Quick-release damping roadbed box and strength checking method based on finite element

Abstract

The invention relates to the technical field of steel structure construction, in particular to a quick-release type damping roadbed box and a strength checking method based on finite elements, the quick-release type damping roadbed box comprises a roadbed box body and a damping unit, the damping unit is arranged at the bottom of the roadbed box body, and the damping unit is used for reducing vibration of the roadbed box in the using process. The damping unit is additionally arranged at the bottom of the roadbed box and used for damping the roadbed box, vibration of the roadbed box in the using process can be effectively reduced, and construction safety is improved; in addition, according to the strength checking method based on the finite element, the roadbed box has reusability, the method that in a traditional mode, the section of the roadbed box is estimated according to engineering experience is effectively avoided, on the premise that safety and reliability are guaranteed, the strength utilization ratio of materials is remarkably increased through the method, and therefore the construction cost is reduced.

Description

Technical Field

[0001] The invention relates to the technical field of steel structure construction, in particular to a quick-detachable shock-absorbing roadbed box and a strength verification method based on finite elements. Background Art

[0002] As a device for constructing temporary roads at landfill sites, the roadbed box undertakes the important tasks of transporting on-site construction materials, the passage of construction machinery and the movement of construction personnel. The roadbed box is generally a steel structure, and the roadbed box relies on its own weight to maintain stability; however, when the transport vehicle is in operation, the vehicle and the roadbed box will produce a large dynamic response and impact effect, causing the roadbed box structure to vibrate. These vibrations will cause the roadbed box to shift, which will not only have a certain impact on construction safety, but may also endanger driving safety. Summary of the invention

[0003] In view of the deficiencies in the prior art, an object of the present invention is to provide a quick-detachable shock-absorbing roadbed box and a strength verification method based on finite elements.

[0004] The technical solution adopted by the present invention to solve its technical problem is: A quick-detachable shock-absorbing roadbed box comprises a roadbed box body and a shock-absorbing unit. The shock-absorbing unit is arranged at the bottom of the roadbed box body and is used to reduce vibration of the roadbed box during use.

[0005] Compared with the prior art, the present invention has the following beneficial effects: The present invention adds a shock absorbing unit at the bottom of the roadbed box to absorb the shock of the roadbed box, which can effectively reduce the vibration of the roadbed box during use and improve the safety of construction.

[0006] Further, the preferred embodiment adopted by the present invention is: The shock absorbing unit is a rubber block. A limiting groove is arranged on the surface of one side of the rubber block. The roadbed box is embedded in the limiting groove. A pad is arranged on the other side of the rubber block.

[0007] The roadbed box body includes a frame assembly and a panel assembly, the frame assembly includes a first transverse stiffening plate, a second transverse stiffening plate, and a longitudinal stiffening plate, the first transverse stiffening plate and the second transverse stiffening plate are spliced ​​transversely at intervals; the longitudinal stiffening plate is used for splicing two longitudinally adjacent first transverse stiffening plates or second transverse stiffening plates; The panel assembly includes a first panel and a second panel, which are spliced ​​transversely and spaced apart to form a strip base plate, and a plurality of strip base plates are longitudinally arranged in rows on the side of the frame assembly; the first panel and the second panel are respectively connected to the longitudinal stiffening plate.

[0008] A plurality of first dovetail tenons are respectively arranged on both sides of the first transverse stiffening plate, and each first dovetail tenon is respectively arranged with a first through hole; a first dovetail groove adapted to the first dovetail tenon is respectively arranged on both sides of the second transverse stiffening plate, and a second through hole is arranged between two adjacent first dovetail grooves; The end surfaces of the upper and lower sides of each longitudinal stiffening plate are respectively provided with a plurality of first circular holes that match the first through holes and the second through holes; The first transverse stiffening plate and the second transverse stiffening plate are plugged in through a first dovetail tenon and a first dovetail groove, and the center of the first through hole and the center of the second through hole are on the same straight line after the plugging; The first through hole of the first transverse stiffening plate and the second through hole of the second stiffening plate are respectively aligned with the first circular hole of the longitudinal stiffening plate and are inserted and limited by fixing pins.

[0009] A plurality of second dovetail tenons are arranged at intervals on two side edges of the first panel, and each second dovetail tenon is provided with a third through hole; a second dovetail groove matching the second dovetail tenon on the first panel is arranged on two side edges of the second panel, and a fourth through hole is arranged between two adjacent second dovetail grooves on the second panel; The first panel and the second panel are plugged in through the second dovetail tenon and the second dovetail groove, and after the plugging in, the center of the third through hole and the center of the fourth through hole are on the same straight line; A plurality of second circular holes are respectively arranged on the end surfaces of the front and rear sides of the longitudinal stiffening plate, and the second circular holes are arranged in one-to-one correspondence with the third through holes and the fourth through holes; The third through hole of the first panel and the fourth through hole of the second panel are respectively aligned with the second circular hole of the longitudinal stiffening plate and are inserted and limited by fixing pins.

[0010] The first panel and the second panel are lentil-shaped pattern plates.

[0011] The present invention also discloses a finite element-based strength verification method for a quick-disassembly vibration-damping roadbed box, which is performed according to the following steps: s1. Preliminary determination of the geometric dimensions of the roadbed box S2. Determine the type and size of vehicle load S3. Clarify the contact form between tire and roadbed box The formula for the tread area of ​​a vehicle's tire at the point where it contacts the road is: , , In the formula, —— is the ground width, ——is the tire diameter; S4. Constraints of roadbed box The Winkler model is used to establish elastic foundation beams to simulate the actual conditions of the foundation and determine the foundation coefficient, Poisson's ratio and elastic modulus of the foundation soil; The Winkler foundation model simulates the foundation as a series of independent vertical springs. When a point on the foundation surface is subjected to pressure, the foundation model will only produce local settlement at that point. The calculation formula for the spring stiffness coefficient K is: , Where: ——foundation coefficient; ——Spring spacing in Y direction; ——Spring spacing in X direction; S5. Establish a bar system finite element model In the MIDAS software, a bar system finite element model is established for preliminary analysis. According to the geometric dimensions of the roadbed box, the bar unit is used to simulate the skeleton component, and the elastic foundation beam is simulated by the elastic connection unit in MIDAS. Since the bar system unit is a two-dimensional unit, the panel, pad and rubber block are not considered in the preliminary analysis, and only the strength of the skeleton component is preliminarily calculated. If the calculation meets the strength requirements, the next step is carried out. Otherwise, return to step S1 to modify the geometric dimension design; S6. Export and numbering of grid files The skeleton bar finite element model that meets the strength requirements is meshed and imported into Midas FEA in mat format, and solid finite element units of the panel, rubber block, and pad are established in the same model; S7. Establishment of solid finite element model According to the actual construction situation, the boundary and displacement conditions of the solid finite element model are set, and the finite element calculation is performed; if the calculation result meets the strength requirement, the data is sorted out and the final structural construction of the roadbed box is determined; if not, the design process is repeated by returning to step S1; S8. Results Summary View finite element results, summarizing stress distribution and displacement contours.

[0012] Compared with the prior art, the present invention adopting the above technical solution has the following outstanding features: This verification method can effectively avoid the traditional practice of estimating the roadbed box section based on engineering experience. Under the premise of ensuring safety and reliability, this method significantly improves the strength utilization ratio of the material, thereby reducing construction costs. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] Figure 1 It is a structural schematic diagram of the present invention; Figure 2 It is a schematic diagram of the structure of the rubber block; Figure 3 It is a structural schematic diagram of the roadbed box body in the present invention; Figure 4 It is a structural diagram of the skeleton component; Figure 5 is a schematic structural diagram of the first transverse stiffening plate; Figure 6 is a schematic diagram of the structure of the second transverse stiffening plate; Figure 7 It is a structural schematic diagram of the longitudinal stiffening assembly; Figure 8 is a structural schematic diagram of a first panel; Fig. 9 is a schematic structural diagram of the second panel; Fig.10 This is a flow chart of the strength design method based on finite element of the present invention; Fig.11 It is a schematic diagram of the loading of vehicle load on the panel; Fig.12 is a grid division diagram of the first transverse stiffening plate, the second transverse stiffening plate, the first panel and the second panel, wherein Figure a is a grid division diagram of the first transverse stiffening plate and the first panel, and Figure b is a grid division diagram of the second transverse stiffening plate and the second panel; Fig.13 The stress distribution of the skeleton components of the bar element finite element model; Fig.14 The stress distribution of a quick-release vibration-damping composite roadbed box for the solid unit finite element model; Fig.15 A displacement cloud diagram of a quick-disassembly vibration-damping composite material roadbed box of the solid unit finite element model in this embodiment; Markings in the figure are: 1. first transverse stiffening plate; 101. first dovetail tenon; 102. first through hole; 2. second transverse stiffening plate; 201. first dovetail groove; 202. second through hole; 3. longitudinal stiffening plate; 301. first circular hole; 302. second circular hole; 4. fixing pin; 5. first panel; 501. second dovetail tenon; 502. third through hole; 6. second panel; 601. second dovetail groove; 602. fourth through hole; 7. rubber block; 701. limit groove. DETAILED DESCRIPTION

[0014] The present invention is further described below in conjunction with specific embodiments, the purpose of which is only to provide a better understanding of the content of the present invention. Therefore, the examples given do not limit the protection scope of the present invention.

[0015] A quick-release shock-absorbing roadbed box, such as Figure 1 , Figure 2As shown, it is composed of a shock absorbing unit, a frame assembly and a panel assembly. The shock absorbing unit in this embodiment is a rubber block. A limiting groove is provided on the upper surface of the rubber block. The roadbed box is embedded in the limiting groove. The rubber block is used to reduce the vibration of the roadbed box during use; a pad is provided at the bottom of the rubber block.

[0016] like Figure 3 , Figure 4 As shown, the skeleton assembly consists of a first transverse stiffening plate 1, a second transverse stiffening plate 2, a longitudinal stiffening plate 3 and a fixing pin 4. The first transverse stiffening plate 1 and the second transverse stiffening plate 2 are spliced ​​with transverse intervals, and the longitudinal stiffening plate 3 is used for connecting two longitudinally adjacent first transverse stiffening plates 1 or two longitudinally adjacent second transverse stiffening plates 2.

[0017] The panel assembly consists of a first panel 5 and a second panel 6, which are laterally spaced and spliced ​​to form a strip-shaped base plate, and a plurality of rows of strip-shaped base plates are longitudinally arranged on the side of the skeleton assembly; the first panel 5 and the second panel 6 are respectively connected to the longitudinal stiffening plate 3, and during normal use, the first panel 5 and the second panel 6 face upward.

[0018] like Figure 5 , Figure 6 As shown, a plurality of first dovetail tenons 101 are respectively provided on both side edges of the first transverse stiffening plate 1, and a first through hole 102 is respectively opened on each first dovetail tenon 101; first dovetail grooves 201 adapted to the first dovetail tenons 101 are respectively provided on the beam sides of the second transverse stiffening plate 2, and a second through hole 202 is opened between two adjacent first dovetail grooves 201 of the second transverse stiffening plate 2; the first transverse stiffening plate 1 and the second transverse stiffening plate 2 are plugged in through the first dovetail tenons 101 and the first dovetail grooves 201, and the center of the first through hole 102 after plugging in is in the same straight line as the center of the second through hole 202, and the first through hole 102 and the second through hole 202 are arranged at equal intervals after plugging in.

[0019] like Figure 3 and Figure 7 As shown, the end faces of the upper and lower sides of each longitudinal stiffening plate 3 are respectively provided with a plurality of first circular holes 301 adapted to the first through holes 102 and the second through holes 202 at equal intervals, and the first through holes 102 of the first transverse stiffening plate 1 and the second through holes 202 of the second transverse stiffening plate 2 are respectively engaged and limited with the first circular holes 301 of the longitudinal stiffening plate 3 by means of fixing pins 4.

[0020] like Figure 8As shown, a plurality of second dovetail tenons 501 are arranged at intervals on the two side edges of the first panel 5, and a third through hole 502 is provided on each second dovetail tenon 501; second dovetail grooves 601 adapted to the second dovetail tenons 501 on the first panel 5 are arranged on the two side edges of the second panel 6, and a fourth through hole 602 is provided between two adjacent second dovetail grooves 601 on the second panel 6.

[0021] The first panel 5 and the second panel 6 are plugged together through the second dovetail tenon 501 and the second dovetail groove 601, and after the plugging together, the circular hole of the third through hole 502 and the center of the fourth through hole 602 are on the same straight line, and the third through hole 502 and the fourth through hole 602 are arranged at equal intervals.

[0022] like Figure 3 As shown, a plurality of second circular holes 302 adapted to the third through hole 502 and the fourth through hole 602 are respectively and evenly spaced on the end faces of the front and rear sides of the longitudinal stiffening plate 3, and the third through hole 502 of the first panel 5 and the fourth through hole 602 of the second panel 6 are respectively engaged and limited with the second circular holes 302 of the longitudinal stiffening plate 3 by fixing pins 4.

[0023] In this embodiment, Figure 3 As shown, eight first transverse stiffening plates 1, four second transverse stiffening plates 2 and a plurality of longitudinal stiffening plates 3 are assembled to form a skeleton structure with a three-row, three-column and nine-grid layout, and then one side of the roadbed box is used to lay the roadbed box surface layer using six first panels 5 and three second panels 6. In addition, the laying area of ​​a single roadbed box can be expanded by increasing the number of first transverse stiffening plates 1, second transverse stiffening plates 2 and longitudinal stiffening plates 3.

[0024] In this embodiment, the first panel 5 and the second panel 6 are made of lentil-shaped patterned plates with a thickness of not less than 6 mm.

[0025] When the longitudinal stiffening plates 3 are spliced, they are fixed by the fixing pins 4. In this embodiment, the first through hole 102, the second through hole 202, the third through hole 502 and the fourth through hole 602 are circular holes, and the fixing pins 4 also adopt a cylindrical design with rounded corners at both ends.

[0026] Based on the above structure, the finite element-based strength verification method of the roadbed box in the present invention is carried out according to the following steps: s1. Preliminary determination of the geometric dimensions of the roadbed box Before the actual construction, the sizes of the first transverse stiffening plate, the second transverse stiffening plate and the longitudinal stiffening plate in the roadbed box body are preliminarily estimated according to the actual site conditions, the number and size of the first panel and the second panel are clarified, and the size of the rubber block in the shock absorbing unit is determined.

[0027] S2. Determine the type and size of vehicle load Referring to the provisions on variable loads in Section 4.3 of the General Specifications for Design of Highway Bridges and Culverts (JTGD60-2015), vehicle loads should be used for local loading of bridge structures, pressure calculations of culverts, abutments and retaining walls, while lane loads should be used for calculations of the overall bridge structure. The effects of these two loads must not be superimposed, and the structural verification of the roadbed box is closer to the situation of local loading, so vehicle loads are used for calculations.

[0028] S3. Clarify the contact form between tire and roadbed box The vehicle load is simplified as a concentrated load in the specification referred to in step S2. In fact, the contact point between the vehicle and the road surface is a tread equivalent to the size of a human palm. The tread area formula of the contact point between the vehicle tire and the road surface is: , , In the formula, —— is the ground width, ——is the tire diameter.

[0029] S4. Constraints of roadbed box Considering that the traditional full constraint and simply supported constraint methods ignore the influence of the foundation on the stress state of the roadbed box, the Winkler model is used to establish the elastic foundation beam to simulate the actual situation of the foundation in order to determine the foundation coefficient, Poisson's ratio and elastic modulus of the foundation soil.

[0030] Poisson's ratio is determined by referring to Table 1 below: Table 1 Poisson's ratio of different types of soil

[0031] The foundation coefficient is determined by referring to Table 2 below: Table 2 Commonly used values ​​of foundation coefficient k

[0032] The elastic modulus is determined by referring to Table 3 below: Table 3 Elastic modulus of common materials

[0033] The Winkler foundation model simulates the foundation as a series of independent vertical springs. When a certain point on the foundation surface is subjected to pressure, the foundation model will only produce local settlement at that point, which has nothing to do with the whole. The calculation formula of the spring stiffness coefficient K is: , Where: ——foundation coefficient; ——Spring spacing in Y direction; ——Spring spacing in X direction.

[0034] S5. Establish a bar system finite element model In the MIDAS software, a bar system finite element model is established for preliminary analysis. According to the geometric dimensions of the roadbed box, the bar unit is used to simulate the skeleton component, and the elastic foundation beam is simulated using the elastic connection unit in MIDAS. Since the bar system unit is a two-dimensional unit, the panel, rubber block, pad, etc. are not considered in the preliminary analysis. Only the strength of the skeleton component is preliminarily calculated. If the calculation meets the strength requirements, proceed to the next step. Otherwise, return to step S1 to modify the geometric dimension design.

[0035] S6. Export and numbering of grid files The skeleton bar system finite element model that meets the strength requirements is meshed and imported into Midas FEA in mat format, and solid finite element units such as panels, rubber blocks, and pads are established in the same model.

[0036] S7. Establishment of solid finite element model According to the actual construction situation, the boundary and displacement conditions of the solid finite element model are set, and the finite element calculation is performed; if the calculation result meets the strength requirements, the data is sorted out and the final structural structure of the roadbed box is determined. If not, return to step S1 to repeat the design process.

[0037] S8. Results Summary View finite element results, summarize stress distribution and displacement contours; The stress at any point in three-dimensional space has 6 components , , , , ,and In general, there are normal stress and shear stress on any cross section passing through this point, but there are also some special cross sections, on which there is only normal stress but no shear stress. The surfaces without shear stress are the principal cross sections, and the normal stress on them is the principal stress. The normal line of the principal cross section is the principal axis, and the principal cross sections are mutually orthogonal. The principal stresses are respectively , , , arranged by algebraic value (with positive and negative signs): > > , these three quantities are invariants in any coordinate system.

[0038] The maximum principal stress can be used to judge some situations: for example, if the maximum principal stress (tensile stress) is greater than the tensile strength of concrete, the concrete is considered to be cracked. At the same time, by displaying the normal direction of the maximum principal stress, the crack direction can be roughly indicated. The minimum principal stress can be used to check the size of the residual compressive stress in the entity.

[0039] However, the principal stress cannot reflect the elastic-plastic yield criterion of metal, especially for the metal component such as the steel roadbed box which is made of elastic-plastic steel. Therefore, the safety judgment of the present invention adopts the Mises yield criterion.

[0040] , In the formula, , , is the principal stress at any point.

[0041] like , it means safety, where The steel strength design values ​​in the design indicators and design parameters in Table 4.4 of the "Standard for Steel Structure Design" GB 50017-2017 are adopted. In current finite element calculation platforms such as Midas or Abaqus, it can be directly input, such as Fig.13 and Fig.14 They are Mises stress in Midas and Mises stress in Abaqus respectively.

[0042] The following is described with specific examples: S1. Preliminary calculation to determine the geometric dimensions of the roadbed box The structure of the roadbed box calculated this time is as follows: the dimensions of the roadbed box body are 6000mm long, 1200mm wide, and 126mm high, and it is made of Q235 material; the roadbed box body is composed of a frame assembly, a panel assembly and a shock-absorbing unit, the frame assembly is composed of a first transverse stiffening plate, a second transverse stiffening plate and a longitudinal stiffening plate, the panel assembly is composed of a first panel and a second panel, and the first panel and the second panel are 6mm thick lentil pattern steel plates.

[0043] The size of a single plate of the roadbed box (a single plate includes the first transverse stiffening plate, the second transverse stiffening plate, and the longitudinal stiffening plate) is 500mm×500mm and the thickness is 20mm. These plates are spliced ​​into a 3×3 lattice frame structure.

[0044] The bottom of the roadbed box skeleton assembly is also equipped with a 100mm thick rubber pad and a 50mm thick pad.

[0045] S2. Determine the type and size of vehicle load The vehicle load is determined according to the technical indicators of 4.3.1-2 of the General Specifications for Highway Bridge and Culvert Design (JTGD60-2015), considering the most unfavorable load position, that is, assuming that the two rear wheels act on the middle position of the roadbed box at the same time, and the single wheel load is 70KN. The specific situation is as follows: Fig.11 shown.

[0046] S3. Clearly define the contact area between the tire and the roadbed box like Fig.12 As shown, Figure a is a grid division diagram of the first transverse stiffening plate and the first panel, and Figure b is a grid division diagram of the second transverse stiffening plate and the second panel; In this embodiment, the tire model of the large truck is "185 / 65R14", that is, the contact width of the tire during operation is 185 mm. After subtracting 355.6 mm from the tire size, the contact area is: .

[0047] S4. Constraints of roadbed box The values ​​of foundation coefficient, Poisson's ratio and elastic modulus of foundation soil are obtained from the table as follows:

[0048]

[0049] .

[0050] Regarding the elastic foundation beam stiffness of the Winkler model, in MIDAS, the 500mm-long stiffening plate is first divided into two parts, and then Spring units are set below the division point and the connection point between the plates, that is, the spring spacing in the X and Y directions is 250mm. Based on this, the elastic foundation beam stiffness under the Winkler model can be obtained as: .

[0051] S5. Establish a bar finite element model in MIDAS According to the content of step S1, a finite element model of the skeleton component of the roadbed box body is constructed, in which all skeleton units are simulated using rod units, and the elastic foundation beam is simulated using the Spring unit unit in MIDAS. In the specific simulation, the first transverse stiffening plate, the second transverse stiffening plate, the longitudinal stiffening plate, the first panel and the second panel all use a rectangular cross-section of 500×20mm. Subsequently, the load and boundary conditions defined in step S4 are applied to perform a preliminary strength calculation of the roadbed box.

[0052] Step 6: Export and numbering of mesh files The bar finite element model of the skeleton component that meets the strength requirements is imported into Midas FEA in mat format, and the solid finite element units of the panel, rubber and pad are established in the same model. To ensure the reliability of the calculation, the vehicle load is simulated by applying pressure downward by the vehicle entity, and the contact area between the wheel and the roadbed box is set to be equal to the tire pressure load area, with a specific size of 185×124.46mm.

[0053] Step 7: Solid finite element model establishment According to the actual construction situation, the boundary and displacement conditions of the solid finite element model are set, and finite element calculations are performed.

[0054] Step 8: Result analysis and summary Two-dimensional bar model analysis, Fig.13 This is the stress distribution diagram of the skeleton component of the rod finite element of the specific implementation case 1. The maximum stress of the rod unit is 70.9798.75MPa<the design value of steel strength 215MPa.

[0055] Three-dimensional solid element analysis: Fig.14 and Fig.15 This is the stress distribution diagram of the overall model of the solid finite element roadbed box of the specific implementation case 1, where the maximum stress is 113.5MPa<steel strength design value 215MPa, and the maximum displacement is 0.305mm<250 / 400=0.625mm. The results meet the requirements of the specification.

[0056] The solution of this specific implementation case 1 meets the safety requirements.

[0057] The quick-release vibration-damping roadbed box body proposed in the present invention adopts mechanical connection, does not require welding, has a simple structure, is easy to construct, and is easy to disassemble and assemble; at the same time, the roadbed box can effectively reduce the vibration of the roadbed box during use through the shock-absorbing effect of the natural rubber block, thereby improving construction safety. In addition, the finite element-based strength verification method proposed in the present invention makes the roadbed box reusable, effectively avoiding the traditional method of estimating the cross-section of the roadbed box based on engineering experience. Under the premise of ensuring safety and reliability, this method significantly improves the strength utilization ratio of the material, thereby reducing construction costs.

[0058] The above description is only the preferred embodiment of the present invention, and does not limit the scope of rights of the present invention. All equivalent changes made by using the contents of the present invention specification and its drawings are included in the scope of rights of the present invention.

Claims

1. A quick-release shock-absorbing roadbed box, characterized in that: It comprises a roadbed box body and a shock absorbing unit. The shock absorbing unit is arranged at the bottom of the roadbed box body and is used to reduce the vibration of the roadbed box during use.

2. The quick-release shock-absorbing roadbed box according to claim 1 is characterized in that: The shock absorbing unit is a rubber block. A limiting groove is arranged on the surface of one side of the rubber block. The roadbed box is embedded in the limiting groove. A pad is arranged on the other side of the rubber block.

3. The quick-detachable shock-absorbing roadbed box according to claim 2 is characterized in that: The roadbed box body includes a frame assembly and a panel assembly, the frame assembly includes a first transverse stiffening plate, a second transverse stiffening plate, and a longitudinal stiffening plate, the first transverse stiffening plate and the second transverse stiffening plate are spliced ​​transversely at intervals; the longitudinal stiffening plate is used for splicing two longitudinally adjacent first transverse stiffening plates or second transverse stiffening plates; The panel assembly includes a first panel and a second panel, which are spliced ​​transversely and spaced apart to form a strip base plate, and a plurality of strip base plates are longitudinally arranged in rows on the side of the frame assembly; the first panel and the second panel are respectively connected to the longitudinal stiffening plate.

4. The quick-release shock-absorbing roadbed box according to claim 3 is characterized in that: A plurality of first dovetail tenons are respectively arranged on both sides of the first transverse stiffening plate, and each first dovetail tenon is respectively arranged with a first through hole; a first dovetail groove adapted to the first dovetail tenon is respectively arranged on both sides of the second transverse stiffening plate, and a second through hole is arranged between two adjacent first dovetail grooves; The end surfaces of the upper and lower sides of each longitudinal stiffening plate are respectively provided with a plurality of first circular holes that match the first through holes and the second through holes; The first transverse stiffening plate and the second transverse stiffening plate are plugged in through a first dovetail tenon and a first dovetail groove, and the center of the first through hole and the center of the second through hole are on the same straight line after the plugging; The first through hole of the first transverse stiffening plate and the second through hole of the second stiffening plate are respectively aligned with the first circular hole of the longitudinal stiffening plate and are inserted and limited by fixing pins.

5. The quick-detachable shock-absorbing roadbed box according to claim 4 is characterized in that: A plurality of second dovetail tenons are arranged at intervals on two side edges of the first panel, and each second dovetail tenon is provided with a third through hole; a second dovetail groove matching the second dovetail tenon on the first panel is arranged on two side edges of the second panel, and a fourth through hole is arranged between two adjacent second dovetail grooves on the second panel; The first panel and the second panel are plugged in through the second dovetail tenon and the second dovetail groove, and after the plugging in, the center of the third through hole and the center of the fourth through hole are on the same straight line; A plurality of second circular holes are respectively arranged on the end surfaces of the front and rear sides of the longitudinal stiffening plate, and the second circular holes are arranged in one-to-one correspondence with the third through holes and the fourth through holes; The third through hole of the first panel and the fourth through hole of the second panel are respectively aligned with the second circular hole of the longitudinal stiffening plate and are inserted and limited by fixing pins.

6. The quick-detachable steel roadbed box according to claim 5, characterized in that: The first panel and the second panel are lentil-shaped pattern plates.

7. A finite element-based strength verification method for a quick-release vibration-damping roadbed box, used for the strength verification of the quick-release vibration-damping roadbed box as claimed in any one of claims 1 to 6, characterized in that: Follow these steps: s1. Preliminary determination of the geometric dimensions of the roadbed box S2. Determine the type and size of vehicle load S3. Clarify the contact form between tire and roadbed box The formula for the tread area of ​​a vehicle's tire at the point where it contacts the road is: ， ， In the formula, —— is the ground width, ——is the tire diameter; S4. Constraints of roadbed box The Winkler model is used to establish elastic foundation beams to simulate the actual conditions of the foundation and determine the foundation coefficient, Poisson's ratio and elastic modulus of the foundation soil; The Winkler foundation model simulates the foundation as a series of independent vertical springs. When a point on the foundation surface is subjected to pressure, the foundation model will only produce local settlement at that point. The calculation formula for the spring stiffness coefficient K is: ， Where: ——foundation coefficient; ——Spring spacing in Y direction; ——Spring spacing in X direction; S5. Establish a bar system finite element model In the MIDAS software, a bar system finite element model is established for preliminary analysis. According to the geometric dimensions of the roadbed box, the bar unit is used to simulate the skeleton component, and the elastic foundation beam is simulated by the elastic connection unit in MIDAS. Since the bar system unit is a two-dimensional unit, the panel, pad and rubber block are not considered in the preliminary analysis, and only the strength of the skeleton component is preliminarily calculated. If the calculation meets the strength requirements, the next step is carried out. Otherwise, return to step S1 to modify the geometric dimension design; S6. Export and numbering of grid files The skeleton bar finite element model that meets the strength requirements is meshed and imported into Midas FEA in mat format, and solid finite element units of the panel, rubber block, and pad are established in the same model; S7. Establishment of solid finite element model According to the actual construction situation, the boundary and displacement conditions of the solid finite element model are set, and the finite element calculation is performed; if the calculation result meets the strength requirement, the data is sorted out and the final structural construction of the roadbed box is determined; if not, the design process is repeated by returning to step S1; S8. Results Summary View finite element results, summarizing stress distribution and displacement contours.

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