Design method and device for longitudinal support of suspension bridge, electronic equipment and storage medium

Abstract

The invention provides a design method and device for a longitudinal support of a suspension bridge, electronic equipment and a storage medium, and the method comprises the steps: loading a first damper parameter into an initial finite element model of the suspension bridge, and obtaining a target finite element model; performing nonlinear dynamic time-history analysis on the target finite element model to obtain a first longitudinal displacement result of the suspension bridge end; if the first longitudinal displacement result does not meet the preset control requirement, the second damper parameter serves as a new first damper parameter, and the step of loading the first damper parameter is executed again till the requirement is met; and determining the target finite element model when the displacement result meets the requirement as a simulation result of the longitudinal support of the suspension bridge. According to the method, the appropriate damper and parameters thereof are determined to complete the design of the longitudinal support of the suspension bridge, reference is provided for reasonable model selection of the expansion joint, and the situation that the beam end displacement result obtained through static calculation is larger than the longitudinal response of an actual bridge due to the fact that the control effect of the damper cannot be considered is avoided.

Description

Technical Field

[0001] The invention relates to the technical field of suspension bridge design, and in particular to a design method, device, electronic equipment and storage medium for longitudinal support of a suspension bridge. Background Art

[0002] With the continuous expansion of the scale of high-speed railways in my country, some large-span railway-specific suspension bridges (referred to as suspension bridges in this application) have gradually emerged in recent years. When the suspension bridge is in operation, it is mostly used for one-way passage of a single train. Due to the large train load, long loading interval and high speed, the suspension bridge has longitudinal displacement due to the moving live load. The safety problems of the suspension bridge caused by longitudinal displacement include the damage of the bridge expansion joints at the beam ends, fatigue of the short hangers and oil leakage of the bridge dampers. The use of a suitable longitudinal support system for the suspension bridge can alleviate or solve such problems.

[0003] At present, the design of the longitudinal support of the suspension bridge is completed by adopting the static method, that is, the bridge is statically loaded according to the most unfavorable load position, so as to solve the safety problem of the suspension bridge caused by the longitudinal displacement by considering the effect of the bearing friction.

[0004] However, when the static method is used to design the longitudinal support of a suspension bridge, the control effect of the damper cannot be taken into account, which makes the static calculation results larger than the longitudinal response of the actual bridge under the combined influence of various nonlinear resistances, which in turn leads to the selection of too large expansion joints of the bridge, resulting in many problems such as increased technical difficulty, rising costs and difficulties in subsequent operation and maintenance. Summary of the invention

[0005] The technical problem to be solved by the present invention is to overcome the shortcomings of the prior art and provide a design method, device, electronic device and storage medium for the longitudinal support of a suspension bridge to solve the problem that when the static method is used in the prior art to design the longitudinal support of a suspension bridge, the control effect of the damper cannot be taken into account, so that the static calculation result is larger than the longitudinal response of the actual bridge under the combined influence of various nonlinear resistances, which in turn leads to the selection of too large expansion joints of the bridge, resulting in increased technical difficulty, rising costs and difficulties in subsequent operation and maintenance.

[0006] In order to solve the above technical problems, the technical solution proposed by the present invention is:

[0007] In a first aspect, the present application provides a method for designing a longitudinal support of a suspension bridge, the method comprising:

[0008] Loading a first damper parameter into an initial finite element model of a suspension bridge to obtain a target finite element model; wherein the first damper parameter is a first group of damper parameters in a damper parameter group, the damper parameter group includes a plurality of groups of damper parameters, each group of damper parameters is a parameter of a damper, and the initial finite element model is a finite element model capable of characterizing the bearing friction of the suspension bridge and train characteristics of a train traveling on the suspension bridge;

[0009] Performing nonlinear dynamic time history analysis on the target finite element model to obtain a first longitudinal displacement result of the suspension bridge end;

[0010] If the first longitudinal displacement result does not meet the preset control requirement, the second damper parameter is used as a new first damper parameter, and the step of "loading the first damper parameter into the initial finite element model to obtain the target finite element model" is returned to be executed until the first longitudinal displacement result meets the preset control requirement; wherein the second damper parameter is a damper parameter in the damper parameter group that is after the first damper parameter and adjacent to the first damper parameter, and the preset control requirement is used to characterize that the damping rate of the longitudinal support is greater than or equal to the preset damping rate;

[0011] If the first longitudinal displacement result meets the preset control requirement, the target finite element model is determined as a simulation result of the longitudinal support of the suspension bridge.

[0012] In a second aspect, the present application provides a design device for a longitudinal support of a suspension bridge, the device comprising:

[0013] A loading module, used for loading a first damper parameter into an initial finite element model of a suspension bridge to obtain a target finite element model; wherein the first damper parameter is a first group of damper parameters in a damper parameter group, the damper parameter group includes a plurality of groups of damper parameters, each group of damper parameters is a parameter of a damper, and the initial finite element model is a finite element model capable of characterizing the bearing friction of the suspension bridge and the train characteristics of a train running on the suspension bridge;

[0014] An analysis module, used for performing nonlinear dynamic time-history analysis on the target finite element model to obtain a first longitudinal displacement result of the suspension bridge end;

[0015] A return module, used for, if the first longitudinal displacement result does not meet the preset control requirement, using the second damper parameter as a new first damper parameter, and returning to execute the step of "loading the first damper parameter into the initial finite element model to obtain a target finite element model", until the first longitudinal displacement result meets the preset control requirement; wherein the second damper parameter is a damper parameter in the damper parameter group that is after the first damper parameter and adjacent to the first damper parameter, and the preset control requirement is used to characterize that the damping rate of the longitudinal support is greater than or equal to the preset damping rate;

[0016] A determination module is used to determine the target finite element model as a simulation result of the longitudinal support of the suspension bridge if the first longitudinal displacement result meets the preset control requirement.

[0017] In a third aspect, the present application provides an electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the program, the method for designing the longitudinal support of a suspension bridge as described in any embodiment of the present application is implemented.

[0018] In a fourth aspect, the present application provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the method for designing the longitudinal support of a suspension bridge as described in any embodiment of the present application.

[0019] In a fifth aspect, the present application provides a computer program product, including a computer program, which, when executed by a processor, implements the design method of the longitudinal support of a suspension bridge as described in any embodiment of the present application.

[0020] Compared with the prior art, the advantages of the present invention are: loading the first damper parameter into the initial finite element model of the suspension bridge to obtain a target finite element model; wherein the first damper parameter is the first group of damper parameters in the damper parameter group, the damper parameter group includes multiple groups of damper parameters, each group of damper parameters is a parameter of the damper, and the initial finite element model is a finite element model that can characterize the bearing friction of the suspension bridge and the train characteristics of the train running on the suspension bridge; performing nonlinear dynamic time-history analysis on the target finite element model to obtain the first longitudinal displacement result of the suspension bridge end; if the first longitudinal displacement result does not meet the expected If a control requirement is set, the second damper parameter is used as the new first damper parameter, and the step of "loading the first damper parameter into the initial finite element model to obtain the target finite element model" is returned to execute until the first longitudinal displacement result meets the preset control requirement; wherein, the second damper parameter is a damper parameter in the damper parameter group, which is after the first damper parameter and adjacent to the first damper parameter, and the preset control requirement is used to characterize that the damping rate of the longitudinal support is greater than or equal to the preset damping rate; if the first longitudinal displacement result meets the preset control requirement, the target finite element model is determined as the simulation result of the longitudinal support of the suspension bridge. That is, the solution of the present application loads the parameters of the damper into the finite element model, and determines the appropriate damper parameters based on the longitudinal displacement results, thereby determining the appropriate damper to complete the design of the longitudinal support of the suspension bridge, providing a reference for the reasonable selection of expansion joints, and avoiding the situation in which the control effect of the damper cannot be taken into account when designing the longitudinal support of the suspension bridge using the static method, resulting in the beam end displacement result obtained by static calculation being larger than the actual longitudinal response of the bridge, thereby improving the accuracy of the selection of bridge expansion joints and reducing the project cost and the difficulty of operation and maintenance. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] The present invention will be described in more detail below based on embodiments and with reference to the accompanying drawings, wherein:

[0022] Figure 1 It is a flow chart of the design method of the longitudinal support of the suspension bridge provided in this application;

[0023] Figure 2a is another schematic flow chart of the design method for the longitudinal support of a suspension bridge provided by the present application;

[0024] Figure 2b is a vertical layout diagram of an exemplary suspension bridge of the design method of the longitudinal support of the suspension bridge provided by the present application;

[0025] Figure 2c It is a longitudinal constraint arrangement diagram of the abutment and tower positions of an exemplary suspension bridge of the design method of the longitudinal support of the suspension bridge provided by the present application;

[0026] Figure 3It is a structural schematic diagram of a design device for longitudinal support of a suspension bridge provided in this application;

[0027] Figure 4 is a structural schematic diagram of an electronic device provided by the present application;

[0028] Reference numerals:

[0029] 1-first bridge tower; 2-second bridge tower; 3-abutment position; 4-bridge tower position; 5-viscous damper; 6-vertical support. DETAILED DESCRIPTION

[0030] The present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments, but the protection scope of the present invention is not limited thereby.

[0031] In the description of the present invention, it should be understood that the terms "length", "width", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside" and "outside" etc., indicating orientations or positional relationships, are based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present invention.

[0032] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include one or more of the features. In the description of the present invention, the meaning of "plurality" is two or more, unless otherwise clearly and specifically defined.

[0033] In the present invention, unless otherwise clearly specified and limited, the terms "assemble", "connect", "connect", "fix" and the like should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0034] The present invention is further described in detail below with reference to the accompanying drawings and specific embodiments.

[0035] Figure 1The present invention provides a flow chart of a method for designing a longitudinal support of a suspension bridge. The method can be executed by a design device for designing a longitudinal support of a suspension bridge. The device can be implemented in software and / or hardware. In a specific embodiment, the device can be applied to an electronic device, which can be a computer. The following embodiments will be described by taking the application of the device in an electronic device as an example. Figure 1 , the method may specifically include the following steps:

[0036] Step 101: Load the first damper parameters into the initial finite element model of the suspension bridge to obtain a target finite element model.

[0037] Among them, the first damper parameter is the first group of damper parameters in the damper parameter group, the damper parameter group includes multiple groups of damper parameters, each group of damper parameters are parameters of the damper, and the initial finite element model is a finite element model that can characterize the support friction of the suspension bridge and the train characteristics of the train running on the suspension bridge.

[0038] Specifically, the longitudinal direction in the longitudinal support of the suspension bridge is the extension direction of the suspension bridge. The initial finite element model is a finite element model obtained after the finite element model of the suspension bridge is established and the bearing friction of the suspension bridge and the train characteristics of the train running on the suspension bridge are loaded. The finite element model of the suspension bridge is established mainly based on the cross-sectional dimensions of structures such as stiffening beams, bridge towers and main cables obtained from the construction drawings, as well as the material information used, etc., through finite element analysis software, such as MIDAS / Civil or ANSYS. Each set of damper parameters in the damper parameter group is the parameter of each optional damper. The first set of damper parameters in the damper parameter group is used as the first damper parameter and loaded into the initial finite element model of the suspension bridge to obtain the target finite element model. Therefore, the target finite element model is a finite element model that takes into account the control effect of the damper.

[0039] Optionally, the damper includes a damper type including a viscous damper or an eddy current-friction damper. Before executing step 101 , steps 1011 to 1012 may also be executed.

[0040] Step 1011, determining the damper type of the damper according to the environmental information of the suspension bridge.

[0041] Specifically, the environmental information of the suspension bridge includes the geological conditions at the site of the suspension bridge, the temperature conditions at the site of the suspension bridge, the humidity conditions and the structural characteristics of the suspension bridge. According to the environmental information of the suspension bridge, the damper type of the damper suitable for installation on the suspension bridge is determined. For example, in a low temperature environment, because the temperature is low, the damper type of the damper is determined to be an eddy current-friction damper with excellent temperature stability. In a normal temperature environment, the damper type of the damper is determined to be a viscous damper or an eddy current-friction damper. According to the structural information of the suspension bridge, the installation location of the damper can also be determined.

[0042] Step 1012: determine a damper parameter group according to the damper type of the damper.

[0043] Specifically, after the damper type of the damper is determined, the parameters included in the damper parameter group are determined according to the characteristics of the damper, thereby determining the damper parameter group.

[0044] Optionally, the parameter types of the damper parameter group corresponding to the viscous damper include damping coefficient and damping index. The parameter types of the damper parameter group corresponding to the eddy current-friction damper include the maximum eddy current damping force of the damper, critical speed and limit slip force.

[0045] Specifically, the constitutive formula of the viscous damper is shown in Formula 1.

[0046] F=Cv α Formula 1

[0047] Among them, F is the damper output, C is the damping coefficient, α is the damping index, and v is the velocity response. Therefore, the parameter types of the damper parameter group corresponding to the viscous damper include the damping coefficient and the damping index.

[0048] The constitutive structure of the eddy current-friction damper is shown in Formula 2.

[0049]

[0050] Where, F is the damper output, F max is the maximum eddy current damping force of the damper, v cr is the critical speed, F 0d is the limit slip force, and v is the speed response. Therefore, the parameter types of the damper parameter group corresponding to the eddy current-friction damper include the maximum eddy current damping force of the damper, the critical speed and the limit slip force.

[0051] Step 102: Perform nonlinear dynamic time history analysis on the target finite element model to obtain a first longitudinal displacement result of the suspension bridge end.

[0052] Specifically, a nonlinear dynamic time-history analysis is performed on the target finite element model, that is, the response of the suspension bridge under the dynamic load of the train is gradually integrated and solved to obtain the displacement, velocity and acceleration dynamic response of each particle changing with time, and then determine the first longitudinal displacement result of the suspension bridge end.

[0053] For example, Figure 2b : is an exemplary elevational layout diagram of a suspension bridge of the design method of the longitudinal support of the suspension bridge provided by the present application, wherein the distance between the first bridge tower 1 and the platform is greater than the distance between the second bridge tower 2 and the platform. Therefore, the train behavior at the first bridge tower 1 and the second bridge tower 2 is different, and the loads generated are also different. Figure 2b For the suspension bridge shown in the figure, the first damper parameter is a damping coefficient of 1500 kN·(m / s) –α When the damping index is 0.3, the nonlinear dynamic time history analysis of the target finite element model is performed, and the first longitudinal displacement result of the suspension bridge end is obtained as follows: the maximum displacement of the side beam end of the first bridge tower 1 is 79mm, and the maximum displacement of the side beam end of the second bridge tower 2 is 83mm.

[0054] Step 103: If the first longitudinal displacement result does not meet the preset control requirement, the second damper parameter is used as a new first damper parameter, and the process returns to step 101 until the first longitudinal displacement result meets the preset control requirement.

[0055] The second damper parameter is a damper parameter in the damper parameter group that is after the first damper parameter and adjacent to the first damper parameter, and the preset control requirement is used to characterize that the damping rate of the longitudinal support is greater than or equal to the preset damping rate.

[0056] Specifically, the damping rate is a parameter determined according to the longitudinal displacement value. The smaller the longitudinal displacement value, the greater the damping rate. For example, the preset damping rate is 60%. If the first longitudinal displacement result does not meet the preset control requirement, that is, the damping rate obtained according to the first longitudinal displacement result is less than the preset damping rate, then the damper parameter in the damper parameter group that is after the first damper parameter and adjacent to the first damper parameter is used as a new first damper parameter, and the step of loading the first damper parameter into the initial finite element model is returned to execute, so as to obtain a new target finite element model, and then determine a new first longitudinal displacement result until the first longitudinal displacement result meets the preset control requirement.

[0057] Exemplarily, the second damper parameter is a damping coefficient of 2500 kN·(m / s) –α , the damping index is 0.1, and the new first longitudinal displacement result is that the maximum displacement of the side beam end of the first bridge tower 1 is 11 mm, and the maximum displacement of the side beam end of the second bridge tower 2 is 19 mm. At this time, the first longitudinal displacement result meets the preset control requirements.

[0058] Exemplarily, for trains under the same working condition, the first longitudinal displacement results corresponding to different damper parameters are shown in Table 1.

[0059] Table 1

[0060]

[0061] In the table, the damper parameter 0.03 means the friction coefficient is 0.03, the damper parameter 0.03-1500-0.3 means the friction coefficient is 0.03, and the damping coefficient of the viscous damper is 1500 kN·(m / s) –α , damping index α = 0.3, and the meanings of other parameters in this column are the same as this parameter. After selecting a damper with a damper parameter of 0.03-2500-0.1 as a suitable damper, for train A under different working conditions, for example, train A with different actual traction mass, when train A moves at a constant speed of 120km / h, the maximum displacement of the side beam end of the first bridge tower 1 is 10mm, and the maximum displacement of the side beam end of the second bridge tower 2 is 19mm. When train A is traction-driven, that is, when it departs from the platform, the maximum displacement of the side beam end of the first bridge tower 1 is 22mm, and the maximum displacement of the side beam end of the second bridge tower 2 is 25mm. When train A brakes, that is, when it decelerates to enter the station, the maximum displacement of the side beam end of the first bridge tower 1 is 12mm, and the maximum displacement of the side beam end of the second bridge tower 2 is 21mm. It can be seen that the damper with a damper parameter of 0.03-2500-0.1 is a suitable damper, suitable for trains under different working conditions.

[0062] Step 104: If the first longitudinal displacement result meets the preset control requirement, the target finite element model is determined as the simulation result of the longitudinal support of the suspension bridge.

[0063] Specifically, if the first longitudinal displacement result meets the preset control requirement, it means that the damping rate obtained by the first longitudinal displacement result is greater than or equal to the preset damping rate, and the damper parameters selected at this time are suitable damper parameters. Therefore, the target finite element model including the suitable damper parameters is determined as the simulation result of the longitudinal support of the suspension bridge, so as to facilitate the completion of the design of the longitudinal support of the suspension bridge.

[0064] The solution of the present application loads the first damper parameter into the initial finite element model of the suspension bridge to obtain a target finite element model; wherein the first damper parameter is the first group of damper parameters in the damper parameter group, the damper parameter group includes multiple groups of damper parameters, each group of damper parameters are parameters of the damper, and the initial finite element model is a finite element model that can characterize the bearing friction of the suspension bridge and the train characteristics of the train traveling on the suspension bridge; a nonlinear dynamic time-history analysis is performed on the target finite element model to obtain a first longitudinal displacement result of the suspension bridge end; if the first longitudinal displacement result does not meet the preset control requirements , then the second damper parameter is used as the new first damper parameter, and the step of "loading the first damper parameter into the initial finite element model to obtain the target finite element model" is returned until the first longitudinal displacement result meets the preset control requirement; wherein, the second damper parameter is a damper parameter in the damper parameter group, which is after the first damper parameter and adjacent to the first damper parameter, and the preset control requirement is used to characterize that the damping rate of the longitudinal support is greater than or equal to the preset damping rate; if the first longitudinal displacement result meets the preset control requirement, the target finite element model is determined as the simulation result of the longitudinal support of the suspension bridge. That is, the scheme of the present application loads the damper parameters into the finite element model, and determines the appropriate damper parameters according to the longitudinal displacement results, thereby determining the appropriate damper to complete the design of the longitudinal support of the suspension bridge, providing a reference for the reasonable selection of the expansion joint, avoiding the situation that when the longitudinal support of the suspension bridge is designed by the static method, the control effect of the damper cannot be considered, so that the beam end displacement result obtained by the static calculation is larger than the longitudinal response of the actual bridge, thereby improving the accuracy of the selection of the expansion joint of the bridge and reducing the difficulty of construction.

[0065] Figure 2a is another schematic diagram of the design method of the longitudinal support of a suspension bridge provided by the present application. Figure 1 Based on the illustrated embodiment and various optional implementation schemes, the establishment of the initial finite element model is described in detail. Figure 2a As shown, the method may include the following steps:

[0066] Step 201: determine the bearing friction of the suspension bridge by using a static analysis method, and load the bearing friction into a first finite element model of the suspension bridge to obtain a second finite element model.

[0067] Specifically, the bearing friction is loaded into a pre-established first finite element model of the suspension bridge to obtain a second finite element model, so that the second finite element model of the suspension bridge is a finite element model capable of characterizing the bearing friction of the suspension bridge.

[0068] Optionally, before the bearing friction is loaded into the first finite element model of the suspension bridge and the second finite element model is obtained, step 11 to step 12 may be performed.

[0069] Step 11, determine the reaction force of the support based on the static analysis, and determine the friction coefficient based on the support type of the support.

[0070] Step 12, determining the bearing friction resistance according to the bearing reaction force and the friction coefficient.

[0071] Specifically, the bearing friction resistance is determined as shown in Formula 3.

[0072] F=μ·N Formula 3

[0073] Among them, F is the support friction, μ is the friction coefficient, and N is the reaction force of the support.

[0074] Step 202: Generate equivalent node loads during the train travel process according to the load pattern and driving behavior of the train traveling on the suspension bridge, and load the equivalent node loads into the second finite element model to obtain an initial finite element model.

[0075] Specifically, the driving behavior includes the uniform speed driving, traction and braking of the train. According to the load pattern and driving behavior of the train running on the suspension bridge, the load generated during the train movement is converted into the equivalent node load of the train driving process, and the equivalent node load is loaded into the second finite element model to obtain the initial finite element model that can characterize the movement of the train.

[0076] Optionally, the load pattern includes the loading length, uniformly distributed load and concentrated load of the train. According to the load pattern and driving behavior of the train traveling on the suspension bridge, generating equivalent node loads during the train driving process can be achieved through steps 21 to 23.

[0077] Step 21, determining the loading length, uniform load and concentrated load according to the actual traction mass of the train.

[0078] For example, through the railway train load diagram TB / T 3466-2016 specification, the uniform load, concentrated load and loading length can be equivalently obtained according to the actual traction mass and axle weight of the train.

[0079] Step 22, determining a load sequence corresponding to the train's driving behavior according to the loading length, the uniformly distributed load, the concentrated load, the train's driving behavior, and the preset time step.

[0080] For example, the load sequence is generated by taking the time for a train with known loading length, uniform load and concentrated load to travel 1 m at a uniform speed of 120 km / h as the time step, that is, the time step is 0.03 s.

[0081] Step 23, converting the load sequence into equivalent node loads during the train travel process.

[0082] Specifically, the load sequence is converted into equivalent node loads during the train travel process, so that the finite element model after loading the equivalent node loads can represent the travel state of the train.

[0083] Step 203, performing nonlinear dynamic time history analysis on the initial finite element model to obtain a second longitudinal displacement result of the suspension bridge end.

[0084] Optionally, step 203 may be implemented through steps 31 to 33 .

[0085] Step 31, obtaining the mass matrix, damping matrix and stiffness matrix of the suspension bridge.

[0086] Step 32, determining the acceleration matrix, velocity matrix and displacement matrix of the suspension bridge according to the load sequence, mass matrix, damping matrix and the stiffness matrix.

[0087] Specifically, according to the load sequence, the mass matrix, the damping matrix and the stiffness matrix, the acceleration matrix, the velocity matrix and the displacement matrix of the suspension bridge can be determined according to Formula 4.

[0088]

[0089] Among them, {M} is the mass matrix, {C} is the damping matrix, and {K} is the stiffness matrix. {u i} are the acceleration, velocity and displacement matrices of the suspension bridge at time i. i} is the load sequence at time i. Therefore, according to the load sequence, mass matrix, damping matrix and the stiffness matrix, the acceleration matrix, velocity matrix and displacement matrix of the suspension bridge can be determined.

[0090] Step 33, obtaining a second longitudinal displacement result of the suspension bridge end according to the acceleration matrix, velocity matrix and displacement matrix of the suspension bridge.

[0091] Specifically, after obtaining the acceleration matrix, velocity matrix and displacement matrix of the suspension bridge, the longitudinal displacement of the end of the suspension bridge can be determined, which is the second longitudinal displacement result of the end of the suspension bridge.

[0092] Step 204, when the second longitudinal displacement result is less than or equal to the preset longitudinal displacement result, the initial finite element model is determined as a simulation result of the longitudinal support of the suspension bridge.

[0093] Specifically, when the second longitudinal displacement result is less than or equal to the preset longitudinal displacement result, it means that a longitudinal support that meets the requirements can be designed without considering the damper effect, so the initial finite element model is determined as the simulation result of the longitudinal support of the suspension bridge.

[0094] Step 205 , when the second longitudinal displacement result is greater than the preset longitudinal displacement result, determine to execute step 206 .

[0095] Step 206 : Load the first damper parameters into the initial finite element model of the suspension bridge to obtain a target finite element model.

[0096] Step 207: Perform nonlinear dynamic time history analysis on the target finite element model to obtain a first longitudinal displacement result of the suspension bridge end.

[0097] Step 208: If the first longitudinal displacement result does not meet the preset control requirement, the second damper parameter is used as a new first damper parameter, and the process returns to step 206 until the first longitudinal displacement result meets the preset control requirement.

[0098] Step 209: If the first longitudinal displacement result meets the preset control requirement, the target finite element model is determined as the simulation result of the longitudinal support of the suspension bridge.

[0099] For example, Figure 2b The span arrangement of the middle suspension bridge is: 130+1060+90=1280m, which is a longitudinal floating system. Figure 2c This is an exemplary longitudinal constraint arrangement diagram of the abutment and tower positions of a suspension bridge of the design method for the longitudinal support of the suspension bridge provided in the present application, such as Figure 2c As shown, vertical supports 6 are provided at both the abutment position 3 and the tower position 4, and a viscous damper 5 is provided at the tower position 4. In addition, a platform is provided not far from the beam end of the second tower 2, so trains frequently stop at the station and depart from the platform, corresponding to the braking and traction of the train on the bridge.

[0100] The solution of the present application loads the bearing friction, the driving status of the train and the parameters of the damper into the finite element model, so as to determine the appropriate damper parameters according to the longitudinal displacement results, and determine the appropriate damper to complete the design of the longitudinal support of the suspension bridge, thereby avoiding the situation in which the control effect of the damper cannot be taken into account when designing the longitudinal support of the suspension bridge by the static method, resulting in the static calculation result being larger than the actual longitudinal response of the bridge.

[0101] Figure 3 Schematic diagram of a design device for the longitudinal support of a suspension bridge provided in this application. The device is suitable for executing the design method for the longitudinal support of a suspension bridge provided in this application. Figure 3 As shown, the device may specifically include:

[0102] The loading module 301 is used to load the first damper parameter into the initial finite element model of the suspension bridge to obtain a target finite element model; wherein the first damper parameter is the first group of damper parameters in the damper parameter group, the damper parameter group includes multiple groups of damper parameters, each group of damper parameters is a parameter of the damper, and the initial finite element model is a finite element model that can characterize the support friction of the suspension bridge and the train characteristics of the train running on the suspension bridge.

[0103] The analysis module 302 is used to perform nonlinear dynamic time-history analysis on the target finite element model to obtain a first longitudinal displacement result of the suspension bridge end.

[0104] Return module 303 is used to use the second damper parameter as the new first damper parameter if the first longitudinal displacement result does not meet the preset control requirement, and return to execute the step of "loading the first damper parameter into the initial finite element model to obtain the target finite element model" until the first longitudinal displacement result meets the preset control requirement; wherein, the second damper parameter is a damper parameter in the damper parameter group that is after the first damper parameter and adjacent to the first damper parameter, and the preset control requirement is used to characterize that the damping rate of the longitudinal support is greater than or equal to the preset damping rate.

[0105] The determination module 304 is configured to determine the target finite element model as a simulation result of the longitudinal support of the suspension bridge if the first longitudinal displacement result meets the preset control requirement.

[0106] In one embodiment, the device further includes: a model determination module, which is used to determine the support friction of the suspension bridge by a static analysis method before loading the first damper parameters into the initial finite element model of the suspension bridge to obtain a target finite element model, and load the support friction into the first finite element model of the suspension bridge to obtain a second finite element model; generate an equivalent node load of the train driving process according to the load pattern and driving behavior of the train running on the suspension bridge, and load the equivalent node load into the second finite element model to obtain the initial finite element model; perform nonlinear dynamic time-history analysis on the initial finite element model to obtain a second longitudinal displacement result of the suspension bridge end; when the second longitudinal displacement result is less than or equal to the preset longitudinal displacement result, determine the initial finite element model as a simulation result of the longitudinal support of the suspension bridge; when the second longitudinal displacement result is greater than the preset longitudinal displacement result, determine to execute the step of "loading the first damper parameters into the initial finite element model of the suspension bridge to obtain a target finite element model".

[0107] In one embodiment, the element model determination module is also used for: before loading the support friction resistance into the first finite element model of the suspension bridge to obtain the second finite element model, determining the reaction force of the support according to static analysis, and determining the friction coefficient according to the support type of the support; determining the support friction resistance according to the reaction force of the support and the friction coefficient.

[0108] In one embodiment, the load pattern includes the loading length, uniformly distributed load and concentrated load of the train. The metamodel determination module is specifically used to generate the equivalent node load of the train driving process according to the load pattern and driving behavior of the train traveling on the suspension bridge. It is used to: determine the loading length, the uniformly distributed load and the concentrated load according to the actual traction mass of the train; determine the load sequence corresponding to the driving behavior of the train according to the loading length, the uniformly distributed load and the concentrated load, the driving behavior of the train and a preset time step; and convert the load sequence into the equivalent node load of the train driving process.

[0109] In one embodiment, the element model determination module, in performing nonlinear dynamic time-history analysis on the initial finite element model to obtain the second longitudinal displacement result of the suspension bridge end, is specifically used to: obtain the mass matrix, damping matrix and stiffness matrix of the suspension bridge; determine the acceleration matrix, velocity matrix and displacement matrix of the suspension bridge according to the load sequence, the mass matrix, the damping matrix and the stiffness matrix; and obtain the second longitudinal displacement result of the suspension bridge end according to the acceleration matrix, velocity matrix and displacement matrix of the suspension bridge.

[0110] In one embodiment, the damper type of the damper includes a viscous damper or an eddy current-friction damper, and the loading module 301 is also used to: determine the damper type of the damper according to the environmental information of the suspension bridge before loading the first damper parameters into the initial finite element model of the suspension bridge to obtain the target finite element model; and determine the damper parameter group according to the damper type of the damper.

[0111] In one embodiment, the parameter types of the damper parameter group corresponding to the viscous damper in the loading module 301 include a damping coefficient and a damping exponent; the parameter types of the damper parameter group corresponding to the eddy current-friction damper include the maximum eddy current damping force of the damper, the critical speed and the limiting slip force.

[0112] The device of the present application loads the first damper parameter into the initial finite element model of the suspension bridge to obtain a target finite element model; wherein the first damper parameter is the first group of damper parameters in the damper parameter group, the damper parameter group includes multiple groups of damper parameters, each group of damper parameters are parameters of the damper, and the initial finite element model is a finite element model that can characterize the bearing friction of the suspension bridge and the train characteristics of the train traveling on the suspension bridge; a nonlinear dynamic time-history analysis is performed on the target finite element model to obtain a first longitudinal displacement result of the suspension bridge end; if the first longitudinal displacement result does not meet the preset control requirements , then the second damper parameter is used as the new first damper parameter, and the step of "loading the first damper parameter into the initial finite element model to obtain the target finite element model" is returned until the first longitudinal displacement result meets the preset control requirement; wherein, the second damper parameter is a damper parameter in the damper parameter group, which is after the first damper parameter and adjacent to the first damper parameter, and the preset control requirement is used to characterize that the damping rate of the longitudinal support is greater than or equal to the preset damping rate; if the first longitudinal displacement result meets the preset control requirement, the target finite element model is determined as the simulation result of the longitudinal support of the suspension bridge. That is, the scheme of the present application loads the damper parameters into the finite element model, and determines the appropriate damper parameters according to the longitudinal displacement results, thereby determining the appropriate damper to complete the design of the longitudinal support of the suspension bridge, providing a reference for the reasonable selection of the expansion joint, avoiding the situation that when the longitudinal support of the suspension bridge is designed by the static method, the control effect of the damper cannot be considered, so that the beam end displacement result obtained by the static calculation is larger than the longitudinal response of the actual bridge, thereby improving the accuracy of the selection of the expansion joint of the bridge and reducing the difficulty of construction.

[0113] The present application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the program, the method for designing the longitudinal support of a suspension bridge provided in any of the above-mentioned embodiments is implemented.

[0114] The present application also provides a computer-readable medium having a computer program stored thereon, and when the program is executed by a processor, the method for designing the longitudinal support of a suspension bridge provided in any of the above-mentioned embodiments is implemented.

[0115] Reference below Figure 4 , which shows a structural schematic diagram of an electronic device 400 suitable for implementing the present application. Figure 4 The electronic device shown is only an example and should not bring any limitation to the function and scope of use of the present application.

[0116] like Figure 4As shown, the electronic device 400 includes a central processing unit (CPU) 401, which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM) 402 or a program loaded from a storage part 408 into a random access memory (RAM) 403. In the RAM 403, various programs and data required for the operation of the electronic device 400 are also stored. The CPU 401, the ROM 402, and the RAM 403 are connected to each other via a bus 404. An input / output (I / O) interface 405 is also connected to the bus 404.

[0117] The following components are connected to the I / O interface 405: an input section 406 including a keyboard, a mouse, etc.; an output section 407 including a cathode ray tube (CRT), a liquid crystal display (LCD), etc., and a speaker, etc.; a storage section 408 including a hard disk, etc.; and a communication section 409 including a network interface card such as a LAN card, a modem, etc. The communication section 409 performs communication processing via a network such as the Internet. A drive 410 is also connected to the I / O interface 405 as needed. A removable medium 411, such as a magnetic disk, an optical disk, a magneto-optical disk, a semiconductor memory, etc., is installed on the drive 410 as needed, so that a computer program read therefrom is installed into the storage section 408 as needed.

[0118] In particular, according to the embodiments disclosed in the present application, the process described above with reference to the flowchart can be implemented as a computer software program. For example, the embodiments disclosed in the present application include a computer program product, which includes a computer program carried on a computer-readable medium, and the computer program includes a program code for executing the method shown in the flowchart. In such an embodiment, the computer program can be downloaded and installed from the network through the communication part 409, and / or installed from the removable medium 411. When the computer program is executed by the central processing unit (CPU) 401, the above-mentioned functions defined in the system of the present application are executed.

[0119] It should be noted that the computer-readable medium shown in the present application may be a computer-readable signal medium or a computer-readable storage medium or any combination of the above two. The computer-readable storage medium may be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, device or device, or any combination of the above. More specific examples of computer-readable storage media may include, but are not limited to: an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above. In the present application, a computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in combination with an instruction execution system, device or device. In the present application, a computer-readable signal medium may include a data signal propagated in a baseband or as part of a carrier wave, which carries a computer-readable program code. This propagated data signal may take a variety of forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination of the above. Computer-readable signal media may also be any computer-readable medium other than computer-readable storage media, which may send, propagate or transmit a program for use by or in conjunction with an instruction execution system, apparatus or device. The program code contained on the computer-readable medium may be transmitted using any appropriate medium, including but not limited to: wireless, wire, optical cable, RF, etc., or any suitable combination of the above.

[0120] The flow chart and block diagram in the accompanying drawings illustrate the possible architecture, function and operation of the system, method and computer program product according to various embodiments of the present application. In this regard, each box in the flow chart or block diagram can represent a module, a program segment or a part of a code, and the above-mentioned module, program segment or a part of a code contains one or more executable instructions for realizing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the box can also occur in a different order from the order marked in the accompanying drawings. For example, two boxes represented in succession can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each box in the block diagram or flow chart, and the combination of the boxes in the block diagram or flow chart can be implemented with a dedicated hardware-based system that performs a specified function or operation, or can be implemented with a combination of dedicated hardware and computer instructions.

[0121] The modules and / or units described in this application may be implemented in software or hardware. The modules and / or units described may also be set in a processor, for example, it may be described as: a processor includes a loading module, an analysis module, a return module and a determination module. The names of these modules do not, in some cases, constitute limitations on the modules themselves.

[0122] As another aspect, the present application also provides a computer-readable medium, which may be included in the device described in the above embodiment; or may exist independently without being assembled into the device. The above computer-readable medium carries one or more programs, and when the above one or more programs are executed by a device, the device performs the following operations:

[0123] The first damper parameter is loaded into the initial finite element model of the suspension bridge to obtain the target finite element model; wherein, the first damper parameter is the first group of damper parameters in the damper parameter group, the damper parameter group includes multiple groups of damper parameters, each group of damper parameters is a parameter of the damper, and the initial finite element model is a finite element model that can characterize the bearing friction of the suspension bridge and the train characteristics of the train running on the suspension bridge; a nonlinear dynamic time history analysis is performed on the target finite element model to obtain the first longitudinal displacement result of the suspension bridge end; if the first longitudinal displacement result does not meet the preset control requirements, then The second damper parameter is used as the new first damper parameter, and the step of "loading the first damper parameter into the initial finite element model to obtain the target finite element model" is returned to execute until the first longitudinal displacement result meets the preset control requirement; wherein, the second damper parameter is a damper parameter in the damper parameter group, which is after the first damper parameter and adjacent to the first damper parameter, and the preset control requirement is used to characterize that the damping rate of the longitudinal support is greater than or equal to the preset damping rate; if the first longitudinal displacement result meets the preset control requirement, the target finite element model is determined as the simulation result of the longitudinal support of the suspension bridge.

[0124] According to the technical solution of the present application, a first damper parameter is loaded into an initial finite element model of a suspension bridge to obtain a target finite element model; wherein the first damper parameter is the first group of damper parameters in a damper parameter group, the damper parameter group includes multiple groups of damper parameters, each group of damper parameters is a parameter of the damper, and the initial finite element model is a finite element model that can characterize the bearing friction of the suspension bridge and the train characteristics of a train traveling on the suspension bridge; a nonlinear dynamic time-history analysis is performed on the target finite element model to obtain a first longitudinal displacement result of the suspension bridge end; if the first longitudinal displacement result does not meet the preset control If the first longitudinal displacement result meets the preset control requirement, the second damper parameter is used as the new first damper parameter, and the step of "loading the first damper parameter into the initial finite element model to obtain the target finite element model" is returned to execute until the first longitudinal displacement result meets the preset control requirement; wherein, the second damper parameter is a damper parameter in the damper parameter group, which is after the first damper parameter and adjacent to the first damper parameter, and the preset control requirement is used to characterize that the damping rate of the longitudinal support is greater than or equal to the preset damping rate; if the first longitudinal displacement result meets the preset control requirement, the target finite element model is determined as the simulation result of the longitudinal support of the suspension bridge. That is, the solution of the present application loads the parameters of the damper into the finite element model, and determines the appropriate damper parameters based on the longitudinal displacement results, thereby determining the appropriate damper to complete the design of the longitudinal support of the suspension bridge, providing a reference for the reasonable selection of expansion joints, and avoiding the situation in which the control effect of the damper cannot be taken into account when designing the longitudinal support of the suspension bridge using the static method, resulting in the beam end displacement result obtained by static calculation being larger than the actual longitudinal response of the bridge, thereby improving the accuracy of the selection of bridge expansion joints and reducing the difficulty of construction.

[0125] An embodiment of the present application also provides a computer program product, including a computer program, which, when executed by a processor, implements a method for designing a longitudinal support for a suspension bridge as provided in any embodiment of the present application.

[0126] In the process of implementation, the computer program product can be written in one or more programming languages ​​or a combination thereof to perform the computer program code of the present application, and the programming language includes an object-oriented programming language, such as Java, Smalltalk, C++, and also includes a conventional procedural programming language, such as "C" language or similar programming language. The program code can be executed entirely on the user's computer, partially on the user's computer, as an independent software package, partially on the user's computer and partially on the remote computer, or completely on the remote computer or server. In the case of a remote computer, the remote computer can be connected to the user's computer through any type of network, including a local area network (LAN) or a wide area network (WAN), or can be connected to an external computer (for example, using an Internet service provider to connect through the Internet).

[0127] It should be understood that the various forms of processes shown above can be used to reorder, add or delete steps. For example, the steps recorded in this application can be executed in parallel, sequentially or in different orders, as long as the expected results of the technical solution of this application can be achieved, and this document is not limited here.

[0128] Although the present invention has been described with reference to preferred embodiments, various modifications may be made thereto and parts thereof may be replaced by equivalents without departing from the scope of the present invention. In particular, the various technical features mentioned in the various embodiments may be combined in any manner as long as there are no structural conflicts. The present invention is not limited to the specific embodiments disclosed herein, but includes all technical solutions falling within the scope of the claims.

Claims

1. A design method for longitudinal support of a suspension bridge, characterized in that: The method comprises: Loading a first damper parameter into an initial finite element model of a suspension bridge to obtain a target finite element model; wherein the first damper parameter is a first group of damper parameters in a preset damper parameter group, the preset damper parameter group includes a plurality of groups of damper parameters, each group of damper parameters is a parameter of a damper, and the initial finite element model is a finite element model capable of characterizing the bearing friction of the suspension bridge and the train characteristics of a train running on the suspension bridge; Performing nonlinear dynamic time history analysis on the target finite element model to obtain a first longitudinal displacement result of the suspension bridge end; If the first longitudinal displacement result does not meet the preset control requirement, the second damper parameter is used as a new first damper parameter, and the step of "loading the first damper parameter into the initial finite element model to obtain the target finite element model" is returned to be executed until the first longitudinal displacement result meets the preset control requirement; wherein the second damper parameter is a damper parameter in the preset damper parameter group, which is after the first damper parameter and adjacent to the first damper parameter, and the preset control requirement is used to characterize that the damping rate of the bearing friction is greater than or equal to the preset damping rate; If the first longitudinal displacement result meets the preset control requirement, the target finite element model is determined as a simulation result of the longitudinal support of the suspension bridge.

2. The method according to claim 1, characterized in that Before loading the first damper parameters into the initial finite element model of the suspension bridge to obtain the target finite element model, the method further includes: Determine the bearing friction of the suspension bridge by using a static analysis method, and load the bearing friction into a first finite element model of the suspension bridge to obtain a second finite element model; generating an equivalent node load of the train during its travel according to a load pattern and a driving behavior of the train traveling on the suspension bridge, and loading the equivalent node load into the second finite element model to obtain the initial finite element model; Performing nonlinear dynamic time history analysis on the initial finite element model to obtain a second longitudinal displacement result of the suspension bridge end; When the second longitudinal displacement result is less than or equal to a preset longitudinal displacement result, determining the initial finite element model as a simulation result of the longitudinal support of the suspension bridge; When the second longitudinal displacement result is greater than the preset longitudinal displacement result, it is determined to execute the step of "loading the first damper parameters into the initial finite element model of the suspension bridge to obtain a target finite element model".

3. The method according to claim 2, characterized in that Before loading the bearing friction into the first finite element model of the suspension bridge to obtain the second finite element model, the method further includes: Determine the reaction force of the support according to the static analysis and determine the friction coefficient according to the support type of the support; The bearing friction resistance is determined according to the reaction force of the bearing and the friction coefficient.

4. The method according to claim 2, characterized in that: The load pattern includes the loading length, uniform load and concentrated load of the train. The equivalent node load of the train driving process is generated according to the load pattern and driving behavior of the train driving on the suspension bridge, including: Determining the loading length, the uniformly distributed load and the concentrated load according to the actual traction mass of the train; Determining a load sequence corresponding to the driving behavior of the train according to the loading length, the uniformly distributed load and the concentrated load, the driving behavior of the train and a preset time step; The load sequence is converted into equivalent node loads during the train travel process.

5. The method according to claim 4, characterized in that The nonlinear dynamic time history analysis of the initial finite element model is performed to obtain the second longitudinal displacement result of the suspension bridge end, including: Obtaining a mass matrix, a damping matrix, and a stiffness matrix of the suspension bridge; Determining an acceleration matrix, a velocity matrix and a displacement matrix of the suspension bridge according to the load sequence, the mass matrix, the damping matrix and the stiffness matrix; A second longitudinal displacement result of the suspension bridge end is obtained according to the acceleration matrix, velocity matrix and displacement matrix of the suspension bridge.

6. The method according to claim 1, characterized in that The damper type of the damper includes a viscous damper or an eddy current-friction damper. Before the first damper parameter is loaded into the initial finite element model of the suspension bridge to obtain the target finite element model, the method further includes: determining a damper type of the damper according to the environmental information of the suspension bridge; The damper parameter group is determined according to a damper type of the damper.

7. The method according to claim 6, characterized in that The parameter types of the damper parameter group corresponding to the viscous damper include a damping coefficient and a damping index; The parameter types of the damper parameter group corresponding to the eddy current-friction damper include the maximum eddy current damping force, critical speed and limit slip force of the damper.

8. A design device for longitudinal support of a suspension bridge, characterized in that: The device comprises: A loading module, used for loading a first damper parameter into an initial finite element model of a suspension bridge to obtain a target finite element model; wherein the first damper parameter is a first group of damper parameters in a damper parameter group, the damper parameter group includes a plurality of groups of damper parameters, each group of damper parameters is a parameter of a damper, and the initial finite element model is a finite element model capable of characterizing the bearing friction of the suspension bridge and the train characteristics of a train running on the suspension bridge; An analysis module, used for performing nonlinear dynamic time-history analysis on the target finite element model to obtain a first longitudinal displacement result of the suspension bridge end; a return module, configured to use the second damper parameter as a new first damper parameter, and return to execute the step of "loading the first damper parameter into the initial finite element model to obtain a target finite element model" if the first longitudinal displacement result does not meet the preset control requirement, until the first longitudinal displacement result meets the preset control requirement; wherein the second damper parameter is a damper parameter in the damper parameter group that is after the first damper parameter and adjacent to the first damper parameter, and the preset control requirement is used to characterize that the damping rate of the longitudinal support is greater than or equal to the preset damping rate; A determination module is used to determine the target finite element model as a simulation result of the longitudinal support of the suspension bridge if the first longitudinal displacement result meets the preset control requirement.

9. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein: When the processor executes the program, the method for designing the longitudinal support of a suspension bridge as described in any one of claims 1 to 7 is implemented.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the program is executed by a processor, the method for designing the longitudinal support of a suspension bridge as claimed in any one of claims 1 to 7 is implemented.

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