Elastic rubber mat rigidity evaluation method and device based on modal mass calculation

Abstract

The invention provides an elastic rubber mat rigidity evaluation method and device based on modal mass calculation, and relates to the technical field of rail rigidity evaluation, and the method comprises the steps: obtaining the model information and hammering test data of a railway turnout steel rail; obtaining a turnout finite element model; obtaining a function relationship between the stiffness parameter and the first-order vertical bending modal frequency; and calculating to obtain the evaluation rigidity of the elastic rubber mat of the target railway turnout steel rail. According to the method, the function relation between the rigidity of the rubber mat and the first-order vertical bending modal frequency is determined by combining the finite element model of the turnout and the on-site hammering test data, and the rigidity of the rubber mat of a complicated track structure such as the turnout can be evaluated. The frequency response function, obtained through a hammering method, of the railway turnout track structure is combined with the finite element model, so that the inference accuracy of the rigidity of the rubber mat is improved, rapid feedback of the rigidity of the railway turnout track rubber mat can be achieved, problems can be found and solved in time, and stable operation of a railway system is guaranteed.

Description

Technical Field

[0001] The present invention relates to the technical field of track stiffness evaluation, and in particular to a method and device for evaluating elastic rubber pad stiffness based on modal mass calculation. Background Art

[0002] When judging the deterioration of track elastic rubber pads, existing technologies usually remove the pads and test their stiffness in the laboratory, but this operation is time-consuming and labor-intensive and will damage the original track structure. Of course, there are also methods of directly measuring the stiffness of the track by conducting tests on the track site and measuring the corresponding track deformation by applying loads. The loading device of this method is relatively heavy and is not convenient for field application. At present, there is a method of detecting the physical information of the track when a sports car passes through the interval line, such as testing the acceleration of the axle box of the car body, and predicting the stiffness of the track by judging the frequency of the P2 resonance. The disadvantage of this method is that it is difficult to carry out measurements on the local position of the track, and it is not suitable for turnouts.

[0003] The existing technical solutions do not propose an evaluation method for the stiffness of elastic rubber pads in railway turnouts, because the composition of turnout rails is not consistent with the section line, so a special technical solution is needed for turnouts. In the turnout area, the track structure is complex, the boundaries are changeable, the wheel-rail excitation level is changeable, there is a coupling of multi-dimensional parameters, and the turnout area is the focus and difficulty of maintenance and repair. How to quickly test the track stiffness on site is a problem that needs to be solved urgently. Summary of the invention

[0004] The purpose of the present invention is to provide a method and device for evaluating the stiffness of an elastic rubber pad based on modal mass calculation to improve the above-mentioned problem. In order to achieve the above-mentioned purpose, the technical solution adopted by the present invention is as follows:

[0005] In a first aspect, the present application provides a method for evaluating elastic pad stiffness based on modal mass calculation, comprising:

[0006] Obtain the model information and on-site hammer test data of the target railway turnout rails;

[0007] Using a preset finite element software to construct the model information of the target railway turnout rail to obtain a turnout finite element model;

[0008] Perform frequency domain analysis based on the turnout finite element model to obtain an admittance curve;

[0009] Comparing and analyzing the admittance curve with the on-site hammer test data to obtain an analysis result, wherein the analysis result includes an error value between the admittance curve and the on-site hammer test data;

[0010] When the analysis result is less than the first preset error, the stiffness parameters of the turnout finite element model are adjusted to perform frequency domain simulation analysis to obtain the first-order vertical bending modal frequency, wherein the stiffness parameters include the stiffness of the rubber pad under the rail and the stiffness of the rubber pad under the plate, and the first-order vertical bending modal frequency is used to characterize the frequency at which the target railway turnout rail is most likely to vibrate when subjected to a vertical force;

[0011] Performing fitting based on the stiffness parameter and the first-order vertical bending modal frequency to obtain a functional relationship between the stiffness parameter and the first-order vertical bending modal frequency;

[0012] The elastic rubber pad evaluation stiffness of the target railway turnout rail is calculated based on the on-site hammer test data and the functional relationship.

[0013] In a second aspect, the present application also provides an elastic pad stiffness evaluation device based on modal mass calculation, comprising:

[0014] A first acquisition unit is used to acquire model information and on-site hammer test data of a target railway turnout rail;

[0015] A construction unit, used to construct the model information of the target railway turnout rail using a preset finite element software to obtain a turnout finite element model;

[0016] An analysis unit, used for performing frequency domain analysis based on the turnout finite element model to obtain an admittance curve;

[0017] A comparison unit, used for comparing and analyzing the admittance curve with the on-site hammer test data to obtain an analysis result, wherein the analysis result includes an error value between the admittance curve and the on-site hammer test data;

[0018] an adjusting unit, for adjusting the stiffness parameters of the finite element model of the turnout to perform frequency domain simulation analysis when the analysis result is less than a first preset error, and obtaining a first-order vertical bending modal frequency, wherein the stiffness parameters include the stiffness of the rubber pad under the rail and the stiffness of the rubber pad under the plate, and the first-order vertical bending modal frequency is used to characterize the frequency at which the target railway turnout rail is most likely to vibrate when subjected to a vertical force;

[0019] a fitting unit, configured to perform fitting based on the stiffness parameter and the first-order vertical bending modal frequency to obtain a functional relationship between the stiffness parameter and the first-order vertical bending modal frequency;

[0020] The first calculation unit is used to calculate the elastic rubber pad evaluation stiffness of the target railway turnout rail based on the on-site hammer test data and the functional relationship.

[0021] The beneficial effects of the present invention are:

[0022] The present invention determines the functional relationship between the rubber pad stiffness parameter and the first-order vertical bending modal frequency by combining the turnout finite element model and the on-site hammer test data, and can evaluate the rubber pad stiffness of a relatively complex track structure such as a turnout. In addition, the frequency response function of the railway turnout track structure obtained by the hammering method in the present invention is combined with the finite element model to improve the accuracy and reliability of the inference of the track rubber pad stiffness, and can achieve rapid feedback on the railway turnout track rubber pad stiffness, which helps to discover and solve problems in a timely manner and ensure the safe and stable operation of the railway system.

[0023] Other features and advantages of the present invention will be described in the following description, and partly become apparent from the description, or be understood by implementing the embodiments of the present invention. The purpose and other advantages of the present invention can be realized and obtained by the structures particularly pointed out in the written description, claims, and drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings required for use in the embodiments are briefly introduced below. It should be understood that the following drawings only show certain embodiments of the present invention and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other related drawings can be obtained based on these drawings without creative work.

[0025] Figure 1 It is a schematic flow chart of a method for evaluating elastic pad stiffness based on modal mass calculation described in an embodiment of the present invention;

[0026] Figure 2 It is a schematic structural diagram of an elastic pad stiffness evaluation device based on modal mass calculation described in an embodiment of the present invention.

[0027] Markings in the figure: 10, first acquisition unit; 20, construction unit; 30, analysis unit; 40, comparison unit; 50, adjustment unit; 60, fitting unit; 70, first calculation unit. DETAILED DESCRIPTION

[0028] In order to make the purpose, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, rather than all of the embodiments. The components of the embodiments of the present invention generally described and shown in the drawings here can be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of the present invention provided in the drawings is not intended to limit the scope of the claimed invention, but merely represents selected embodiments of the present invention. Based on the embodiments in the present invention, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of the present invention.

[0029] It should be noted that similar reference numerals and letters represent similar items in the following drawings, so once an item is defined in one drawing, it does not need to be further defined and explained in the subsequent drawings. At the same time, in the description of the present invention, the terms "first", "second", etc. are only used to distinguish the description and cannot be understood as indicating or implying relative importance.

[0030] Embodiment 1:

[0031] This embodiment provides a method for evaluating the stiffness of an elastic pad based on modal mass calculation.

[0032] See also Figure 1 , the figure shows that the method includes step S10, step S20, step S30, step S40, step S50, step S60 and step S70.

[0033] Step S10. Obtaining the model information and on-site hammer test data of the target railway turnout rail;

[0034] Specifically, the target railway turnout rail in this application is an in-service turnout rail, and a hammer test is performed on the in-service turnout rail, and the hammer test data is recorded; the model information of the target railway turnout rail represents the relevant model data of a brand-new turnout rail. By obtaining the hammer test data and model information, basic data is provided for subsequent finite element modeling and calculation, ensuring the accuracy of the model and the reliability of the test results.

[0035] Step S20. Using a preset finite element software to construct the model information of the target railway turnout rail, and obtain a turnout finite element model;

[0036] Specifically, the finite element software used in this application is ANSYS. In ANSYS, a finite element model of the turnout is established based on the beam model. The rails and iron pads are simulated using Euler beams, and the fastener system, spacer irons, and top irons are simulated using spring damper units. The complex structure and complex boundaries of the turnout are considered in the model establishment, such as the unilateral buckling of the fasteners and the iron pads shared by multiple rails. The finite element software used for modeling is not specifically limited here.

[0037] Specifically, step S20 specifically includes step S21 and step S22:

[0038] Step S21. Input the railway turnout rail model information into the preset finite element software for construction to obtain a turnout model, wherein the basic rail, guard rail, etc. in the railway turnout rail model information are simulated by a uniform cross-section beam, the point rail and heart rail in the railway turnout rail model information are simulated by a variable cross-section long beam, the buckling parts and rail under-rail rubber pads in the railway turnout rail model information are simulated by linear springs, the iron pads in the railway turnout rail model information are simulated by a uniform cross-section Euler beam, the stiffness of the rubber pads under the plate in the railway turnout rail model information is simulated by a distributed linear spring, and the connection between the point rail and the slide bed in the railway turnout rail model information is simulated by a unidirectional force transmission spring;

[0039] Specifically, through different simulation methods (cross-section beams, variable-section long beams, linear springs, etc.), the various components of the turnout structure (such as basic rails, guard rails, point rails, heart rails, buckling parts, rubber pads under the rails, etc.) are accurately modeled, which can accurately reflect the actual mechanical behavior of each part of the structure under service.

[0040] The connection between the point rail and the slide bed is simulated by a one-way force transmission spring, which transmits force only when under compression and does not transmit force when under tension. This can better simulate the mechanical transmission characteristics between the two, especially the contact characteristics under stress, which is more in line with actual working conditions and can better analyze the response of the turnout under dynamic loads.

[0041] Step S22. Using the finite element model of the common pad position in the turnout model as the turnout finite element model;

[0042] Specifically, the model of the common pad position is extracted in the present application as the finite element model of the turnout, which pays more attention to the state of the rubber pad under the pad position, which not only reduces the amount of calculation but also ensures the representativeness of the model.

[0043] Step S30. Perform frequency domain analysis based on the turnout finite element model to obtain an admittance curve;

[0044] Specifically, the frequency response function of the target railway turnout rail is calculated using the swept frequency analysis in ANSYS. The frequency range set in this application is 30Hz-300Hz, and the step size is 1Hz. Harmonic excitation is applied to the rail position on the sleeper of the turnout finite element model, and exciting forces of different frequencies within the frequency range are applied. The response is recorded at the response point of the turnout finite element model, which is converted into a frequency response function, and the admittance curve is calculated and plotted. In this application, the admittance curve in the vertical direction is plotted.

[0045] Step S40. Compare and analyze the admittance curve with the on-site hammer test data to obtain an analysis result, which includes an error value between the admittance curve and the on-site hammer test data;

[0046] Specifically, through comparative analysis, the accuracy of the turnout finite element model is verified to ensure that it can truly reflect the dynamic characteristics of the actual turnout structure. Through error analysis and model adjustment, the analysis accuracy of the turnout finite element model is improved, so that it can more accurately predict the dynamic response of the structure.

[0047] Specifically, step S40 specifically includes step S41, step S42 and step S43:

[0048] Step S41. Calculate the effective modal mass based on multiple peaks on the admittance curve to obtain the effective modal mass in the vertical direction;

[0049] Specifically, there are many resonance frequencies of railway turnout rails. By calculating the finite element model of the turnout, we can easily determine the first-order vertical bending modal frequency of the local rails.

[0050] Specifically, step S41 specifically includes step S411, step S412, step S413 and step S414:

[0051] Step S411. Determine the modal vibration shape vectors in the vertical direction under multiple vibration modes based on the admittance amplitude corresponding to the peak value on the admittance curve, and obtain multiple modal vibration shape vectors, which are used to characterize the relative deformation of the railway turnout rail structure in the vertical direction under the vibration mode;

[0052] Specifically, the modal vibration vector represents the relative deformation of the railway turnout rail structure in the vertical direction under a specific vibration mode, showing the deformation characteristics under different modes.

[0053] Step S412: Obtain a corresponding mass matrix based on the railway turnout rail model information; the mass matrix can be constructed according to the structural characteristics and material properties of the target railway turnout rail.

[0054] Step S413. Calculate the product of the modal vibration shape vector and the mass matrix to obtain the participation factor, which is used to characterize the contribution of the vibration mode in the vertical direction;

[0055] Step S414. Calculate the square of the participation factor to obtain the effective modal mass;

[0056] Specifically, the calculation formula of the participation factor is:

[0057]

[0058] Among them, γ p is the participation factor of the pth vibration mode in the vertical direction; is the vibration mode vector of the pth vibration mode in the vertical direction; for is the transpose of ; M is the mass matrix; D is the unit vector in the vertical direction.

[0059] The effective modal mass is an indicator to measure the importance of the mode. The larger the value, the higher the sensitivity of the local turnout model to external excitation, while the smaller the value, the lower the sensitivity. The calculation formula of the effective modal mass is:

[0060]

[0061] Among them, M p is the effective modal mass of the pth vibration mode in the vertical direction; γ p is the participation factor of the pth vibration mode in the vertical direction; is the vibration mode vector of the pth vibration mode in the vertical direction; for is the transpose of ; M is the mass matrix.

[0062] Step S42. Determine a maximum value from a plurality of effective modal masses, and use the modal frequency corresponding to the maximum value as the initial first-order vertical bending modal frequency;

[0063] Step S43. Calculate the first-order vertical bending modal frequency of the test based on the on-site hammer test data, and calculate the difference between the initial first-order vertical bending modal frequency and the first-order vertical bending modal frequency of the test to obtain an analysis result;

[0064] Specifically, the maximum modal mass is found from the admittance curve in the vertical direction and the modal masses corresponding to multiple peaks in the vertical direction, so that the peak corresponding to the maximum modal mass is used as the first-order vertical bending modal frequency.

[0065] Step S50. When the analysis result is less than the first preset error, the stiffness parameter of the turnout finite element model is adjusted to perform frequency domain simulation analysis to obtain the first-order vertical bending modal frequency, which is used to characterize the frequency at which the target railway turnout rail is most likely to vibrate when subjected to a vertical force;

[0066] Specifically, different stiffness parameters are set at different spatial positions in the turnout finite element model, so as to perform a large number of finite element calculations, which can provide data support for the subsequent establishment of the functional relationship between the stiffness parameters and the first-order vertical bending modal frequency.

[0067] Considering that the tested first-order vertical bending modal frequency is used to characterize the main vibration frequency of the railway turnout rail when subjected to vertical force, that is, the frequency at which the railway turnout rail system is most likely to vibrate, this frequency reflects the bending response of the railway turnout rail system in the vertical direction, and is affected by the stiffness of the rubber pad under the rail and the rubber pad under the plate, among which the stiffness of the rubber pad under the plate plays a decisive role. Therefore, the stiffness parameter adjusted in this application is the stiffness parameter of the rubber pad under the plate.

[0068] Step S60. Perform fitting based on the stiffness parameter and the first-order vertical bending modal frequency to obtain a functional relationship between the stiffness parameter and the first-order vertical bending modal frequency;

[0069] Specifically, it can be understood that this step can accurately describe the relationship between the stiffness parameter and the first-order vertical bending modal frequency by establishing a functional relationship, providing theoretical support for further analysis and design. By understanding the relationship between the stiffness parameter and the first-order vertical bending modal frequency, the structural design can be optimized and its dynamic and static performance can be improved. Among them, the functional relationship between the stiffness parameter and the first-order vertical bending modal frequency can be expressed by the following formula:

[0070] Y=F(X)

[0071] Where Y is the first-order vertical bending mode frequency, X is the stiffness parameter, and F() is the fitting function.

[0072] Step S70. Calculate the elastic rubber pad evaluation stiffness of the target railway turnout rail based on the on-site hammer test data and the functional relationship, wherein the elastic rubber pad evaluation stiffness is the stiffness of the rubber pad under the plate;

[0073] Specifically, step S70 specifically includes step S71 and step S72:

[0074] Step S71. Substituting the on-site hammer test data into the functional relationship for calculation, and obtaining the target rubber pad stiffness corresponding to the on-site hammer test data;

[0075] Specifically, it can be understood that this step obtains the stiffness parameters by inverting the known functional relationship, and by converting the first-order vertical bending modal frequency in the field hammer test data into stiffness parameters, the evaluation accuracy of the turnout structure performance can be improved.

[0076] Step S72: Compare and verify the target rubber pad stiffness. When the verification result meets the set conditions, the target rubber pad stiffness is the elastic rubber pad evaluation stiffness of the target railway turnout rail.

[0077] Specifically, the comparative verification can be cross-validated through other test results, or compared with the known rubber pad stiffness. If the comparative verification results indicate that the current target rubber pad stiffness is significantly different from the actual stiffness result, it may be necessary to adjust the turnout finite element model parameters to improve the calculation accuracy.

[0078] The above calculation method can be used to quickly evaluate the stiffness of the rubber pads under the plate with different service times and service conditions in the on-site hammer test, so as to timely discover and solve possible rubber pad problems and ensure the safe and stable operation of the railway system.

[0079] Embodiment 2:

[0080] like Figure 2 As shown, this embodiment provides an elastic pad stiffness evaluation device based on modal mass calculation, the device comprising:

[0081] A first acquisition unit 10 is used to acquire model information and on-site hammer test data of a target railway turnout rail;

[0082] A construction unit 20 is used to construct the model information of the target railway turnout rail using a preset finite element software to obtain a turnout finite element model;

[0083] An analysis unit 30, used for performing frequency domain analysis based on the turnout finite element model to obtain an admittance curve;

[0084] A comparison unit 40 is used to compare and analyze the admittance curve with the on-site hammer test data to obtain an analysis result, which includes an error value between the admittance curve and the on-site hammer test data;

[0085] The adjustment unit 50 is used to adjust the stiffness parameters of the turnout finite element model to perform frequency domain simulation analysis when the analysis result is less than the first preset error, and obtain the first-order vertical bending modal frequency, wherein the stiffness parameters include the stiffness of the rubber pad under the rail and the stiffness of the rubber pad under the plate, and the first-order vertical bending modal frequency is used to characterize the frequency at which the target railway turnout rail is most likely to vibrate when subjected to a vertical force;

[0086] A fitting unit 60, configured to perform fitting based on the stiffness parameter and the first-order vertical bending modal frequency to obtain a functional relationship between the stiffness parameter and the first-order vertical bending modal frequency;

[0087] The first calculation unit 70 is used to calculate the elastic rubber pad evaluation stiffness of the target railway turnout rail based on the on-site hammer test data and the functional relationship.

[0088] In a specific embodiment disclosed in the present application, the construction unit 20 includes:

[0089] An input unit is used to input the railway turnout rail model information into a preset finite element software for construction to obtain a turnout model, wherein the basic rail, guard rail, etc. in the railway turnout rail model information are simulated by cross-section beams, the point rail and heart rail in the railway turnout rail model information are simulated by variable-section long beams, the buckling parts and rail-under-rail pads in the railway turnout rail model information are simulated by linear springs, the iron pads in the railway turnout rail model information are simulated by uniform-section Euler beams, the stiffness of the rubber pads under the plates in the railway turnout rail model information is simulated by linear springs, and the connection between the point rail and the slide bed in the railway turnout rail model information is simulated by a unidirectional force transmission spring;

[0090] As a unit, it is used to use the finite element model of the common pad position in the turnout model as the turnout finite element model.

[0091] In a specific embodiment disclosed in the present application, the comparison unit 40 includes:

[0092] A second calculation unit is used to calculate the effective modal mass based on multiple peaks on the admittance curve to obtain the effective modal mass in the vertical direction;

[0093] a first determining unit, configured to determine a maximum value from a plurality of effective modal masses, and use a modal frequency corresponding to the maximum value as an initial first-order vertical bending modal frequency;

[0094] The third calculation unit is used to calculate the tested first-order vertical bending modal frequency based on the on-site hammer test data, and calculate the difference between the initial first-order vertical bending modal frequency and the tested first-order vertical bending modal frequency to obtain an analysis result.

[0095] In a specific implementation disclosed in the present application, the second computing unit includes:

[0096] A second determination unit is used to determine the modal vibration shape vectors in the vertical direction under multiple vibration modes based on the admittance amplitude corresponding to the peak value on the admittance curve, and obtain multiple modal vibration shape vectors, wherein the modal vibration shape vectors are used to characterize the relative deformation of the railway turnout rail structure in the vertical direction under the vibration mode;

[0097] A second acquisition unit is used to acquire a corresponding mass matrix based on the railway turnout rail model information;

[0098] The fourth calculation unit is used to calculate the product of the modal vibration vector and the mass matrix to obtain the participation factor, which is used to characterize the contribution of the vibration mode in different directions;

[0099] The fifth calculation unit is used to calculate the square of the participation factor to obtain the effective modal mass.

[0100] In a specific implementation disclosed in the present application, the first calculation unit 70 includes:

[0101] A sixth calculation unit, used for substituting the on-site hammer test data into the functional relationship for calculation, to obtain a target rubber pad stiffness corresponding to the on-site hammer test data;

[0102] The verification unit is used to compare and verify the target rubber pad stiffness. When the verification result meets the set conditions, the target rubber pad stiffness is used as the elastic rubber pad evaluation stiffness of the target railway turnout rail.

[0103] It should be noted that, regarding the device in the above embodiment, the specific manner in which each module performs the operation has been described in detail in the embodiment of the method, and will not be elaborated here.

[0104] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. For those skilled in the art, the present invention may have various modifications and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

[0105] The above is only a specific embodiment of the present invention, but the protection scope of the present invention is not limited thereto. Any person skilled in the art can easily think of changes or substitutions within the technical scope disclosed by the present invention, which should be included in the protection scope of the present invention. Therefore, the protection scope of the present invention should be based on the protection scope of the claims.

Claims

1. A method for evaluating elastic pad stiffness based on modal mass calculation, characterized in that: include: Obtain the model information and on-site hammer test data of the target railway turnout rails; Using a preset finite element software to construct the model information of the target railway turnout rail to obtain a turnout finite element model; Perform frequency domain analysis based on the turnout finite element model to obtain an admittance curve; Comparing and analyzing the admittance curve with the on-site hammer test data to obtain an analysis result, wherein the analysis result includes an error value between the admittance curve and the on-site hammer test data; When the analysis result is less than the first preset error, the stiffness parameter of the turnout finite element model is adjusted to perform frequency domain simulation analysis to obtain the first-order vertical bending modal frequency, where the first-order vertical bending modal frequency is used to characterize the frequency at which the target railway turnout rail is most likely to vibrate when subjected to a vertical force; Performing fitting based on the stiffness parameter and the first-order vertical bending modal frequency to obtain a functional relationship between the stiffness parameter and the first-order vertical bending modal frequency; The elastic rubber pad evaluation stiffness of the target railway turnout rail is calculated based on the on-site hammer test data and the functional relationship.

2. The elastic pad stiffness evaluation method based on modal mass calculation according to claim 1 is characterized in that The admittance curve is compared and analyzed with the on-site hammer test data to obtain an analysis result, wherein the analysis result includes an error value between the admittance curve and the on-site hammer test data, including: Calculating the effective modal mass based on multiple peaks on the admittance curve to obtain the effective modal mass in the vertical direction; Determining a maximum value from a plurality of effective modal masses, and using a modal frequency corresponding to the maximum value as an initial first-order vertical bending modal frequency; The first-order vertical bending modal frequency of the test is calculated based on the on-site hammer test data, and the difference between the initial first-order vertical bending modal frequency and the first-order vertical bending modal frequency of the test is calculated to obtain the analysis result.

3. The elastic pad stiffness evaluation method based on modal mass calculation according to claim 2 is characterized in that , based on the multiple peaks on the admittance curve, the effective modal mass is calculated to obtain the effective modal mass in the vertical direction, including: Determine the modal vibration shape vectors in the vertical direction under multiple vibration modes based on the admittance amplitude corresponding to the peak value on the admittance curve, and obtain multiple modal vibration shape vectors, wherein the modal vibration shape vectors are used to characterize the relative deformation of the railway turnout rail structure in the vertical direction under the vibration mode; Acquire a corresponding mass matrix based on the railway turnout rail model information; Calculating the product of the modal vibration shape vector and the mass matrix to obtain a participation factor, where the participation factor is used to characterize the contribution of the vibration mode in the vertical direction; The square of the participation factor is calculated to obtain the effective modal mass.

4. The elastic pad stiffness evaluation method based on modal mass calculation according to claim 1 is characterized in that , based on the on-site hammer test data and the functional relationship, the elastic rubber pad evaluation stiffness of the target railway turnout rail is calculated, including: Substituting the on-site hammer test data into the functional relationship for calculation, to obtain a target rubber pad stiffness corresponding to the on-site hammer test data; The target rubber pad stiffness is compared and verified, and when the verification result meets the set conditions, the target rubber pad stiffness is used as the elastic rubber pad evaluation stiffness of the target railway turnout rail.

5. The elastic pad stiffness evaluation method based on modal mass calculation according to claim 1 is characterized in that ,Using the preset finite element software to construct the model information of the target railway turnout rail, a turnout finite element model is obtained, including: Input the railway turnout rail model information into a preset finite element software for construction to obtain a turnout model, wherein the basic rail, guard rail, etc. in the railway turnout rail model information are simulated by cross-section beams, the point rail and heart rail in the railway turnout rail model information are simulated by variable-section long beams, the buckling parts and rail-under-rail pads in the railway turnout rail model information are simulated by linear springs, the iron pads in the railway turnout rail model information are simulated by uniform-section Euler beams, the stiffness of the rubber pads under the plates in the railway turnout rail model information is simulated by linear springs, and the connection between the point rail and the slide bed in the railway turnout rail model information is simulated by a unidirectional force transmission spring; The finite element model of the common pad position in the turnout model is used as the turnout finite element model.

6. An elastic pad stiffness evaluation device based on modal mass calculation, characterized in that: include: A first acquisition unit is used to acquire model information and on-site hammer test data of a target railway turnout rail; A construction unit, used to construct the model information of the target railway turnout rail using a preset finite element software to obtain a turnout finite element model; An analysis unit, used for performing frequency domain analysis based on the turnout finite element model to obtain an admittance curve; A comparison unit, used for comparing and analyzing the admittance curve with the on-site hammer test data to obtain an analysis result, wherein the analysis result includes an error value between the admittance curve and the on-site hammer test data; an adjusting unit, for adjusting the stiffness parameters of the finite element model of the turnout to perform frequency domain simulation analysis when the analysis result is less than a first preset error, and obtaining a first-order vertical bending modal frequency, wherein the stiffness parameters include the stiffness of the rubber pad under the rail and the stiffness of the rubber pad under the plate, and the first-order vertical bending modal frequency is used to characterize the frequency at which the target railway turnout rail is most likely to vibrate when subjected to a vertical force; a fitting unit, configured to perform fitting based on the stiffness parameter and the first-order vertical bending modal frequency to obtain a functional relationship between the stiffness parameter and the first-order vertical bending modal frequency; The first calculation unit is used to calculate the elastic rubber pad evaluation stiffness of the target railway turnout rail based on the on-site hammer test data and the functional relationship.

7. The elastic pad stiffness evaluation device based on modal mass calculation according to claim 6 is characterized in that: The comparison unit comprises: A second calculation unit is used to calculate the effective modal mass based on multiple peaks on the admittance curve to obtain the effective modal mass in the vertical direction; a first determining unit, configured to determine a maximum value from a plurality of effective modal masses, and use a modal frequency corresponding to the maximum value as an initial first-order vertical bending modal frequency; The third calculation unit is used to calculate the tested first-order vertical bending modal frequency based on the on-site hammer test data, and calculate the difference between the initial first-order vertical bending modal frequency and the tested first-order vertical bending modal frequency to obtain the analysis result.

8. The elastic pad stiffness evaluation device based on modal mass calculation according to claim 7 is characterized in that: The second computing unit comprises: A second determination unit is used to determine the modal vibration shape vectors in the vertical direction under multiple vibration modes based on the admittance amplitude corresponding to the peak value on the admittance curve, and obtain multiple modal vibration shape vectors, wherein the modal vibration shape vectors are used to characterize the relative deformation of the railway turnout rail structure in the vertical direction under the vibration mode; A second acquisition unit, configured to acquire a corresponding mass matrix based on the railway turnout rail model information; a fourth calculation unit, configured to calculate the product of the modal vibration shape vector and the mass matrix to obtain a participation factor, wherein the participation factor is used to characterize the contribution of the vibration mode in the vertical direction; The fifth calculation unit is used to calculate the square of the participation factor to obtain the effective modal mass.

9. The elastic pad stiffness evaluation device based on modal mass calculation according to claim 6, characterized in that: The first computing unit comprises: a sixth calculation unit, configured to substitute the on-site hammer test data into the functional relationship for calculation to obtain a target rubber pad stiffness corresponding to the on-site hammer test data; The verification unit is used to compare and verify the target rubber pad stiffness. When the verification result meets the set conditions, the target rubber pad stiffness is used as the elastic rubber pad evaluation stiffness of the target railway turnout rail.

10. The elastic pad stiffness evaluation device based on modal mass calculation according to claim 6, characterized in that: The building blocks include: An input unit is used to input the railway turnout rail model information into a preset finite element software for construction to obtain a turnout model, wherein the basic rail, guard rail, etc. in the railway turnout rail model information are simulated by cross-section beams, the point rail and heart rail in the railway turnout rail model information are simulated by variable-section long beams, the buckling parts and rail-under-rail pads in the railway turnout rail model information are simulated by linear springs, the iron pads in the railway turnout rail model information are simulated by uniform-section Euler beams, the stiffness of the rubber pads under the plates in the railway turnout rail model information is simulated by linear springs, and the connection between the point rail and the slide bed in the railway turnout rail model information is simulated by a unidirectional force transmission spring; As a unit, it is used to use the finite element model of the common pad position in the turnout model as the turnout finite element model.

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