Floating trestle water elasticity response analysis method considering multi-load combined action

Abstract

The invention discloses a floating trestle water elastic response analysis method considering the multi-load combined effect, and relates to the field of floating trestles, the method comprises the following steps: firstly, determining elastic modal information of a floating trestle through modal analysis, then determining the axle load of each wheel axle of a through-load vehicle according to the vehicle type of the through-load vehicle on the floating trestle, and finally determining the elastic modal information of the floating trestle according to the axle load of each wheel axle of the through-load vehicle. The total vehicle load of all the through-load vehicles borne by the floating trestle in the elastic mode is calculated in combination with the real-time gravity center positions of the through-load vehicles and the elastic mode information of the floating trestle; the total wave load borne by the floating trestle is combined, and the three-dimensional time-domain hydroelastic motion equation of the floating trestle is used for solving to obtain a hydroelastic response analysis result of the floating trestle. According to the method, the combined effect of the vehicle load and the wave load can be considered, the hydroelastic response analysis result including the motion response, the profile load and the connector load in the operation period of the floating trestle can be predicted more accurately, and the accuracy and precision of response analysis are both high.

Description

Technical Field

[0001] The present application relates to the field of floating piers, and in particular to a method for analyzing the hydroelastic response of floating piers taking into account the combined effects of multiple loads. Background Art

[0002] Floating piers play an important role in coastal tidal flat development, offshore island and reef construction, and emergency rescue, providing a fast and efficient transportation channel for large machinery transportation, material supply, and personnel passage. Floating piers are usually connected by multiple bridge sections, and floating piers of different lengths can be built according to actual usage requirements.

[0003] In the design and application process of floating piers, it is necessary to calculate the hydroelastic response of floating piers under load, so as to evaluate the inter-bridge connection system and local strength of bridge sections. At present, the hydroelastic mechanical analysis of floating piers under wave action is mainly carried out to obtain their hydroelastic response, which is a relatively mature technology. However, in fact, floating piers not only have to bear wave loads during operation, but also have to bear the impact of vehicles passing on the floating pier. Therefore, the existing analysis method that only considers wave loads leads to low accuracy and precision in the analysis of hydroelastic response of floating piers. Summary of the invention

[0004] In view of the above problems and technical requirements, this application proposes a method for analyzing the hydroelastic response of a floating pier taking into account the combined action of multiple loads. The technical solution of this application is as follows:

[0005] A method for analyzing the hydroelastic response of a floating pier taking into account the combined action of multiple loads, the method comprising:

[0006] A finite element model of the floating pier is constructed according to the structural parameters of the floating pier to perform modal analysis and determine the elastic modal information of the floating pier;

[0007] For each vehicle on the floating trestle, the axle load of each wheel axle of the vehicle is determined according to the vehicle type. Combined with the center of gravity position of the vehicle at any time t and the elastic modal information of the floating trestle, the vehicle load of the vehicle on the bridge section at the time t in the elastic mode is calculated; the total vehicle load F of all vehicles on the floating trestle at the time t in the elastic mode is obtained. Ve (t);

[0008] The total wave load F(t) on the floating pier at time t is calculated based on the elastic modal information of the floating pier;

[0009] The total wave load F(t) and the total vehicle load F Ve(t) Substitute into the three-dimensional time-domain hydroelastic motion equation of the floating pier considering the combined action of moving load and wave load The hydroelastic response analysis results of the floating pier at time t are obtained;

[0010] Among them, the generalized structural mass matrix [A] is the sum of the structural mass matrix of the floating pier and the mass of all vehicles passing on the floating pier at time t; [Α ∞ ] is the generalized added mass matrix at infinite frequency, [b] is the generalized structural damping matrix, K(t-τ) is the delay function, and q(t) is the principal coordinate response of the floating pier at time t.

[0011] A further technical solution is to calculate the vehicle load of each through-car vehicle on the bridge section at time t in the elastic mode, including:

[0012] Determine the axle distribution structure of the vehicle according to the vehicle type of the vehicle, and determine the real-time position of each axle of the vehicle at time t according to the center of gravity position of the vehicle at any time t combined with the axle distribution structure of the vehicle;

[0013] According to the real-time position of each axle of the vehicle at time t, the position of the wheels connected at both ends of the axle is determined as the contact position of the vehicle with the floating pier at time t;

[0014] According to the axle load of each axle of the through-car vehicle and the real-time position of each axle at time t, the vehicle load of the through-car vehicle on the bridge section at time t in the rigid body degree of freedom;

[0015] According to the vehicle load of the through-car vehicle on the bridge section in the rigid body degree of freedom at time t and the elastic modal information of the contact position between the floating trestle and the through-car vehicle at time t, the vehicle load of the through-car vehicle on the bridge section of the floating trestle in the elastic mode at time t is obtained.

[0016] A further technical solution is to calculate the vehicle load of the through-car vehicle on the bridge section at time t under the rigid body freedom, including:

[0017] According to the real-time position of each wheel axle of the through-car vehicle at time t, the longitudinal distance between the wheel axle center position and the center of gravity of the bridge section along the length direction of the bridge section and the transverse distance between the wheel axle center position and the center longitudinal line of the bridge section along the width direction of the bridge section are determined;

[0018] According to the axle load of each wheel axle of the through-carrying vehicle, and the longitudinal and lateral distances between each wheel axle and the center of gravity of the bridge section at time t, the vehicle load of the through-carrying vehicle on the bridge section at time t in the rigid body degree of freedom is calculated, including the vertical load along the vertical direction, the longitudinal moment along the length direction of the bridge section, and the lateral moment along the width direction of the bridge section.

[0019] A further technical solution is that the vertical load of the vehicle on the bridge section in the rigid body degree of freedom at time t is

[0020] The longitudinal moment of the vehicle on the bridge section along the length direction of the bridge section under the rigid body freedom at time t is:

[0021] The lateral moment of the vehicle on the bridge section along the width direction of the bridge section in the rigid body degree of freedom at time t is:

[0022] Among them, m i is the axle load of any i-th axle of the vehicle, g is the acceleration of gravity, N is the total number of axles of the vehicle on the bridge section, l i (t) is the longitudinal distance between the i-th wheel axle and the center of gravity of the bridge section at time t, d Vi (t) is the lateral distance between the i-th wheel axle and the center of gravity of the bridge section at time t.

[0023] A further technical solution is to calculate the total wave load F(t) received by the floating pier at time t according to the elastic modal information of the floating pier, including:

[0024] According to the wave parameters of the sea area where the floating pier is located at time t and the structural parameters of the floating pier, the instantaneous wet surface S of the floating pier at time t is determined. b (t);

[0025] According to the instantaneous wet surface S of the floating pier at time t b (t) Calculate the nonlinear generalized incident wave force F on the floating pier at time t I (t) and the nonlinear generalized hydrostatic restoring force F R (t);

[0026] The total wave load on the floating pier at time t is calculated as {F(t)} = {F I (t)}+{F D (t)}+{F R (t)}+{G(t)}; where F D (t) is the generalized diffraction wave force on the floating pier at time t, and G(t) is the generalized gravity on the floating pier at time t.

[0027] A further technical solution is that the nonlinear generalized incident wave force of the floating pier at the rth order mode of the floating pier at time t is Where ρ is the fluid density in the sea area where the floating pier is located, n is the instantaneous wet surface S of the floating pier at time t b(t), φ0 is the incident wave velocity potential, u r It is the vibration shape of the rth mode of the floating pier.

[0028] A further technical solution is that the nonlinear generalized hydrostatic restoring force of the floating pier at the rth order mode of the floating pier at time t is Where ρ is the fluid density in the sea area where the floating pier is located, g is the acceleration of gravity, and n is the instantaneous wet surface S of the floating pier at time t. b (t) direction vector, u r is the vibration shape of the rth mode of the floating pier, w k is the vertical displacement component of the floating pier in the kth mode, and m is the total number of elastic modes of the floating pier.

[0029] A further technical solution is that, when establishing a finite element model of a floating pier, the connectors between the bridge sections of the floating pier are established using equivalent beam-spring units, and the elastic modal information of the floating pier obtained by modal analysis includes node displacements, node stresses, key section loads and connector loads under each elastic mode.

[0030] A further technical solution is to obtain the hydroelastic response analysis results of the floating pier at time t, including:

[0031] The three-dimensional time-domain hydroelastic motion equation of the floating pier is solved to obtain the principal coordinate response q(t) of each mode of the floating pier. The hydroelastic response analysis results of the floating pier at time t are calculated through the principal coordinate response q(t) of each mode and the elastic modal information of the floating pier, including the motion response of the floating pier, key section loads and connector loads.

[0032] The beneficial technical effects of this application are:

[0033] The present application discloses a method for analyzing the hydroelastic response of a floating pier taking into account the combined effects of multiple loads. The method calculates the vehicle loads received by the floating pier at different times according to the axle loads and real-time positions of the vehicles carried on the floating pier, and uses a three-dimensional time-domain hydroelastic motion equation to perform response analysis in combination with the wave loads received by the floating pier. The method can take into account the combined effects of vehicle loads and wave loads, and can more accurately predict the hydroelastic response analysis results of the floating pier during operation, including motion response, profile load and connector load, and the accuracy and precision of the response analysis are both high.

[0034] This method can more accurately characterize the wave load on the floating pier by considering the instantaneous wet surface changes. It also improves the calculation accuracy of the hydroelastic response of the floating pier by considering the combined effects of wave load, vehicle load, gravity and elastic deformation of the floating pier on the hydroelastic response of the floating pier. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] Figure 1 It is a method flow chart of a method for analyzing hydroelastic response of a floating pier according to an embodiment of the present application.

[0036] Figure 2 It is a structural diagram of a floating pier.

[0037] Figure 3 It is a side view schematic diagram of a vehicle being carried on a bridge section of a floating trestle.

[0038] Figure 4 It is a side view schematic diagram of a vehicle being carried on a bridge section of a floating trestle.

[0039] Figure 5 The figure is a result diagram of the vertical displacement of a floating pier obtained by using the floating pier hydroelastic response analysis method of the present application when a vehicle carrying a vehicle travels on the floating pier at different travel speeds in an example. DETAILED DESCRIPTION

[0040] The specific implementation of the present application is further described below in conjunction with the accompanying drawings.

[0041] This application discloses a method for analyzing the hydroelastic response of a floating pier taking into account the combined effects of multiple loads. Figure 1 The process diagram shown in FIG. 1 comprises the following steps:

[0042] Step 1: construct a finite element model of the floating pier according to the structural parameters of the floating pier to perform modal analysis and determine the elastic modal information of the floating pier.

[0043] The structural parameters of the floating pier include: the number of bridge sections, the specifications of each bridge section and the mooring system. Figure 2 As shown in the structural diagram, the floating pier includes a plurality of bridge sections 1, each of which is connected in sequence along the length direction to form a shore-connected channel as the main structure of the floating pier. The bridge section at the end point of one side of the floating pier is arranged on the shore side, and the bridge section at the end point of the other side is located in the sea area. The specifications of each bridge section include the length and width of the bridge section. Each bridge section is connected by a connector 2. The mooring system of the floating pier mainly includes an anchor 3 for positioning and a cable 4 for connecting the bridge section to the anchor 3.

[0044] When establishing the finite element model of the floating pier, the connector 2 between the bridge sections of the floating pier is established with an equivalent beam-spring unit, and then the finite element model is subjected to modal analysis to obtain the elastic modal information of the floating pier, including the node displacement, node stress, key section load and connector load under each elastic mode. The influence of the stiffness of the connector between the bridge sections is considered during the modal analysis.

[0045] Step 2: For each vehicle on the floating trestle, determine the axle load of each wheel axle of the vehicle according to the vehicle type, and calculate the vehicle load of the vehicle on the bridge section in the elastic mode at time t in combination with the center of gravity position of the vehicle at any time t and the elastic mode information of the floating trestle. The total vehicle load F of all vehicles on the floating trestle at time t in the elastic mode is obtained. Ve (t).

[0046] There are also several vehicles 5 on the floating pier, and the vehicles 5 travel on the shore-connecting channel formed by connecting the bridge sections. Each vehicle 5 includes several axles 51, and each axle 51 is connected to wheels 52 on both sides. At any time, the wheels connected to all the axles of the vehicle 5 are on the same bridge section 1, that is, the vehicle 5 is completely located on one bridge section 1. Alternatively, the wheels connected to all the axles of the vehicle 5 are respectively located on two adjacent bridge sections 1, that is, the vehicle 5 is located at the connection position of two bridges. Figure 2 Take the example of a floating trestle with a vehicle 5 completely located on a bridge section 1 as an example. The side view of the vehicle 5 on the bridge section is as follows: Figure 3 As shown, the top view diagram is as Figure 4 As shown, it should be noted that Figure 2-Figure 4 It is for illustration only and does not represent the actual ratio of vehicles to bridge sections.

[0047] According to the vehicle type of the general-purpose vehicle, the number of axles and the axle distribution structure of the general-purpose vehicle can be determined, and a dynamic calculation model of the general-purpose vehicle can be established. Based on the dynamic calculation model, the axle load of each axle, that is, the vehicle weight shared by the axle, can be determined. The axle distribution structure and dynamic calculation model of the same type of vehicle are similar and can be configured in advance. For example, common vehicle types include cars, buses, trucks and trailers. Cars, buses and trucks generally have two front and rear axles, but the distance between the two axles of different vehicle types is different. Trailers usually include 5 axles from front to back, such as Figure 2-Figure 4 Take the vehicle type of the through-car 5 as a trailer as an example. The wheel axle distribution structure and dynamic calculation model of different vehicle types of through-car can refer to the existing related models, and the axle load of each wheel axle calculated further can refer to the existing axle load calculation method, which will not be repeated in this application.

[0048] The axle distribution structure of the general-purpose vehicle indicates the relationship between each axle of the general-purpose vehicle and the center of gravity of the general-purpose vehicle. Therefore, after determining the center of gravity position of the general-purpose vehicle and its axle distribution structure at any time t, the real-time position of each axle of the general-purpose vehicle at time t can be determined. Since the length of each axle is fixed and known, the real-time position of each axle at time t includes the center position of the axle and the positions of the wheels connected at both ends of the axle. The position of the wheel is the contact position of the general-purpose vehicle with the floating pier at time t. Therefore, the contact position of the general-purpose vehicle with the floating pier at time t can be determined.

[0049] On the other hand, according to the axle load of each axle of the through-car vehicle and the real-time position of each axle at time t, the vehicle load of the through-car vehicle on the bridge section at time t in the rigid body degree of freedom is calculated, including:

[0050] First, the longitudinal and lateral distances between the axle center position of the axle and the center of gravity of the bridge section are determined according to the real-time position of each axle of the vehicle at time t, including determining the longitudinal distance l between the axle center position of any i-th axle and the center of gravity of the bridge section along the length direction of the bridge section. i (t), please refer to Figure 3 And determine the transverse distance d between the center position of any i-th wheel axle and the middle longitudinal line of the bridge section along the width direction of the bridge section Vi (t), please refer to Figure 4 .

[0051] Then, according to the axle load of each wheel axle of the through-carrying vehicle, and the longitudinal distance and lateral distance between each wheel axle and the center of gravity of the bridge section at time t, the vehicle load of the through-carrying vehicle on the bridge section at time t in the rigid body degree of freedom is calculated. The vehicle load includes the vertical load of the through-carrying vehicle on the bridge section along the vertical direction, the longitudinal moment along the length direction of the bridge section, and the lateral moment along the width direction of the bridge section, including:

[0052] Determine the vertical load of the vehicle on the bridge section in the rigid body degree of freedom at time t:

[0053] Determine the longitudinal moment of the vehicle on the bridge section along the length direction of the bridge section under the rigid body freedom at time t:

[0054] Determine the lateral moment of the vehicle on the bridge section along the width direction of the bridge section under the rigid body freedom at time t:

[0055] Among them, m i is the axle load of any i-th axle of the vehicle, g is the acceleration due to gravity, l i(t) is the longitudinal distance between the i-th wheel axle and the center of gravity of the bridge section at time t, d Vi (t) is the lateral distance between the i-th axle and the center of gravity of the bridge section at time t. N is the total number of axles of vehicles on the bridge section.

[0056] In one case, all axles of the through-carrying vehicle are located on the same bridge section. Then the total number N of axles of the through-carrying vehicle located on the bridge section is the total number of axles included in the through-carrying vehicle. The vehicle load of the through-carrying vehicle on one bridge section is calculated accordingly.

[0057] In another case, when the through-carriage vehicle reaches the connection of two bridge sections, all the axles of the through-carriage vehicle are located on two adjacent bridge sections respectively. Then the through-carriage vehicle is located on two bridge sections respectively, and the total number N of the axles of the through-carriage vehicle located on each bridge section is the partial axles included in the through-carriage vehicle. For example, in 3 and Figure 4 In the example, the three wheel axles at the front of the through-car 5 are located on one bridge section, and the two wheel axles at the rear are located on another bridge section. In this case, the vehicle loads of the through-car 5 on the two bridge sections are calculated accordingly.

[0058] Regardless of the situation, after calculating the vehicle load of the through-car vehicle on the bridge section at time t under the rigid body freedom, and determining the contact position of the through-car vehicle with the floating trestle at time t, the vehicle load of the through-car vehicle on the bridge section of the floating trestle at time t under the elastic mode can be calculated based on the elastic modal information at the contact position between the floating trestle and the through-car vehicle combined with the vehicle load under the rigid body freedom.

[0059] The vehicle load of each passing vehicle on the bridge section of the floating trestle in the elastic mode at time t can be calculated separately according to the above method, and then the vehicle loads of all passing vehicles can be combined to obtain the total vehicle load F of all passing vehicles on the floating trestle in the elastic mode at time t. Ve (t).

[0060] Step 3, calculating the total wave load F(t) received by the floating pier at time t based on the elastic modal information of the floating pier.

[0061] In one embodiment, the total wave load F(t) received by the floating pier is different from the method of calculating the wave load received by the floating pier in the traditional response analysis method. This embodiment also takes into account the change of the instantaneous wet surface of the floating pier to improve the accuracy of the total wave load, thereby improving the accuracy of the subsequent response analysis. In this embodiment, the total wave load F(t) received by the floating pier includes four categories, namely: the generalized diffraction wave force F received by the floating pier at time t D(t), the generalized gravity G(t) of the floating pier at time t, and the nonlinear generalized incident wave force F of the floating pier at time t I (t), the nonlinear generalized hydrostatic restoring force F of the floating pier at time t R (t). That is, the total wave load on the floating pier at time t can be expressed as {F(t)} = {F I (t)}+{F D (t)}+{F R (t)}+{G(t)}. Among them, the generalized diffraction wave force F on the floating pier at time t is D (t) is obtained by superposition of the frequency domain results of the generalized diffraction wave force. The generalized gravity G(t) of the floating pier at time t is obtained by the generalized mass and gravity acceleration of the floating pier. The generalized mass of the floating pier can be obtained when performing modal analysis of the floating structure.

[0062] The generalized incident wave force and generalized hydrostatic restoring force on the floating pier are no longer calculated using the average wet surface of the floating pier as in the traditional method, but are calculated based on the instantaneous wet surface S of the floating pier at time t. b (t) is used to calculate, so that the nonlinear forces can be calculated, including:

[0063] According to the wave parameters of the sea area where the floating pier is located at time t and the structural parameters of the floating pier, the instantaneous wet surface S of the floating pier at time t is determined. b (t), instantaneous wet surface S b The specific calculation method of (t) can refer to the existing method, which will not be described in detail in this application. b (t), according to the instantaneous wet surface S of the floating pier at time t b (t) Calculate the nonlinear generalized incident wave force F on the floating pier at time t I (t) and the nonlinear generalized hydrostatic restoring force F R (t):

[0064] Nonlinear generalized incident wave force on a floating pier at time t in the rth order mode of the floating pier Nonlinear generalized hydrostatic restoring force of a floating pier at time t in the rth order mode of the floating pier

[0065] Where ρ is the fluid density in the sea area where the floating pier is located, g is the acceleration of gravity, and n is the instantaneous wet surface S of the floating pier at time t. b (t), φ0 is the incident wave velocity potential, u r is the vibration shape of the rth mode of the floating pier. φ0 is the incident wave velocity potential, w kis the vertical displacement component of the floating pier in the kth mode, and m is the total number of elastic modes of the floating pier.

[0066] Step 4: calculate the total wave load F(t) and the total vehicle load F Ve (t) Substitute into the three-dimensional time-domain hydroelastic motion equation of the floating pier considering the combined action of moving load and wave load:

[0067]

[0068] Among them, the generalized structural mass matrix [a] is the sum of the structural mass matrix of the floating pier and the mass of all vehicles passing on the floating pier at time t. The structural mass matrix of the floating pier can be calculated using the finite element method.

[0069] [Α ∞ ] is the generalized added mass matrix at infinite frequency, [b] is the generalized structural damping matrix, K(t-τ) is the delay function. q(t) is the principal coordinate response of the floating pier at time t, is the first derivative of q(t), is the second derivative of q(t).

[0070] By solving the above three-dimensional time-domain hydroelastic motion equation of the floating pier, the hydroelastic response analysis results of the floating pier under the combined action of moving load and wave load at time t can be obtained. This includes first obtaining the principal coordinate response q(t) of each mode of the floating pier, and then calculating the hydroelastic response analysis results of the floating pier at time t through the principal coordinate response q(t) of each mode and the elastic modal information of the floating pier, including the motion response of the floating pier, key section loads and connector loads.

[0071] The hydroelastic response analysis method of the present application can simultaneously consider the combined effects of wave load and the moving load of the vehicles on the floating pier on the hydroelastic response of the floating pier, and improve the accuracy of the wave load by considering the instantaneous wet surface change. In an example, when the vehicles move on the floating pier at three different driving speeds V, the results of the vertical displacement in the motion response of the floating pier are as follows: Figure 5 shown.

[0072] The above is only a preferred embodiment of the present application, and the present application is not limited to the above embodiments. It is understood that other improvements and changes directly derived or associated by those skilled in the art without departing from the spirit and concept of the present application should be considered to be included in the protection scope of the present application.

Claims

1. A method for analyzing the hydroelastic response of a floating pier taking into account the combined action of multiple loads, characterized in that: The floating pier hydroelastic response analysis method comprises: Constructing a finite element model of the floating pier according to the structural parameters of the floating pier to perform modal analysis and determine elastic modal information of the floating pier; For each vehicle on the floating trestle, the axle load of each wheel axle of the vehicle is determined according to the vehicle type of the vehicle, and the vehicle load of the vehicle on the bridge section at the time t in the elastic mode is calculated in combination with the center of gravity position of the vehicle at any time t and the elastic modal information of the floating trestle; the total vehicle load F of all vehicles on the floating trestle at the time t in the elastic mode is obtained comprehensively. Ve (t); Calculating the total wave load F(t) received by the floating pier at time t according to the elastic modal information of the floating pier; The total wave load F(t) and the total vehicle load F Ve (t) Substitute into the three-dimensional time-domain hydroelastic motion equation of the floating pier considering the combined action of moving load and wave load Obtaining a hydroelastic response analysis result of the floating pier at time t; Wherein, the generalized structural mass matrix [A] is the sum of the structural mass matrix of the floating pier and the mass of all vehicles passing on the floating pier at time t; [Α ∞ ] is the generalized added mass matrix at infinite frequency, [b] is the generalized structural damping matrix, K(t-τ) is the delay function, and q(t) is the principal coordinate response of the floating pier at time t.

2. The method for analyzing the hydroelastic response of a floating pier according to claim 1, characterized in that: The calculated vehicle load of each passing vehicle on the bridge section at time t in the elastic mode includes: Determine the axle distribution structure of the vehicle according to the vehicle type of the vehicle, and determine the real-time position of each axle of the vehicle at time t according to the center of gravity position of the vehicle at any time t in combination with the axle distribution structure of the vehicle; Determine the position of the wheels connected at both ends of the axle according to the real-time position of each axle of the vehicle at time t as the contact position of the vehicle with the floating pier at time t; According to the axle load of each axle of the through-carrying vehicle and the real-time position of each axle at time t, the vehicle load of the through-carrying vehicle on the bridge section in which the through-carrying vehicle is located at time t in the rigid body degree of freedom; According to the vehicle load of the through-car vehicle on the bridge section in the rigid body degree of freedom at time t and the elastic modal information of the contact position between the floating trestle and the through-car vehicle at time t, the vehicle load of the through-car vehicle on the bridge section of the floating trestle in the elastic mode at time t is obtained.

3. The method for analyzing the hydroelastic response of a floating pier according to claim 2, characterized in that: The calculation of the vehicle load of the through-car vehicle on the bridge section at time t under the rigid body freedom comprises: According to the real-time position of each wheel axle of the vehicle at time t, the longitudinal distance between the wheel axle center position of the wheel axle and the center of gravity of the bridge section along the length direction of the bridge section and the transverse distance between the wheel axle center position and the center longitudinal line of the bridge section along the width direction of the bridge section are determined; According to the axle load of each wheel axle of the through-carrying vehicle, and the longitudinal distance and lateral distance between each wheel axle and the center of gravity of the bridge section at time t, the vehicle load of the through-carrying vehicle on the bridge section at time t in the rigid body degree of freedom is calculated, including the vertical load along the vertical direction, the longitudinal moment along the length direction of the bridge section and the lateral moment along the width direction of the bridge section.

4. The method for analyzing the hydroelastic response of a floating pier according to claim 3, characterized in that: The vertical load of the vehicle on the bridge section in the rigid body degree of freedom at time t is: The longitudinal moment of the vehicle on the bridge section along the length direction of the bridge section under the rigid body freedom at time t is The lateral moment of the through-car vehicle on the bridge section along the width direction of the bridge section under the rigid body freedom at time t is Among them, m i is the axle load of any i-th axle of the vehicle, g is the acceleration of gravity, N is the total number of axles of the vehicle located on the bridge section, l i (t) is the longitudinal distance between the i-th wheel axle and the center of gravity of the bridge section at time t, d Vi (t) is the lateral distance between the i-th wheel axle and the center of gravity of the bridge section at time t.

5. The method for analyzing the hydroelastic response of a floating pier according to claim 1, characterized in that: Calculating the total wave load F(t) received by the floating pier at time t according to the elastic modal information of the floating pier includes: The instantaneous wet surface S of the floating pier at time t is determined according to the wave parameters of the sea area where the floating pier is located at time t and the structural parameters of the floating pier. b (t); According to the instantaneous wet surface S of the floating pier at time t b (t) Calculate the nonlinear generalized incident wave force F of the floating pier at time t I (t) and the nonlinear generalized hydrostatic restoring force F R (t); The total wave load {F(t)} received by the floating pier at time t is calculated to be {F I (t)}+{F D (t)}+{F R (t)}+{G(t)}; where F D (t) is the generalized diffraction wave force on the floating pier at time t, and G(t) is the generalized gravity on the floating pier at time t.

6. The method for analyzing the hydroelastic response of a floating pier according to claim 5, characterized in that: The nonlinear generalized incident wave force of the floating pier in the r-th order mode of the floating pier at time t Wherein, ρ is the fluid density in the sea area where the floating pier is located, n is the instantaneous wet surface S of the floating pier at time t b (t), φ0 is the incident wave velocity potential, u r is the vibration shape of the rth mode of the floating pier.

7. The method for analyzing the hydroelastic response of a floating pier according to claim 5, characterized in that: The nonlinear generalized hydrostatic restoring force of the floating pier in the rth order mode of the floating pier at time t is Wherein, ρ is the fluid density in the sea area where the floating pier is located, g is the acceleration of gravity, and n is the instantaneous wet surface S of the floating pier at time t. b (t) direction vector, u r is the vibration shape of the rth order mode of the floating pier, w k is the vertical displacement component of the floating pier in the kth mode, and m is the total number of elastic modes of the floating pier.

8. The method for analyzing the hydroelastic response of a floating pier according to claim 1, characterized in that: When establishing a finite element model of a floating pier, the connectors between the bridge sections of the floating pier are established using equivalent beam-spring units, and the elastic modal information of the floating pier obtained by modal analysis includes node displacements, node stresses, key section loads, and connector loads under each elastic mode.

9. The method for analyzing the hydroelastic response of a floating pier according to claim 8, characterized in that: The hydroelastic response analysis results of the floating pier at time t include: The three-dimensional time-domain hydroelastic motion equation of the floating pier is solved to obtain the principal coordinate response q(t) of each mode of the floating pier, and the hydroelastic response analysis result of the floating pier at time t is calculated by the principal coordinate response q(t) of each mode and the elastic modal information of the floating pier, including the motion response, key section load and connector load of the floating pier.

Images