling modeling analysis method and system. Background Art

[0002] As an important part of the modern transportation system, railways have the advantages of low cost, small land occupation, large transportation volume, environmental protection, safety and high punctuality compared with other modes of transportation. However, as train speeds increase and axle loads increase, the vibration intensity of the train and track substructure will be affected, resulting in a significant increase in the dynamic coupling between vehicles and tracks, and between tracks and bridges.

[0003] A lot of theoretical research, actual line experimental tests and numerical simulation research have been carried out on the dynamic response of vehicles, tracks and bridge structures, and many research results have been achieved. A large number of studies have shown that it is feasible to use finite element software to simulate the dynamic response of tracks and bridge structures during high-speed rail driving, but there are still the following deficiencies:

[0004] 1. The train load is directly simplified to a periodic load or a moving dynamic load acting on the rail or track-bridge structure, ignoring the influence of the vehicle body structure and the track structure, and not considering the coupling effect of the vehicle-track-bridge structure; the vibration response of the train body or the vibration response of the track-bridge structure alone is analyzed, ignoring the interaction between the train body structure and the track structure, and cannot more accurately reproduce the actual situation;

[0005] 2. The track structure ignores the impact of the nonlinear mechanical characteristics of the fastener system on the vibration response of the vehicle-track-bridge coupling system. Previous studies used linear spring-damper units to replace the fastener system, which could not accurately characterize the nonlinear mechanical characteristics of the fastener system, which may reduce the vibration response characteristics in the key frequency band and fail to reflect the vibration reduction effect of the fastener system in a specific frequency domain;

[0006] 3. The vibration response effect of track unevenness on the train-track and train-track-bridge systems is ignored in the track structure. Track unevenness includes track height unevenness, track horizontal unevenness, track direction unevenness, track gauge unevenness, etc. It is impossible to accurately assess the adverse effects of track unevenness on the damage to various components of the wheel-rail system and the track quality status caused by the intensified and deteriorated vibration between the vehicle and track systems. Summary of the invention

[0007] The present invention provides a train-track-bridge coupling modeling and analysis method and system, which are used to solve the technical problem that the nonlinear mechanical characteristics of the fastener system and the unevenness of the track cannot be considered in the current high-speed railway vehicle-track-bridge simulation process.

[0008] In a first aspect, the present invention provides a train-track-bridge coupling modeling and analysis method, comprising:

[0009] Construct ABAQUS finite element model;

[0010] A viscoelastic-elastic-plastic constitutive model considering the fastener system is established, and the viscoelastic-elastic-plastic constitutive model is imported into the ABAQUS finite element model to characterize the nonlinear mechanical characteristics of the fastener system between the rail and the track plate;

[0011] Set artificial damping boundaries, assign material properties to the vehicle body, ballastless track, simply supported bridge and piers, divide the solid elements into grids, and apply track irregularities by inputting track irregularity spectra;

[0012] The Hertz contact theory is used to set the contact mechanical behavior between the wheelset and the rail, and the predefined fields of the initial speeds of the wheelset, bogie, and car body are set;

[0013] The gravity field is introduced and applied to the car body, bogie and wheelset, and the finite element analysis and calculation are performed using the dynamic explicit solution method.

[0014] In a second aspect, the present invention provides a train-track-bridge coupling modeling and analysis system, comprising:

[0015] A construction module configured to construct an ABAQUS finite element model;

[0016] An import module configured to establish a viscoelastic-elastoplastic constitutive model considering a fastener system, and import the viscoelastic-elastoplastic constitutive model into the ABAQUS finite element model to characterize the nonlinear mechanical characteristics of the fastener system between the rail and the track plate;

[0017] A first setting module is configured to set an artificial damping boundary, assign material properties to the vehicle body, ballastless track, simply supported bridge and bridge pier, and mesh the entity elements to apply track irregularity by inputting a track irregularity spectrum;

[0018] The second setting model is configured to use the Hertz contact theory to set the contact mechanical behavior between the wheelset and the rail, and to set the predefined fields of the initial velocities of the wheelset, bogie, and car body;

[0019] The calculation module is configured to introduce a gravity field to the vehicle body, bogie, and wheelset, and to perform finite element analysis calculations using a dynamic explicit solution method.

[0020] In a third aspect, an electronic device is provided, comprising: at least one processor, and a memory communicatively connected to the at least one processor, wherein the memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor so that the at least one processor can perform the steps of the train-track-bridge coupling modeling and analysis method of any embodiment of the present invention.

[0021] In a fourth aspect, the present invention further provides a computer-readable storage medium having a computer program stored thereon, wherein when the program instructions are executed by a processor, the processor executes the steps of the train-track-bridge coupling modeling and analysis method of any embodiment of the present invention.

[0022] The train-track-bridge coupling modeling and analysis method and system of the present application are based on ABAQUS software. While considering the vehicle-track-bridge coupling effect, a high-speed railway vehicle-track-bridge coupling modeling and analysis method that can realize the characterization of the nonlinear mechanical characteristics of the fastener system is proposed, which can greatly improve the accuracy of the finite element numerical analysis of the dynamic response of the high-speed railway vehicle-track-bridge. It is a three-dimensional finite element modeling and analysis method that is closer to the actual driving process of the high-speed railway train. The established high-speed railway vehicle-track-bridge coupling modeling and analysis model has a more reasonable and comprehensive model setting and a more precise and accurate structure. Various parameters can be taken according to different engineering design parameters and on-site measured data. The dynamic response of each structure under different train speeds and axle loads can be calculated. The obtained calculation results are more in line with the dynamic response characteristics under the actual high-speed railway driving load excitation, and can effectively guide the high-speed railway vehicle-track-bridge coupling dynamic response analysis calculation and the vehicle, track, and bridge subsystem design analysis calculation. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0024] Figure 1 A flow chart of a train-track-bridge coupling modeling and analysis method provided by one embodiment of the present invention;

[0025] Figure 2 A structural block diagram of a train-track-bridge coupling modeling and analysis system provided by an embodiment of the present invention;

[0026] Figure 3 It is a schematic diagram of the structure of an electronic device provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0027] In order to make the purpose, technical solution and advantages of the embodiments of the present invention clearer, the technical solution 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, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0028] See also Figure 1 , which shows a flow chart of a train-track-bridge coupling modeling and analysis method of the present application.

[0029] like Figure 1 As shown in FIG. 1 , the coupled modeling and analysis method of train-track-bridge specifically includes the following steps:

[0030] Step S101, constructing an ABAQUS finite element model.

[0031] In this step, the overall structure of the train-track-bridge coupling system is simplified into a car body, a track, and a simply supported bridge, and the structural geometric parameters are simplified respectively to establish an ABAQUS finite element model; among them, the train structure includes a bogie and a wheelset, the track structure includes rails, track plates, CA mortar layers, and base plates, and the simply supported bridge structure includes a simply supported beam body, bridge connection bearings, and piers.

[0032] Specifically, the overall structure is simplified and the structural geometric parameters of each subsystem are extracted; this mainly includes the extraction of the length, width and height of the vehicle body in the subsystem. For the vehicle subsystem, the geometric parameters of the vehicle body contour are also extracted, the wheel radius and axle radius features in the wheelset are extracted, the rail cross-sectional features, the length, width and height of the track plate and the length, width and height of the rail support in the track subsystem are extracted, the length, width and height of the CA mortar layer and the base plate are extracted, and the bridge subsystem includes the extraction of the bridge cross-sectional shape, pier cross-sectional and profile features.

[0033] Extracting the structural geometric parameters of each subsystem and establishing an ABAQUS finite element model means establishing a geometric model in the commercial software ABAQUS in the form of unified dimensions using the simplified vehicle subsystem model geometric parameters, track subsystem geometric parameters, and bridge subsystem geometric parameters extracted above.

[0034] In a specific embodiment, after constructing the ABAQUS finite element model, the "Cartesian connection" unit considering three-way spring damping is used to simulate the secondary and primary suspension systems between the car body and the bogie, and between the bogie and the wheelset; the specific method is: the movement of the car body in the vehicle subsystem is coupled to the car body mass center reference point, and the weight of the car body mass center reference point is transferred to the secondary suspension unit on the car body bogie through the steel arm by creating a steel arm connection. The secondary suspension unit and the bogie are connected by a steel arm to transfer the force transmitted by the car body and the bogie to the wheelset through the primary suspension unit. Among them, the connection between the car body and the bogie, and the secondary suspension and the primary suspension between the bogie are considered in the horizontal, vertical and longitudinal directions, and the spring-damping "Cartesian connection" unit is used for simulation.

[0035] The connection unit with coupling constraints is used to simulate the bridge connection support between the bridge and the pier; the specific method is: create constraints in the interaction module, select coupled constraint type, select the bottom section of the bridge, create a connection section, and set the coupling constraint point, select the upper section of the pier in the pier component, create a connection section, and set the coupling constraint point, create a connection assignment attribute between the two constraint points, select coupled motion, and complete the coupling constraint between the bridge and the pier.

[0036] Step S102, establishing a viscoelastic-elastoplastic constitutive model considering the fastener system, and importing the viscoelastic-elastoplastic constitutive model into the ABAQUS finite element model to characterize the nonlinear mechanical characteristics of the fastener system between the rail and the track plate.

[0037] In this step, a viscoelastic-elastoplastic constitutive model considering the fastener system is established. The expression of the viscoelastic-elastoplastic constitutive model is:

[0038] ,

[0039] In the formula, is the ratio of the elastic coefficient of the first spring to the viscosity coefficient of the first Abel body, , is the elastic constant of the first spring, is the ratio of the elastic coefficient of the second spring to the viscosity coefficient of the second Abel body, , is the viscosity coefficient of the first Abel body, is the viscosity coefficient of the second Abel body, is the fastener force, , and are all fractional derivatives, is the displacement of the fastener pad, is the elastic constant of the second spring, For time;

[0040] After Fourier transform, we get:

[0041] ,

[0042] In the formula, is the buckle pressure under different frequency responses, is the displacement of the fastener pad under different frequency responses, is an imaginary unit, is the circular frequency;

[0043] The complex modulus of the FVMP model is obtained by sorting out, and the expression is:

[0044] ,

[0045] In the formula, is the complex modulus of the FVMP model;

[0046] Substitute the Euler formula, separate the real part and the imaginary part, and calculate the energy storage stiffness of the FVMP model , energy dissipation stiffness and loss factor , the expressions are:

[0047] ,

[0048] ,

[0049] ,

[0050] The characterization model for calculating the elastic-plastic properties of a single element of the fastener system is expressed as:

[0051] ,

[0052] In the formula, is the stress of the fastener pad, is the correction factor, is the yield strain of the fastener pad, is the strain of the fastener pad;

[0053] Since the fastener system contains multiple elastic-plastic elements, the parallel stress hardening elastic-plastic model is used to characterize the amplitude dependence of the dynamic performance of the rubber damping material in the fastener system. The dynamic modulus expression of a single stress hardening elastic-plastic model is:

[0054] ,

[0055] In the formula, is the dynamic modulus of the elastoplastic model, is the dynamic modulus in the elastic stage, is the plastic strain of the fastener, is the dynamic modulus in the plastic stage;

[0056] The energy loss of elastic-plastic deformation in the stress-hardened elastic-plastic model within one cycle is:

[0057] ,

[0058] In the formula, is the energy loss of elastic-plastic deformation;

[0059] The total energy generated by the stress-hardened elastoplastic model in one cycle is , then the damping calculation formula in one cycle is:

[0060] ,

[0061] In the formula, is the damping loss, is the elastic stress;

[0062] When irreversible plastic deformation occurs in the fastener system, the calculation expressions of the dynamic modulus and damping corresponding to the fastener system are:

[0063] ,

[0064] ,

[0065] In the formula, is the dynamic modulus of the fastener system, is the plastic stress, is the number of plastic elements in the fastener system.

[0066] Step S103, setting an artificial damping boundary, assigning material properties to the vehicle body, ballastless track, simply supported bridge and bridge piers, and dividing the entity elements into grids, and applying track irregularities by inputting a track irregularity spectrum.

[0067] In this step, displacement constraints on the bridge end faces, fixed constraints on the pier bottom, and longitudinal displacement constraints on the rail sections are set at the cross-sections at both ends of the bridge, the bottom cross-sections of the piers, and the interfaces at both ends of the rails, respectively, to simulate the constraint effect of actual bridge supports on the lateral and longitudinal displacements of the bridge, the fixed restriction effect of the pile foundation at the bottom of the pier on the displacement of the pier, and the restriction effect of the seamless line on the displacement of the rail.

[0068] At the same time, the corresponding properties and material properties are assigned to the car body structure, ballastless track structure, and bridge structure. Specifically, the mass center reference point is set for the car body, bogie, and wheelset in the car body structure, and the mechanical parameters such as the mass and moment of inertia of the car body are coupled to the mass center reference point. At the same time, the rails, track plates, and base plates are modeled with solid units and assigned material parameters that are consistent with the actual structure.

[0069] The specific steps of applying rail unevenness by inputting track unevenness spectrum are as follows: the rail unevenness is characterized by inputting the track unevenness spectrum of China's high-speed railway ballastless track. The calculation formula of the track unevenness spectrum is:

[0070] ,

[0071] In the formula, is the track irregularity power spectral density, is the spatial sampling frequency, H, I, J, K, L, M, and O are the fitting curve parameters of the power spectrum density of the main line railway track irregularity, and their values ​​vary according to different main lines.

[0072] The specific entity unit meshing is as follows: rails, track plates, base plates, bridges, and piers are all meshed with entity units, and all adopt hexahedral 3D 8-node reduced entity meshes. At the same time, to ensure the mesh quality, mapped meshes are used in appropriate places and advanced algorithms are used to control the quality of the mesh. In the area where the track plate mesh is divided, the three-point segmentation and surface segmentation of geometric elements are used to refine the track plate mesh.

[0073] Step S104, using Hertz contact theory to set the contact mechanical behavior between the wheelset and the rail, and setting the predefined field of the initial speed of the wheelset, bogie, and car body.

[0074] In this step, the contact surface between the wheel and the rail is approximated as two spheres, where the contact patch between the wheel and the rail is approximately circular, and the maximum pressure of the wheel and rail contact is , contact circle radius , Pressure distribution , Load And the depth of penetration The relationship between them is:

[0075] ,

[0076] ,

[0077] ,

[0078] ,

[0079] ,

[0080] In the formula, is the equivalent elastic modulus, is the integrated curvature radius, is the polar coordinate position;

[0081] in, ,

[0082] ,

[0083] In the formula, is the wheel Poisson’s ratio, is the Poisson's ratio of the rail, is the wheel elastic modulus, is the elastic modulus of the rail, is the wheel radius, is the radius of the rail section.

[0084] It should be noted that the specific method for creating Hertzian contact between wheels and rails is: find the boundary condition manager in the load module in the ABAQUS finite element model, create boundary conditions, and use velocity / angular velocity to set boundary conditions, and apply the vehicle's initial translational velocity to the bound constrained car body, bogie, and wheelset reference points.

[0085] Step S105, introducing a gravity field and applying it to the vehicle body, bogie, and wheelset, and performing finite element analysis and calculation using a dynamic explicit solution method.

[0086] In this step, the reference points between the car body and bogie, and between the bogie and wheelset in the ABAQUS finite element model are connected and the forces are set. The operation time is set, and the central difference method is used to perform explicit time integration on the dynamic equilibrium equation. The dynamic conditions of one incremental step are used to calculate the dynamic conditions of the next incremental step. The expression of the dynamic equilibrium equation is:

[0087] ,

[0088] ,

[0089] ,

[0090] In the formula, is the node acceleration, is the node mass matrix, is the applied external load, is the interpolation value of the element internal force, is the nodal velocity in the second half of the integration step, is the nodal velocity for the first half of the integration step, is the integration step increment, is the integration step length, is the node displacement, is the displacement increment of the node within the integration step;

[0091] According to the strain rate , calculate the unit strain increment ;

[0092] The stress is calculated according to the constitutive relationship, and the expression is:

[0093] ,

[0094] In the formula, is the increase or decrease in stress within the integration step, To calculate the change in stress within the step.

[0095] In summary, the method of the present application adopts a viscoelastic-elastoplastic model that can characterize the nonlinear mechanical characteristics of the fastener system to achieve the characterization of the nonlinear mechanical characteristics of the fastener system, and for the first time reveals the influence of the nonlinear mechanical characteristics of the fastener system on the vibration response of the vehicle-track-bridge system. In addition, by using the input track unevenness spectrum, the track height unevenness, track horizontal unevenness, track direction unevenness, and track gauge unevenness are imposed on the rails to achieve the simulation of high-speed railway track unevenness, and the vibration response of the vehicle-track-bridge coupling system under the action of track unevenness is achieved, which is more in line with the mechanical behavior of wheel-rail interaction under the action of high-speed railway driving.

[0096] See also Figure 2 , which shows a structural block diagram of a train-track-bridge coupling modeling and analysis system of the present application.

[0097] like Figure 2 As shown, the coupled modeling and analysis system 200 includes a construction module 210 , an import module 220 , a first setting module 230 , a second setting model 240 and a calculation module 250 .

[0098] Wherein, the construction module 210 is configured to construct an ABAQUS finite element model;

[0099] An import module 220 is configured to establish a viscoelastic-elastoplastic constitutive model considering a fastener system, and import the viscoelastic-elastoplastic constitutive model into the ABAQUS finite element model to characterize the nonlinear mechanical characteristics of the fastener system between the rail and the track plate;

[0100] A first setting module 230 is configured to set an artificial damping boundary, assign material properties to the vehicle body, ballastless track, simply supported bridge and bridge pier, and mesh the entity elements to apply track irregularity by inputting a track irregularity spectrum;

[0101] A second setting model 240 is configured to set the contact mechanical behavior between the wheelset and the rail using the Hertz contact theory, and to set the predefined fields of the initial velocities of the wheelset, the bogie, and the vehicle body;

[0102] The calculation module 250 is configured to introduce a gravity field to apply to the vehicle body, bogie, and wheelset, and perform finite element analysis calculations using a dynamic explicit solution method.

[0103] It should be understood that Figure 2 Modules and references documented in Figure 1 Therefore, the operations and features described above for the method and the corresponding technical effects are also applicable to Figure 2 The modules in it will not be described in detail here.

[0104] In other embodiments, the embodiments of the present invention further provide a computer-readable storage medium having a computer program stored thereon, wherein when the program instructions are executed by a processor, the processor is caused to execute the train-track-bridge coupling modeling analysis method in any of the above method embodiments;

[0105] As an implementation mode, the computer-readable storage medium of the present invention stores computer-executable instructions, and the computer-executable instructions are configured as follows:

[0106] Construct ABAQUS finite element model;

[0107] A viscoelastic-elastic-plastic constitutive model considering the fastener system is established, and the viscoelastic-elastic-plastic constitutive model is imported into the ABAQUS finite element model to characterize the nonlinear mechanical characteristics of the fastener system between the rail and the track plate;

[0108] Set artificial damping boundaries, assign material properties to the vehicle body, ballastless track, simply supported bridge and piers, divide the solid elements into grids, and apply track irregularities by inputting track irregularity spectra;

[0109] The Hertz contact theory is used to set the contact mechanical behavior between the wheelset and the rail, and the predefined fields of the initial speeds of the wheelset, bogie, and car body are set;

[0110] The gravity field is introduced and applied to the car body, bogie and wheelset, and the finite element analysis and calculation are performed using the dynamic explicit solution method.

[0111] The computer-readable storage medium may include a program storage area and a data storage area, wherein the program storage area may store an operating system and an application required for at least one function; the data storage area may store data created according to the use of the train-track-bridge coupling modeling and analysis system, etc. In addition, the computer-readable storage medium may include a high-speed random access memory, and may also include a memory, such as at least one disk storage device, a flash memory device, or other non-volatile solid-state storage device. In some embodiments, the computer-readable storage medium may optionally include a memory remotely disposed relative to the processor, and these remote memories may be connected to the train-track-bridge coupling modeling and analysis system via a network. Examples of the above-mentioned network include, but are not limited to, the Internet, an intranet, a local area network, a mobile communication network, and combinations thereof.

[0112] Figure 3 is a schematic diagram of the structure of an electronic device provided by an embodiment of the present invention, such as Figure 3 As shown, the device includes: a processor 310 and a memory 320. The electronic device may also include: an input device 330 and an output device 340. The processor 310, the memory 320, the input device 330 and the output device 340 may be connected via a bus or other means. Figure 3 In the example, the bus connection is used. The memory 320 is the above-mentioned computer-readable storage medium. The processor 310 executes various functional applications and data processing of the server by running the non-volatile software programs, instructions and modules stored in the memory 320, that is, the train-track-bridge coupling modeling and analysis method of the above-mentioned method embodiment is realized. The input device 330 can receive input digital or character information, and generate key signal input related to user settings and function control of the train-track-bridge coupling modeling and analysis system. The output device 340 may include display devices such as display screens.

[0113] The electronic device can execute the method provided by the embodiment of the present invention, and has the functional modules and beneficial effects corresponding to the execution method. For technical details not described in detail in this embodiment, please refer to the method provided by the embodiment of the present invention.

[0114] As an implementation mode, the electronic device is applied to a train-track-bridge coupling modeling and analysis system and is used for a client, and includes: at least one processor; and a memory connected to the at least one processor in communication; wherein the memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor so that the at least one processor can:

[0115] Construct ABAQUS finite element model;

[0116] A viscoelastic-elastic-plastic constitutive model considering the fastener system is established, and the viscoelastic-elastic-plastic constitutive model is imported into the ABAQUS finite element model to characterize the nonlinear mechanical characteristics of the fastener system between the rail and the track plate;

[0117] Set artificial damping boundaries, assign material properties to the vehicle body, ballastless track, simply supported bridge and piers, divide the solid elements into grids, and apply track irregularities by inputting track irregularity spectra;

[0118] The Hertz contact theory is used to set the contact mechanical behavior between the wheelset and the rail, and the predefined fields of the initial speeds of the wheelset, bogie, and car body are set;

[0119] The gravity field is introduced and applied to the car body, bogie and wheelset, and the finite element analysis and calculation are performed using the dynamic explicit solution method.

[0120] Through the description of the above implementation modes, those skilled in the art can clearly understand that each implementation mode can be implemented by means of software plus a necessary general hardware platform, or of course by hardware. Based on such an understanding, the above technical solution can essentially or in other words be embodied in the form of a software product that contributes to the prior art. The computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, a magnetic disk, an optical disk, etc., and includes a number of instructions for a computer device (which can be a personal computer, a server, or a network device, etc.) to execute the methods of each embodiment or some parts of the embodiment.

[0121] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A train-track-bridge coupling modeling and analysis method, characterized in that: include: Constructing an ABAQUS finite element model, wherein the constructing of the ABAQUS finite element model comprises: The overall structure of the train-track-bridge coupling system is simplified into the car body, track, and simply supported bridge, and the structural geometric parameters are simplified respectively to establish an ABAQUS finite element model; the train structure includes the bogie and wheelset, the track structure includes the rail, track plate, CA mortar layer, and base plate, and the simply supported bridge structure includes the simply supported beam body, bridge connection bearings, and piers; A viscoelastic-elastic-plastic constitutive model considering the fastener system is established, and the viscoelastic-elastic-plastic constitutive model is imported into the ABAQUS finite element model to characterize the nonlinear mechanical characteristics of the fastener system between the rail and the track plate; Set artificial damping boundaries, assign material properties to the vehicle body, ballastless track, simply supported bridge and piers, divide the solid elements into grids, and apply track irregularities by inputting track irregularity spectra; The Hertz contact theory is used to set the contact mechanical behavior between the wheelset and the rail, and the predefined field of the initial speed of the wheelset, the bogie, and the car body is set, wherein the Hertz contact theory is used to set the contact mechanical behavior between the wheelset and the rail, and the predefined field of the initial speed of the wheelset, the bogie, and the car body is set, wherein: By approximating the contact surface between the wheel and the rail as two spheres, where the contact patch between the wheel and the rail is approximately circular, the maximum pressure of the wheel and rail contact is , contact circle radius , Pressure distribution , Load And the depth of penetration The relationship between them is: ， ， ， ， ， In the formula, is the equivalent elastic modulus, is the integrated curvature radius, is the polar coordinate position; in, , ， In the formula, is the wheel Poisson’s ratio, is the Poisson's ratio of the rail, is the wheel elastic modulus, is the elastic modulus of the rail, is the wheel radius, is the radius of the rail section; The gravity field is introduced and applied to the car body, bogie and wheelset, and the finite element analysis and calculation are performed using the dynamic explicit solution method.

2. The train-track-bridge coupling modeling and analysis method according to claim 1, characterized in that: The establishment of a viscoelastic-elastoplastic constitutive model considering the fastener system and importing the viscoelastic-elastoplastic constitutive model into the ABAQUS finite element model to characterize the nonlinear mechanical characteristics of the fastener system between the rail and the track plate includes: A viscoelastic-elastoplastic constitutive model considering the fastener system is established. The expression of the viscoelastic-elastoplastic constitutive model is: ， In the formula, is the ratio of the elastic coefficient of the first spring to the viscosity coefficient of the first Abel body, , is the elastic constant of the first spring, is the ratio of the elastic coefficient of the second spring to the viscosity coefficient of the second Abel body, , is the viscosity coefficient of the first Abel body, is the viscosity coefficient of the second Abel body, is the fastener force, , and are all fractional derivatives, is the displacement of the fastener pad, is the elastic constant of the second spring, For time; After Fourier transform, we get: ， In the formula, is the buckle pressure under different frequency responses, is the displacement of the fastener pad under different frequency responses, is an imaginary unit, is the circular frequency; The complex modulus of the FVMP model is obtained by sorting out, and the expression is: ， In the formula, is the complex modulus of the FVMP model; Substitute the Euler formula, separate the real part and the imaginary part, and calculate the energy storage stiffness of the FVMP model , energy dissipation stiffness and loss factor , the expressions are: ， ， ， The characterization model for calculating the elastic-plastic properties of a single element of the fastener system is expressed as: ， In the formula, is the stress of the fastener pad, is the correction factor, is the yield strain of the fastener pad, is the strain of the fastener pad; Since the fastener system contains multiple elastic-plastic elements, the parallel stress hardening elastic-plastic model is used to characterize the amplitude dependence of the dynamic performance of the rubber damping material in the fastener system. The dynamic modulus expression of a single stress hardening elastic-plastic model is: ， In the formula, is the dynamic modulus of the elastoplastic model, is the dynamic modulus in the elastic stage, is the plastic strain of the fastener, is the dynamic modulus in the plastic stage; The energy loss of elastic-plastic deformation in the stress-hardened elastic-plastic model within one cycle is: ， In the formula, is the energy loss of elastic-plastic deformation; The total energy generated by the stress-hardened elastoplastic model in one cycle is , then the damping calculation formula in one cycle is: ， In the formula, is the damping loss, is the elastic stress; When irreversible plastic deformation occurs in the fastener system, the calculation expressions of the dynamic modulus and damping corresponding to the fastener system are: ， ， In the formula, is the dynamic modulus of the fastener system, is the plastic stress, is the number of plastic elements in the fastener system.

3. The train-track-bridge coupling modeling and analysis method according to claim 1, characterized in that: The introduction of gravity field to the car body, bogie, and wheelset, and the use of dynamic explicit solution method to perform finite element analysis calculation include: The reference points between the car body and bogie, and between the bogie and wheelset in the ABAQUS finite element model are connected and the acting force is set. The operation time is set, and the central difference method is used to perform explicit time integration on the dynamic equilibrium equation. The dynamic conditions of one incremental step are used to calculate the dynamic conditions of the next incremental step. The expression of the dynamic equilibrium equation is: ， ， ， In the formula, is the node acceleration, is the node mass matrix, is the applied external load, is the interpolation value of the element internal force, is the nodal velocity in the second half of the integration step, is the nodal velocity for the first half of the integration step, is the integration step increment, is the integration step length, is the node displacement, is the displacement increment of the node within the integration step; According to the strain rate , calculate the unit strain increment ; The stress is calculated according to the constitutive relationship, and the expression is: ， In the formula, is the increase or decrease in stress within the integration step, To calculate the change in stress within the step.

4. A train-track-bridge coupling modeling and analysis system, characterized in that: include: A construction module is configured to construct an ABAQUS finite element model, wherein the construction of the ABAQUS finite element model includes: The overall structure of the train-track-bridge coupling system is simplified into the car body, track, and simply supported bridge, and the structural geometric parameters are simplified respectively to establish an ABAQUS finite element model; the train structure includes the bogie and wheelset, the track structure includes the rail, track plate, CA mortar layer, and base plate, and the simply supported bridge structure includes the simply supported beam body, bridge connection bearings, and piers; An import module configured to establish a viscoelastic-elastoplastic constitutive model considering a fastener system, and import the viscoelastic-elastoplastic constitutive model into the ABAQUS finite element model to characterize the nonlinear mechanical characteristics of the fastener system between the rail and the track plate; A first setting module is configured to set an artificial damping boundary, assign material properties to the vehicle body, ballastless track, simply supported bridge and bridge pier, and mesh the entity elements to apply track irregularity by inputting a track irregularity spectrum; The second setting model is configured to use the Hertz contact theory to set the contact mechanical behavior between the wheelset and the rail, and set the predefined field of the initial speed of the wheelset, the bogie, and the car body, wherein the use of the Hertz contact theory to set the contact mechanical behavior between the wheelset and the rail, and the predefined field of the initial speed of the wheelset, the bogie, and the car body includes: By approximating the contact surface between the wheel and the rail as two spheres, where the contact patch between the wheel and the rail is approximately circular, the maximum pressure of the wheel and rail contact is , contact circle radius , Pressure distribution , Load And the depth of penetration The relationship between them is: ， ， ， ， ， In the formula, is the equivalent elastic modulus, is the integrated curvature radius, is the polar coordinate position; in, , ， In the formula, is the wheel Poisson’s ratio, is the Poisson's ratio of the rail, is the wheel elastic modulus, is the elastic modulus of the rail, is the wheel radius, is the radius of the rail section; The calculation module is configured to introduce a gravity field to the vehicle body, bogie, and wheelset, and to perform finite element analysis calculations using a dynamic explicit solution method.

5. An electronic device, characterized in that: include: At least one processor, and a memory communicatively connected to the at least one processor, wherein the memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor to enable the at least one processor to perform the method described in any one of claims 1 to 3.

6. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the program is executed by a processor, the method according to any one of claims 1 to 3 is implemented.

Images