Railway bridge line-bridge integrated design method and system based on driving performance

Abstract

The present invention provides a railway bridge line-bridge integrated design method and system based on driving performance, which relates to the technical field of railway bridge track smoothness control, including: obtaining first information and second information; constructing a vehicle-line-bridge coupled vibration mathematical model according to the second information; performing simulation processing according to the first information and the vehicle-line-bridge coupled vibration mathematical model to obtain a management cutoff wavelength; obtaining deformation data of the bridge line under a preset load condition to obtain sub-band track line shape data; obtaining the track smoothness design index of the interval line; obtaining the acceleration correlation formula between the bands according to the line-bridge integrated design index system and the sub-band track line shape data; obtaining the design limit value based on the acceleration correlation formula between the bands. The present invention solves the problem of the incoordination of the track line management standards on the bridge and the interval line in the prior art by unifying the track smoothness management of the railway bridge line and the interval line.

Description

Technical Field

[0001] The present invention relates to the technical field of railway bridge track smoothness control, and in particular to a railway bridge line-bridge integrated design method and system based on vehicle driving performance. Background Art

[0002] On high-speed railway sections, in order to ensure the smoothness of train operation, the vertical acceleration of the train body is usually generated by two parts: one is the vertical vibration acceleration of the body caused by the unevenness of the track itself, and the other is the vertical centrifugal acceleration caused by the vertical curve set on the line. Among them, track unevenness is usually defined as the spatial deviation of the track compared to the longitudinal section curve, and the setting of the vertical curve is mainly based on the safety of train operation and riding comfort. The "Railway Line Design Specification" TB 10098-2017 has given clear requirements: For high-speed railways with a speed of 250km / h, the radius of the vertical curve should be greater than 20,000m. Therefore, in daily maintenance management, it is only necessary to regularly monitor the track unevenness to ensure that it is less than the limit value, which is generally carried out using a comprehensive inspection train.

[0003] However, when high-speed trains travel on long-span suspension bridges, the deformation of the bridge caused by various external loads will also have a significant impact on the smooth operation of the train. Compared with the section line, the vertical acceleration generated by the high-speed train body will be mainly caused by the unevenness of the track itself, the vertical curve and the deformation of the bridge. The existing technology separates the smoothness management methods of section lines and bridge lines, and fails to uniformly consider the impact of bridge deformation on track smoothness, resulting in the difficulty in coordinating the acceptance and maintenance standards of the track line shape of long-span railway bridges, which is out of touch with the section line management requirements and lacks an effective method for controlling the smoothness of the track on the bridge.

[0004] Based on the above-mentioned shortcomings of the prior art, there is an urgent need for a railway bridge line-bridge integrated design method and system based on driving performance. Summary of the invention

[0005] The purpose of the present invention is to provide a railway bridge line-bridge integrated design method and system based on driving performance 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 railway bridge line-bridge integrated design method based on driving performance, comprising:

[0007] Acquire first information and second information, wherein the first information is a plurality of randomly selected track irregularity samples, and the second information includes vehicle system parameters, track system parameters, and bridge system parameters of the project to be designed;

[0008] Constructing a vehicle-line-bridge coupled vibration mathematical model according to the second information;

[0009] Performing simulation processing according to the first information and the vehicle-line-bridge coupled vibration mathematical model, and obtaining the management cutoff wavelength by analyzing the response characteristics of vehicle acceleration to track lines of different wavelengths and combining the requirements of industry specifications;

[0010] Obtaining deformation data of the bridge alignment under a preset load condition, performing frequency domain decomposition on the overall deformation curve of the bridge in combination with the management cutoff wavelength, and obtaining band-specific track alignment data;

[0011] Obtaining the track smoothness design index of the section line, and matching it with the sub-band track linear data, and establishing a line-bridge integrated design index system, wherein the line-bridge integrated design index system includes the track smoothness design index of the short-band and the longitudinal section design index of the long-band;

[0012] According to the track-bridge integrated design index system and the sub-band track alignment data, by analyzing the influence of track alignment changes on train vibration characteristics, a quantitative relationship between track alignment geometric parameters and vehicle body acceleration is established, and an acceleration correlation formula between bands is obtained;

[0013] Based on the inter-band acceleration correlation formula, the design limit is obtained by allocating the total acceleration limit of the train running smoothness to different bands and combining the quantitative relationship of the contribution of the track line shape to the acceleration. The design limit includes the vehicle body acceleration limit and the track geometry design limit in different bands.

[0014] In the second aspect, the present application also provides a railway bridge line-bridge integrated design system based on driving performance, including:

[0015] An acquisition module, used to acquire first information and second information, wherein the first information is a number of track irregularity samples selected randomly, and the second information includes vehicle system parameters, track system parameters, and bridge system parameters of the project to be designed;

[0016] A construction module, configured to construct a vehicle-line-bridge coupled vibration mathematical model according to the second information;

[0017] A simulation module, configured to perform simulation processing according to the first information and the vehicle-line-bridge coupled vibration mathematical model, and obtain a management cutoff wavelength by analyzing the response characteristics of vehicle acceleration to track lines of different wavelengths and combining the requirements of industry specifications;

[0018] A decomposition module is used to obtain the deformation data of the bridge line shape under the preset load condition, and perform frequency domain decomposition on the overall deformation curve of the bridge in combination with the management cutoff wavelength to obtain the band-divided track line shape data;

[0019] A matching module is used to obtain the track smoothness design index of the section line, and match it with the sub-band track linear data to establish a line-bridge integrated design index system, wherein the line-bridge integrated design index system includes the track smoothness design index of the short-band and the longitudinal section design index of the long-band;

[0020] An analysis module is used to establish a quantitative relationship between track linear geometry parameters and vehicle body acceleration based on the track-bridge integrated design index system and the sub-band track linear data by analyzing the influence of track linear changes on train vibration characteristics, and obtain an acceleration correlation formula between bands;

[0021] The output module obtains the design limit value based on the acceleration correlation formula between the bands by allocating the total acceleration limit value of the train running smoothness to different bands and combining the quantitative relationship of the contribution of the track line shape to the acceleration. The design limit value includes the vehicle body acceleration limit value and the track geometry design limit value of different bands.

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

[0023] The present invention unifies the track smoothness management of the railway bridge line and the section line, solving the problem of inconsistent management standards for the bridge track shape and the section line shape in the prior art. By comprehensively considering the combined effects of track unevenness, vertical curves and bridge deformation on the vertical acceleration of the vehicle body, the bridge track shape is managed separately from the wavelength frequency domain, making the bridge line design more scientific and reasonable, and meeting the requirements for the smooth operation of high-speed trains. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] 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.

[0025] Figure 1 It is a schematic flow chart of a railway bridge line-bridge integrated design method based on driving performance described in an embodiment of the present invention;

[0026] Figure 2 It is a schematic diagram of the structure of a railway bridge line-bridge integrated design system based on driving performance described in an embodiment of the present invention;

[0027] Figure 3 It is a schematic diagram of the mathematical model of vehicle-bridge-line coupled vibration;

[0028] Figure 4The schematic diagram of the calculation results of the vehicle body vertical acceleration caused by the bridge deformation in the wavelength range of 0 to 120m and the wavelength range above 120m;

[0029] Figure 5 This is a schematic diagram of the maximum vertical acceleration of the vehicle body under 30 samples;

[0030] Figure 6 The vertical acceleration time history diagram of the vehicle body of two samples selected from 30 samples;

[0031] Figure 7 This is a schematic diagram of the correlation coefficient fitting results.

[0032] Markings in the figure: 901, acquisition module; 902, construction module; 903, simulation module; 904, decomposition module; 905, matching module; 906, analysis module; 907, output 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] Embodiment 1:

[0036] This embodiment provides a railway bridge line-bridge integrated design method based on driving performance.

[0037] See also Figure 1 , the figure shows that the method includes steps S100 to S700.

[0038] Step S100, obtaining first information and second information, wherein the first information is a number of randomly selected track irregularity samples, and the second information includes vehicle system parameters, track system parameters, and bridge system parameters of the project to be designed;

[0039] It is understandable that the first information can effectively reflect the actual deviation characteristics of the track line shape under different working conditions by randomly selecting a number of track irregularity samples. These irregularity samples can be used as excitation inputs for the train dynamic response, thereby ensuring the reliability and representativeness of the simulation results. The second information covers the parameters of the vehicle, track and bridge system, including the mass, damping, stiffness and running speed of the vehicle, the support characteristics and smoothness index of the track, the geometric characteristics, material properties and load conditions of the bridge, etc. By comprehensively collecting the key parameters of the vehicle, track and bridge, the dynamic behavior of the vehicle-track-bridge system can be accurately characterized.

[0040] Step S200, constructing a vehicle-line-bridge coupled vibration mathematical model according to the second information;

[0041] Further, step S200 includes step S210 to step S230.

[0042] Step S210: Modeling is performed according to the second information, and a vehicle subsystem, a track subsystem, and a bridge subsystem are respectively established through multi-body dynamics and finite element analysis. The vehicle subsystem is a multi-body dynamic model with 35 degrees of freedom, the track subsystem is a two-layer discrete support beam model, and the bridge subsystem is a finite element model that considers spatial beam units and foundation stiffness constraints;

[0043] Step S220: according to the vehicle subsystem, the track subsystem and the bridge subsystem, the vehicle, track and bridge subsystems are coupled in combination with the wheel-track interaction and the bridge-track interaction, and the vehicle degree of freedom, the track degree of freedom and the bridge degree of freedom are connected as a whole through a unified load transfer mechanism to obtain an overall coupling model;

[0044] Step S230: combining the motion equations of each subsystem into a unified dynamic equation according to the overall coupling model, and constructing a vehicle-line-bridge coupled vibration mathematical model.

[0045] Specifically, in this embodiment, 30 track random irregularity samples are randomly selected and used as excitations to perform vehicle-track coupling simulation calculations. Figure 3As shown in the figure, the vehicle-track-bridge coupled vibration system consists of a vehicle subsystem, a track subsystem, and a bridge subsystem, and considers the wheel-track interaction and bridge-track interaction. The subsystems are connected through the two interactions, and the subsystems influence each other to form a large mutually coupled system. The vehicle subsystem is a multi-body dynamic model with a double spring damping system and 35 degrees of freedom. The 35 degrees of freedom specifically include five degrees of freedom of the vehicle body, five degrees of freedom of each of the two bogies, and five degrees of freedom of each of the four wheel sets. The bridge track type of this bridge adopts ballasted track. The track model adopts a two-layer discrete point support beam model, and the rails and sleepers are connected by springs and dampers. The rail is a continuous beam supported by fasteners, and the Euler beam model is adopted, and the lateral, vertical and torsional degrees of freedom are considered. The roadbed is discretized into mass blocks according to the actual spacing of the sleepers, and its vertical vibration is considered. The sleepers and the ballast bed, as well as the ballast bed and the roadbed are also connected by linear springs and viscous damping. The meshing action of the ballast is simulated by the shear stiffness and damping between the ballast mass blocks. A bridge analysis model was established based on the finite element method. In the specific modeling, the steel truss beam members, bridge piers and bridge towers are simulated by spatial beam units, and the main cables and suspenders are simulated by spatial rod units. Master-slave constraints are used between the main cable and the top of the bridge tower, and between the pier beam and the tower beam. Spring constraints are used to consider the influence of foundation stiffness. After obtaining the models of the vehicle, track, and bridge, the motion equations of the three are listed respectively.

[0046] The vehicle motion equation is written in matrix form as follows:

[0047] ;

[0048] In the formula, , , denote the mass, damping and stiffness matrices of the vehicle respectively; , , The displacement, velocity and acceleration column vectors represent the vehicle degrees of freedom respectively; Represents the load column vector acting on each degree of freedom of the vehicle during vibration;

[0049] The equation of motion for the orbit is given by:

[0050] ;

[0051] In the formula, , , Mass, damping, and stiffness matrices of the track; , , Displacement, velocity, and acceleration column vectors for the orbital degrees of freedom; represents the generalized load column vector of the track system;

[0052] The equation of motion for the bridge is as follows:

[0053] ;

[0054] In the formula, , , denote the mass, damping and stiffness matrices of the bridge respectively; , , The displacement, velocity and acceleration column vectors represent the degrees of freedom of the bridge structure respectively; It represents the load on each degree of freedom of the bridge caused by vehicles passing through the bridge.

[0055] According to the theory of structural dynamics, the above equations ultimately constitute a large complex nonlinear dynamic system.

[0056] Step S300, performing simulation processing according to the first information and the vehicle-line-bridge coupled vibration mathematical model, and obtaining the management cutoff wavelength by analyzing the response characteristics of the vehicle body acceleration to the track line shapes of different wavelengths and combining the requirements of industry specifications;

[0057] Further, step S300 includes step S310 to step S330.

[0058] Step S310, generating simulation excitation input data according to the first information and the train dynamic characteristics with a designed running speed of 250 km / h;

[0059] Step S320, loading the simulation excitation input data into the vehicle-track-bridge coupled vibration mathematical model for calculation, and obtaining the vehicle body vertical vibration acceleration response data during the train operation process through dynamic simulation analysis;

[0060] Step S330: Perform Fourier transform on the vehicle body vertical vibration acceleration response data, extract the power spectrum density distribution characteristics, analyze the sensitive range of vehicle body acceleration to the track linear wavelength, and obtain the management cutoff wavelength in combination with the requirements of industry specifications.

[0061] It should be noted that the above process uses Fourier transform to analyze the time history of the vehicle acceleration obtained from the vehicle-line-bridge coupling vibration analysis in the frequency domain, which can identify the influence of different wavelength track alignments on the train running smoothness and determine the sensitive wavelength range. The analysis results show that when the train runs at a design speed of 250km / h, the vertical acceleration of the vehicle body is most sensitive to the track alignment with a wavelength less than 120m, and the main response is concentrated in the wavelength range of 70-80m. Combined with the maximum detection wavelength of 120m for the comprehensive inspection train specified in the Railway Line Design Code (TB 10098-2017), the cutoff wavelength λ of the track smoothness management of the long-span railway bridge is finally determined to be 120m, so that the design and management of the track alignment on the bridge can match the requirements of train running smoothness, and at the same time be consistent with the track smoothness management of the section line, laying the foundation for the standardization and standardization of the track design of long-span railway bridges.

[0062] Step S400, obtaining deformation data of the bridge line shape under a preset load condition, performing frequency domain decomposition on the overall deformation curve of the bridge in combination with the management cutoff wavelength, and obtaining band-specific track line shape data;

[0063] Further, step S400 includes step S410 to step S430.

[0064] Step S410, obtaining design parameters of the bridge and establishing a finite element calculation model of the bridge;

[0065] Step S420, applying overall heating and cooling temperature loads to the bridge finite element calculation model, and extracting an overall deformation curve of the bridge by analyzing the dynamic response of the bridge structure under various preset temperature load conditions;

[0066] Step S430, perform frequency domain decomposition on the overall deformation curve of the bridge according to the management cutoff wavelength, and obtain the band-specific track linear data by decomposing the overall deformation curve of the bridge into the track linear data of the 0-λ band and the band above λ, wherein the 0-λ band corresponds to the short-wave deformation characteristics, and the band above λ corresponds to the long-wave deformation characteristics, and λ represents the management cutoff wavelength.

[0067] It can be understood that, firstly, by establishing a finite element calculation model of the bridge, the geometric characteristics, material properties, structural connection mode and load boundary conditions of the bridge are loaded to simulate its deformation response under the overall temperature rise and fall temperature load. In order to fully consider the actual range of change of ambient temperature, the temperature load is set to be applied gradually from -30℃ to +30℃, with an interval of 10℃, to obtain the linear deformation data of the bridge under different temperature conditions. Subsequently, combined with the management cutoff wavelength λ=120m, the overall deformation curve of the bridge is decomposed in the frequency domain, and the short-wave deformation in the 0-120m band and the long-wave deformation in the band greater than 120m are separated to obtain the sub-band track linear data. The track linear shape is divided into a short-wave band (0-120m) and a long-wave band (above 120m) by frequency domain decomposition, which provides a data basis for the subsequent design of the track smoothness index of the short-wave band and the bridge stiffness control index of the long-wave band. This method not only improves the refinement of bridge track alignment design, but also achieves accurate quantification of the impact of bridge deformation characteristics on train dynamic response.

[0068] Step S500, obtaining the track smoothness design index of the section line, and matching it with the sub-band track linear data, to establish a line-bridge integrated design index system, the line-bridge integrated design index system including the track smoothness design index of the short-band and the longitudinal section design index of the long-band;

[0069] Specifically, the line-bridge integrated design indicators are shown in Table 1;

[0070] Table 1 Line-bridge integrated design index table

[0071]

[0072] As shown in Table 1, by analyzing the management requirements of the interval line and the bridge line in different bands, the design indicators and limits of the short band (0-120m) and the long band (above 120m) are clarified. The short band mainly focuses on the impact of track unevenness. By using the 60m chord midpoint chord measurement value as a management indicator, it ensures that the track smoothness meets the requirements of train operation stability; the long band mainly focuses on the dynamic longitudinal section characteristics of the bridge. By using the curvature radius as a control indicator, it ensures that the longitudinal stiffness of the bridge meets the requirements of train operation safety and comfort. In addition, in order to adapt to the special working conditions of the bridge line, compared with the interval line design, the design limit of the bridge line has been adjusted. For example, the track smoothness limit of the short band on the bridge is tightened from 10mm to 9mm, while the curvature radius of the long band is relaxed from 20000m to 10000m to adapt to the actual deformation characteristics of the long-span bridge. This step not only achieves the coordination and unification of the design and management methods of bridge lines and section lines by clarifying the management objectives of short-wave bands and smoothness, and long-wave bands and stiffness control, but also improves the pertinence and standardization of the track alignment design of large-span railway bridges.

[0073] Step S600: According to the track-bridge integrated design index system and the sub-band track alignment data, by analyzing the influence of track alignment changes on train vibration characteristics, a quantitative relationship between track alignment geometric parameters and vehicle body acceleration is established to obtain an acceleration correlation formula between bands;

[0074] Further, step S600 includes step S610 to step S640.

[0075] Step S610: Analyze the influence of track height irregularity on the vertical acceleration of the vehicle body according to the short-wave track smoothness index in the track-bridge integrated design index system, and obtain a first quantitative relationship by fitting the relationship between the track chord measurement amplitude and the vehicle body acceleration through statistical measured data;

[0076] Specifically, in the embodiment, according to Document No. 4 of 2023 "Announcement of the National Railway Administration on the Release of Railway Industry Standards (Engineering Construction Standards 2023 Batch 2)", based on the measured vehicle vertical acceleration and height irregularity of the comprehensive inspection vehicle, the correlation between the 60m chord measurement value and the vehicle acceleration under the condition of 250km / h is statistically analyzed, and the recommended fitting formula is:

[0077] ;

[0078] In the formula, is the vertical acceleration of the vehicle, in m / s 2 ; It is the measured value of the midpoint of the 60m chord with uneven rail surface, in mm.

[0079] Step S620: Analyze the influence of the vertical curve radius on the vertical centrifugal acceleration of the vehicle body according to the longitudinal section design index of the long-wave segment in the track-bridge integrated design index system, and establish a quantitative relationship between the long-wave segment track curvature change and the vehicle body acceleration by calculating the vertical centrifugal acceleration of the vehicle body caused by the vertical curve, thereby obtaining a second quantitative relationship;

[0080] Specifically, in the embodiment, according to the formula given in the Railway Line Design Specification TB 10098-2017, the vertical acceleration of the car body caused by the vertical curve of the line is calculated, and the vertical centrifugal acceleration generated by the car body after the vertical curve is set is:

[0081] ;

[0082] In the formula, Refers to the vertical acceleration of the vehicle body caused by setting the vertical curve, in m / s 2 ; Refers to the train running speed, unit: km / h; Refers to the vertical curve radius, unit: m.

[0083] Step S630: Calculate the vertical vibration acceleration of the vehicle body caused by the short-band track alignment and the vertical centrifugal acceleration of the vehicle body caused by the long-band track alignment according to the first quantitative relationship, the second quantitative relationship and the sub-band track alignment data, respectively; analyze the deformation characteristics of the bridge under different temperature load conditions by simulation, extract the contribution data of each band track alignment to the train dynamic response, and obtain the simulation result;

[0084] According to the track alignment separated in step S300, the vertical vibration acceleration and vertical centrifugal acceleration of the vehicle body caused by the track alignment in the 0-120m band and the band above 120m are calculated. The vehicle body acceleration caused is as follows: Figure 6 shown.

[0085] Step S640: Analyze the correlation between the vehicle accelerations caused by the short-band and long-band track alignments according to the simulation results, establish a quantitative correlation formula for the vehicle accelerations between the bands by fitting the maximum response values ​​of the short-band and long-band vehicle accelerations, and obtain a correlation formula for the accelerations between the bands.

[0086] Specifically, curve fitting is performed on the vehicle acceleration caused by the track line shape in the 0-120m band and the band above 120m determined in step S630, and quantitative correlation is calculated; Figure 4 As shown in the figure, taking the vehicle speed of 250km / h as an example, for the bridge line shape under different temperature loads, the maximum acceleration values ​​caused by bridge deformation in the wavelength band of 0 to 120m and the wavelength band above 120m are selected for numerical fitting. The quantitative correlation between the vehicle acceleration caused by bridge deformation in the wavelength band of 0 to 120m and the wavelength band above 120m is:

[0087] ;

[0088] In the formula, Refers to the vertical acceleration of the vehicle body caused by the deformation of the bridge in the band above 120m, in m / s 2 ; Refers to the vertical acceleration of the vehicle body caused by bridge deformation in the 0-120m band, in m / s 2 ; is the correlation coefficient; Indicates the management cutoff wavelength, in m.

[0089] Specifically, in the embodiment, the corresponding correlation coefficient statistical analysis is as follows Figure 7 As shown, the fitting coefficient at 95% confidence level is finally selected. In this way, the quantitative correlation between the vehicle acceleration caused by bridge deformation in the 0-120m band and the band above 120m is , the correlation coefficient is 1.1.

[0090] Step S700: Based on the acceleration correlation formula between bands, the total acceleration limit of the train running smoothness is allocated to different bands, and the design limit is obtained by combining the quantitative relationship of the contribution of the track line shape to the acceleration. The design limit includes the car body acceleration limit and the track geometry design limit of different bands.

[0091] Further, step S700 includes step S710 to step S730.

[0092] Step S710: performing limit allocation processing according to the acceleration correlation formula between bands, combining the different effects of random irregularity, vertical curve and bridge deformation on vehicle acceleration, performing acceleration contribution allocation, and obtaining vehicle acceleration limit values, which include acceleration limit values ​​of short-band and long-band;

[0093] Step S720, calculating the chord measurement amplitude according to the acceleration limit of the short-wave band to obtain the geometric design limit of the short-wave band;

[0094] Step S730: Calculate the curvature radius according to the acceleration limit of the long wave band to obtain the geometric design limit of the long wave band.

[0095] Specifically, the Railway Bridge and Culvert Design Code TB 10002-2017 stipulates that the vertical acceleration of the vehicle body on high-speed railways, intercity railways, and passenger and freight railways should not exceed 1.3m / s. 2 .like Figure 5 and Figure 6As shown in the figure, samples 1 and 2 are randomly selected from the 30 random unevenness samples to calculate the vehicle body acceleration, and the two samples are plotted as a vehicle body vertical acceleration time history diagram. At a 95% confidence level, the contribution of random unevenness to the vehicle body vertical acceleration is 0.589 m / s 2 Taking the vehicle speed of 250km / h as an example, the specification states that the minimum vertical curve radius at 250km / h is 20000m. It can be calculated that the maximum vertical acceleration of the vehicle body caused by the vertical curve is 0.242m / s 2 The ratio of the vertical acceleration of the vehicle body caused by the additional deformation of the bridge in the 0-120m band and the band above 120m is 1.1. Since the contribution of different factors to the acceleration of the vehicle body can be linearly superimposed, the total acceleration response after superposition is no more than 1.3m / s 2 The acceleration limit of the vehicle body vertical acceleration caused by the track line of the long-span bridge in the 0-120m band is:

[0096] m / s 2 ;

[0097] The limit of vehicle vertical acceleration caused by the track alignment of long-span bridges over 120m is:

[0098] m / s 2 ;

[0099] In the formula, Refers to the limit of the vertical acceleration of the vehicle body caused by the track line shape on the bridge in the 0-120m band, in m / s 2 . Refers to the limit of the vertical acceleration of the vehicle body caused by the track line shape on the bridge with a length of more than 120m, in m / s 2 .

[0100] The limit of the chord measurement value of the 60m midpoint of the track alignment in the 0-120m band is further calculated; based on the quantitative correlation between the chord measurement amplitude and the vehicle acceleration, the limit of the 60m midpoint chord measurement value is rounded to 9mm. The limit of the curvature radius of the track alignment in the band above 120m is further calculated. The limit of the curvature radius after rounding is 10000m.

[0101] Based on the running stability of trains, the present invention divides the track alignment of large-span railway bridges in the frequency domain, and divides it into the track alignment on the bridge in the 0-λ band (including random track unevenness + bridge deformation in the 0-λ band) and the track alignment on the bridge in the band above λ (including the line design longitudinal section + bridge deformation in the band above λ). The vertical vibration acceleration of the car body generated by the track alignment in the 0-λ band and the vertical centrifugal acceleration of the car body generated by the track alignment in the band above λ can be calculated respectively. The design index of the track alignment on the bridge in the 0-λ band refers to the track smoothness design index of the interval line, and the design index of the track alignment on the bridge in the band above λ refers to the longitudinal section design index of the interval line, so as to realize the integration of the design index of the interval line and the bridge line; at the same time, the design index limit of the track alignment on the bridge is formulated by using the same car body acceleration limit as the interval line, so as to realize the running stability benchmark of the interval line and the bridge line.

[0102] Embodiment 2:

[0103] like Figure 2 As shown, this embodiment provides a railway bridge line-bridge integrated design system based on driving performance, and the system includes:

[0104] An acquisition module 901 is used to acquire first information and second information, wherein the first information is a number of randomly selected track irregularity samples, and the second information includes vehicle system parameters, track system parameters, and bridge system parameters of the project to be designed;

[0105] A construction module 902 is used to construct a vehicle-line-bridge coupled vibration mathematical model according to the second information;

[0106] The simulation module 903 is used to perform simulation processing according to the first information and the vehicle-track-bridge coupled vibration mathematical model, and obtain the management cutoff wavelength by analyzing the response characteristics of the vehicle body acceleration to the track line shapes with different wavelengths and combining the requirements of the industry specifications;

[0107] Decomposition module 904, used to obtain deformation data of bridge alignment under preset load conditions, and perform frequency domain decomposition on the overall deformation curve of the bridge in combination with the management cutoff wavelength to obtain band-specific track alignment data;

[0108] Matching module 905, used to obtain the track smoothness design index of the section line, and match it with the sub-band track linear data to establish a line-bridge integrated design index system, which includes the track smoothness design index of the short-band and the longitudinal section design index of the long-band;

[0109] The analysis module 906 is used to establish a quantitative relationship between track geometry parameters and vehicle acceleration based on the track-bridge integrated design index system and the sub-band track alignment data, by analyzing the impact of track alignment changes on train vibration characteristics, and obtain an acceleration correlation formula between bands;

[0110] Output module 907, based on the acceleration correlation formula between bands, distributes the total acceleration limit of train running smoothness to different bands, and combines the quantitative relationship of the contribution of track line shape to acceleration to obtain the design limit, which includes the car body acceleration limit and track geometry design limit of different bands.

[0111] In a specific embodiment of the present invention, the construction module 902 includes:

[0112] A first construction unit is used to perform modeling processing according to the second information, and respectively establish a vehicle subsystem, a track subsystem, and a bridge subsystem through multi-body dynamics and finite element analysis, wherein the vehicle subsystem is a multi-body dynamic model with 35 degrees of freedom, the track subsystem is a two-layer discrete support beam model, and the bridge subsystem is a finite element model that considers spatial beam units and foundation stiffness constraints;

[0113] The second construction unit is used to couple the vehicle, track and bridge subsystems according to the vehicle subsystem, track subsystem and bridge subsystem in combination with the wheel-track interaction and the bridge-track interaction, and connect the vehicle degree of freedom, track degree of freedom and bridge degree of freedom into a whole through a unified load transfer mechanism to obtain an overall coupling model;

[0114] The third construction unit is used to combine the motion equations of each subsystem into a unified dynamic equation according to the overall coupling model, and construct a vehicle-line-bridge coupled vibration mathematical model.

[0115] In a specific implementation of the present invention, the simulation module 903 includes:

[0116] A first simulation unit is used to generate simulation excitation input data according to the first information and the dynamic characteristics of the train with a designed running speed of 250 km / h;

[0117] The second simulation unit is used to load the simulation excitation input data into the vehicle-track-bridge coupled vibration mathematical model for calculation, and obtain the vehicle body vertical vibration acceleration response data during the train operation process through dynamic simulation analysis;

[0118] The third simulation unit is used to perform Fourier transform based on the vertical vibration acceleration response data of the vehicle body, analyze the sensitive range of the vehicle body acceleration to the track linear wavelength by extracting the power spectral density distribution characteristics, and obtain the management cutoff wavelength in combination with the requirements of industry specifications.

[0119] In a specific embodiment disclosed in the present invention, the decomposition module 904 includes:

[0120] The first decomposition unit is used to obtain the design parameters of the bridge and establish a finite element calculation model of the bridge;

[0121] The second decomposition unit is used to apply overall heating and cooling temperature loads to the bridge finite element calculation model, and extract the overall deformation curve of the bridge by analyzing the dynamic response of the bridge structure under various preset temperature load conditions;

[0122] The third decomposition unit is used to perform frequency domain decomposition of the overall deformation curve of the bridge according to the management cutoff wavelength, and obtain the band-specific track linear data by decomposing the overall deformation curve of the bridge into the track linear data of the 0-λ band and the band above λ. The 0-λ band corresponds to the short-wave deformation characteristics, and the band above λ corresponds to the long-wave deformation characteristics. λ represents the management cutoff wavelength.

[0123] In a specific embodiment disclosed in the present invention, the analysis module 906 includes:

[0124] The first analysis unit is used to analyze the influence of track height irregularity on the vertical acceleration of the vehicle body according to the track smoothness index of the short-wave band in the track-bridge integrated design index system, and obtain the first quantitative relationship by fitting the relationship between the track chord measurement amplitude and the vehicle body acceleration through statistical measured data;

[0125] The second analysis unit analyzes the influence of the vertical curve radius on the vertical centrifugal acceleration of the vehicle body according to the longitudinal section design index of the long-wave segment in the track-bridge integrated design index system. By calculating the vertical centrifugal acceleration of the vehicle body caused by the vertical curve, a quantitative relationship between the long-wave segment track curvature change and the vehicle body acceleration is established to obtain the second quantitative relationship.

[0126] The third analysis unit calculates the vertical vibration acceleration of the vehicle body caused by the short-band track alignment and the vertical centrifugal acceleration of the vehicle body caused by the long-band track alignment according to the first quantitative relationship, the second quantitative relationship and the sub-band track alignment data, respectively, and extracts the contribution data of each band track alignment to the train dynamic response to obtain the simulation result by simulating and analyzing the deformation characteristics of the bridge under different temperature load conditions;

[0127] The fourth analysis unit analyzes the correlation between the vehicle accelerations caused by the short-band and long-band track lines according to the simulation results, and establishes a quantitative correlation formula for the vehicle accelerations between the bands by fitting the maximum response values ​​of the short-band and long-band vehicle accelerations, thereby obtaining a correlation formula for the accelerations between the bands.

[0128] In a specific implementation of the present invention, the output module 907 includes:

[0129] The first output unit is used to perform limit allocation processing according to the acceleration correlation formula between bands, and to perform acceleration contribution allocation in combination with the different effects of random irregularity, vertical curve and bridge deformation on vehicle acceleration to obtain the vehicle acceleration limit, which includes the acceleration limit of the short-band and the acceleration limit of the long-band;

[0130] The second output unit is used to calculate the chord measurement amplitude according to the acceleration limit of the short-wave band to obtain the geometric design limit of the short-wave band;

[0131] The third output unit is used to calculate the curvature radius according to the acceleration limit of the long wave band to obtain the geometric design limit of the long wave band.

[0132] The above description is only a specific implementation mode of the present invention, but the protection scope of the present invention is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed by the present invention, which should be covered by the protection scope of the present invention.

Claims

1. A railway bridge line-bridge integrated design method based on driving performance, characterized in that: include: Acquire first information and second information, wherein the first information is a plurality of randomly selected track irregularity samples, and the second information includes vehicle system parameters, track system parameters, and bridge system parameters of the project to be designed; Constructing a vehicle-line-bridge coupled vibration mathematical model according to the second information; Performing simulation processing according to the first information and the vehicle-line-bridge coupled vibration mathematical model, and obtaining the management cutoff wavelength by analyzing the response characteristics of vehicle acceleration to track lines of different wavelengths and combining the requirements of industry specifications; Obtaining deformation data of the bridge alignment under a preset load condition, performing frequency domain decomposition on the overall deformation curve of the bridge in combination with the management cutoff wavelength, and obtaining band-specific track alignment data; Obtaining the track smoothness design index of the section line, and matching it with the sub-band track linear data, and establishing a line-bridge integrated design index system, wherein the line-bridge integrated design index system includes the track smoothness design index of the short-band and the longitudinal section design index of the long-band; According to the track-bridge integrated design index system and the sub-band track alignment data, by analyzing the influence of track alignment changes on train vibration characteristics, a quantitative relationship between track alignment geometric parameters and vehicle body acceleration is established, and an acceleration correlation formula between bands is obtained; Based on the inter-band acceleration correlation formula, the design limit is obtained by allocating the total acceleration limit of the train running smoothness to different bands and combining the quantitative relationship of the contribution of the track line shape to the acceleration. The design limit includes the vehicle body acceleration limit and the track geometry design limit in different bands.

2. The railway bridge line-bridge integrated design method based on driving performance according to claim 1 is characterized in that: A vehicle-line-bridge coupled vibration mathematical model is constructed according to the second information, including: Modeling is performed according to the second information, and a vehicle subsystem, a track subsystem, and a bridge subsystem are respectively established through multi-body dynamics and finite element analysis, wherein the vehicle subsystem is a multi-body dynamic model with 35 degrees of freedom, the track subsystem is a two-layer discrete support beam model, and the bridge subsystem is a finite element model that considers spatial beam units and foundation stiffness constraints; According to the vehicle subsystem, the track subsystem and the bridge subsystem, the vehicle, track and bridge subsystems are coupled in combination with wheel-track interaction and bridge-track interaction, and the vehicle degree of freedom, track degree of freedom and bridge degree of freedom are connected as a whole through a unified load transfer mechanism to obtain an overall coupling model; According to the overall coupling model, the motion equations of each subsystem are combined into a unified dynamic equation, and a vehicle-line-bridge coupling vibration mathematical model is constructed.

3. The railway bridge line-bridge integrated design method based on driving performance according to claim 1 is characterized in that: Obtain the deformation data of the bridge line shape under the preset load condition, and perform frequency domain decomposition on the overall deformation curve of the bridge in combination with the management cutoff wavelength to obtain the band-specific track line shape data, including: Obtain the design parameters of the bridge and establish a finite element calculation model of the bridge; Applying overall heating and cooling temperature loads to the finite element calculation model of the bridge, and extracting an overall deformation curve of the bridge by analyzing the dynamic response of the bridge structure under various preset temperature load conditions; The overall deformation curve of the bridge is decomposed in the frequency domain according to the management cutoff wavelength, and the track linear data of the band above λ is obtained by decomposing the overall deformation curve of the bridge into the track linear data of the band from 0 to λ and the band above λ. The band from 0 to λ corresponds to the short-wave deformation characteristics, and the band above λ corresponds to the long-wave deformation characteristics. The λ represents the management cutoff wavelength, and the band-divided track linear data is obtained.

4. The railway bridge line-bridge integrated design method based on driving performance according to claim 1 is characterized in that: According to the track-bridge integrated design index system and the sub-band track alignment data, by analyzing the impact of track alignment changes on train vibration characteristics, a quantitative relationship between track alignment geometric parameters and vehicle body acceleration is established, and an acceleration correlation formula between bands is obtained, including: According to the short-wave track smoothness index in the track-bridge integrated design index system, the influence of track height irregularity on the vertical acceleration of the vehicle body is analyzed, and the relationship between the track chord amplitude and the vehicle body acceleration is fitted by statistically measuring the measured data to obtain the first quantitative relationship; According to the longitudinal section design index of the long-wave segment in the track-bridge integrated design index system, the influence of the vertical curve radius on the vertical centrifugal acceleration of the vehicle body is analyzed, and the quantitative relationship between the long-wave segment track curvature change and the vehicle body acceleration is established by calculating the vertical centrifugal acceleration of the vehicle body caused by the vertical curve, thereby obtaining the second quantitative relationship; According to the first quantitative relationship, the second quantitative relationship and the sub-band track alignment data, the vertical vibration acceleration of the vehicle body caused by the short-band track alignment and the vertical centrifugal acceleration of the vehicle body caused by the long-band track alignment are calculated respectively, and the deformation characteristics of the bridge under different temperature load conditions are analyzed by simulation, and the contribution data of each band track alignment to the train dynamic response are extracted to obtain the simulation result; According to the simulation results, the correlation between the vehicle acceleration caused by the short-band and long-band track alignments is analyzed, and by fitting the maximum response values ​​of the short-band and long-band vehicle accelerations, a quantitative correlation formula for the vehicle acceleration between bands is established, thereby obtaining the acceleration correlation formula between bands.

5. The railway bridge line-bridge integrated design method based on driving performance according to claim 1 is characterized in that: Based on the above inter-band acceleration correlation formula, the design limits are obtained by allocating the total acceleration limit of train running smoothness to different bands and combining the quantitative relationship of the contribution of track line shape to acceleration, including: According to the acceleration correlation formula between the bands, the limit value allocation processing is performed, and the acceleration contribution allocation is performed in combination with the different effects of random irregularity, vertical curve and bridge deformation on the vehicle acceleration to obtain the vehicle acceleration limit value, which includes the acceleration limit value of the short band and the acceleration limit value of the long band; Calculate the chord measurement amplitude according to the acceleration limit of the short-wave band to obtain the geometric design limit of the short-wave band; The curvature radius is calculated according to the acceleration limit of the long-wave band to obtain the geometric design limit of the long-wave band.

6. A railway bridge line-bridge integrated design system based on driving performance, characterized in that: include: An acquisition module, used to acquire first information and second information, wherein the first information is a number of track irregularity samples selected randomly, and the second information includes vehicle system parameters, track system parameters, and bridge system parameters of the project to be designed; A construction module, used to construct a vehicle-line-bridge coupled vibration mathematical model according to the second information; A simulation module, configured to perform simulation processing according to the first information and the vehicle-line-bridge coupled vibration mathematical model, and obtain a management cutoff wavelength by analyzing the response characteristics of vehicle acceleration to track lines of different wavelengths and combining the requirements of industry specifications; A decomposition module is used to obtain the deformation data of the bridge line shape under the preset load condition, and perform frequency domain decomposition on the overall deformation curve of the bridge in combination with the management cutoff wavelength to obtain the band-divided track line shape data; A matching module is used to obtain the track smoothness design index of the section line, and match it with the sub-band track linear data to establish a line-bridge integrated design index system, wherein the line-bridge integrated design index system includes the track smoothness design index of the short-band and the longitudinal section design index of the long-band; An analysis module is used to establish a quantitative relationship between track linear geometry parameters and vehicle body acceleration based on the track-bridge integrated design index system and the sub-band track linear data by analyzing the influence of track linear changes on train vibration characteristics, and obtain an acceleration correlation formula between bands; The output module obtains the design limit value based on the acceleration correlation formula between the bands by allocating the total acceleration limit value of the train running smoothness to different bands and combining the quantitative relationship of the contribution of the track line shape to the acceleration. The design limit value includes the vehicle body acceleration limit value and the track geometry design limit value of different bands.

7. The railway bridge line-bridge integrated design system based on driving performance according to claim 6 is characterized in that: The building blocks include: a first construction unit, configured to perform modeling processing according to the second information, and respectively establish a vehicle subsystem, a track subsystem, and a bridge subsystem through multi-body dynamics and finite element analysis, wherein the vehicle subsystem is a multi-body dynamic model with 35 degrees of freedom, the track subsystem is a two-layer discrete support beam model, and the bridge subsystem is a finite element model that considers spatial beam units and foundation stiffness constraints; The second construction unit is used to couple the vehicle, track and bridge subsystems according to the vehicle subsystem, the track subsystem and the bridge subsystem in combination with wheel-track interaction and bridge-track interaction, and connect the vehicle degree of freedom, track degree of freedom and bridge degree of freedom into a whole through a unified load transfer mechanism to obtain an overall coupling model; The third construction unit is used to combine the motion equations of each subsystem into a unified dynamic equation according to the overall coupling model, so as to construct a vehicle-line-bridge coupling vibration mathematical model.

8. The railway bridge line-bridge integrated design system based on driving performance according to claim 6 is characterized in that: The decomposition module comprises: The first decomposition unit is used to obtain the design parameters of the bridge and establish a finite element calculation model of the bridge; The second decomposition unit is used to apply overall heating and cooling temperature loads to the finite element calculation model of the bridge, and extract the overall deformation curve of the bridge by analyzing the dynamic response of the bridge structure under various preset temperature load conditions; The third decomposition unit is used to perform frequency domain decomposition on the overall deformation curve of the bridge according to the management cutoff wavelength, and obtain the band-wise track linear data by decomposing the overall deformation curve of the bridge into the track linear data of the bands above λ and 0 to λ corresponding to the short-wave deformation characteristics, and the bands above λ corresponding to the long-wave deformation characteristics, and λ represents the management cutoff wavelength.

9. The railway bridge line-bridge integrated design system based on driving performance according to claim 6 is characterized in that: The analysis module comprises: A first analysis unit is used to analyze the influence of track height irregularity on the vertical acceleration of the vehicle body according to the track smoothness index of the short-wave band in the track-bridge integrated design index system, and obtain a first quantitative relationship by fitting the relationship between the track chord measurement amplitude and the vehicle body acceleration through statistical measured data; The second analysis unit analyzes the influence of the vertical curve radius on the vertical centrifugal acceleration of the vehicle body according to the longitudinal section design index of the long wave segment in the track-bridge integrated design index system, and establishes a quantitative relationship between the long wave segment track curvature change and the vehicle body acceleration by calculating the vertical centrifugal acceleration of the vehicle body caused by the vertical curve, thereby obtaining a second quantitative relationship; The third analysis unit calculates the vertical vibration acceleration of the vehicle body caused by the short-band track alignment and the vertical centrifugal acceleration of the vehicle body caused by the long-band track alignment according to the first quantitative relationship, the second quantitative relationship and the sub-band track alignment data, and extracts the contribution data of each band track alignment to the train dynamic response to obtain the simulation result by simulating and analyzing the deformation characteristics of the bridge under different temperature load conditions; The fourth analysis unit analyzes the correlation between the vehicle accelerations caused by the short-band and long-band track alignments according to the simulation results, establishes a quantitative correlation formula for the vehicle accelerations between the bands by fitting the maximum response values ​​of the short-band and long-band vehicle accelerations, and obtains the acceleration correlation formula between the bands.

10. The railway bridge line-bridge integrated design system based on driving performance according to claim 6 is characterized in that: The output module comprises: A first output unit is used to perform limit allocation processing according to the acceleration correlation formula between the bands, and to perform acceleration contribution allocation in combination with different effects of random irregularity, vertical curve and bridge deformation on vehicle acceleration to obtain a vehicle acceleration limit, wherein the vehicle acceleration limit includes a short-band acceleration limit and a long-band acceleration limit; A second output unit is used to calculate the chord measurement amplitude according to the acceleration limit of the short-wave band to obtain the geometric design limit of the short-wave band; The third output unit is used to calculate the curvature radius according to the acceleration limit of the long wave band to obtain the geometric design limit of the long wave band.

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