Elastic rubber pad stiffness evaluation method and device based on modal mass calculation

Abstract

The application provides a kind of elastic rubber pad stiffness evaluation method and device based on modal mass calculation, it is related to track stiffness evaluation technical field, including obtaining the model information and hammer test data of railway turnout rail;Obtain turnout finite element model;Obtain the functional relationship between stiffness parameter and first order vertical bending mode frequency;The evaluation stiffness of the elastic rubber pad of target railway turnout rail is calculated.The application determines the functional relationship between rubber pad stiffness and first order vertical bending mode frequency by combining turnout finite element model and field hammer test data, and can evaluate the rubber pad stiffness of turnout, a relatively complex track structure.Also, the application improves the inference accuracy of rubber pad stiffness by combining the frequency response function of railway turnout track structure obtained by hammering method and finite element model, can realize the rapid feedback of railway turnout track rubber pad stiffness, helps to find and solve problems in time, and ensures the stable operation of railway system.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of track stiffness evaluation, in particular to an elastic rubber pad stiffness evaluation method and device based on modal mass calculation. BACKGROUND

[0002] The existing technology usually takes out the rubber pad to test its stiffness in the laboratory when judging the deterioration of the track elastic rubber pad, but such operation will damage the original track structure and is time-consuming and laborious. Of course, there also exists a method of testing the track on site by applying a load to measure the corresponding track deformation and directly measuring the stiffness of the track. The loading device of this method is relatively heavy and is not convenient to use on site. Now there exists a method of detecting the physical information of the track by a test car in the section line, such as testing the axle box acceleration of the car body, and predicting the stiffness of the track by judging the frequency of P2 resonance. The disadvantage of this method is that it is difficult to measure the local position of the track, and it is not suitable for switches.

[0003] The existing technical solution does not propose an evaluation method for the stiffness of the elastic rubber pad in the railway switch, because the composition of the switch rail is not consistent with the section line, so a special technical solution needs to be proposed for the switch. In the switch area, the track structure is complex, the boundary is variable, the wheel-rail excitation level is variable, there is coupling of multi-dimensional parameters, and the switch area is the key and difficulty of maintenance and repair. How to quickly test the track stiffness on site is a difficult problem to be solved. SUMMARY

[0004] The purpose of the present application is to provide an elastic rubber pad stiffness evaluation method and device based on modal mass calculation to improve the above problems. In order to achieve the above purpose, the technical solution adopted by the present application is as follows:

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

[0006] Obtaining the model information and field hammering test data of the target railway switch rail;

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

[0008] Performing frequency domain analysis based on the switch finite element model to obtain a mobility curve;

[0009] Comparing and analyzing the mobility curve with the field hammering test data to obtain an analysis result, the analysis result including an error value of the mobility curve and the field hammering test data;

[0010] When the analysis result is less than a first preset error, a stiffness parameter of the turnout finite element model is adjusted for frequency domain simulation analysis to obtain a first-order vertical bending modal frequency, the stiffness parameter including rail under rubber pad stiffness and slab under rubber pad stiffness, and the first-order vertical bending modal frequency being used to represent a frequency at which the target railway turnout rail is most prone to vibrate when subjected to a vertical direction force;

[0011] Based on the stiffness parameter and the first-order vertical bending modal frequency, a function relationship between the stiffness parameter and the first-order vertical bending modal frequency is obtained through fitting;

[0012] Based on the field hammering test data and the function relationship, the evaluation stiffness of the elastic rubber pad of the target railway turnout rail is calculated.

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

[0014] A first acquisition unit is configured to acquire model information and field hammering test data of a target railway turnout rail;

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

[0016] An analysis unit is configured to perform frequency domain analysis based on the turnout finite element model to obtain a mobility curve;

[0017] A comparison unit is configured to compare and analyze the mobility curve with the field hammering test data to obtain an analysis result, the analysis result including an error value of the mobility curve and the field hammering test data;

[0018] An adjustment unit is configured to, when the analysis result is less than a first preset error, adjust a stiffness parameter of the turnout finite element model for frequency domain simulation analysis to obtain a first-order vertical bending modal frequency, the stiffness parameter including rail under rubber pad stiffness and slab under rubber pad stiffness, and the first-order vertical bending modal frequency being used to represent a frequency at which the target railway turnout rail is most prone to vibrate when subjected to a vertical direction force;

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

[0020] A first calculation unit is configured to, based on the field hammering test data and the function relationship, calculate the evaluation stiffness of the elastic rubber pad of the target railway turnout rail.

[0021] The application has the following beneficial effects:

[0022] The present application can evaluate the rubber pad stiffness of the turnout by combining the turnout finite element model and the hammer test data on site to determine the function relationship between the rubber pad stiffness parameter and the first-order vertical bending modal frequency.

[0023] Other features and advantages of the present application will be set forth in the following description, and in part will become apparent to those skilled in the art upon examination of the following or can be learned by practice of the present application. The objects and other advantages of the present application can be realized and attained by the structure particularly pointed out in the written description and claims hereof as well as the appended drawings. BRIEF DESCRIPTION OF DRAWINGS

[0024] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings needed to be used in the embodiments will be briefly introduced as follows. It should be understood that the following drawings only show some of the embodiments of the present application, and therefore should not be considered as limiting the scope. For those skilled in the art, other related drawings can also be obtained without creative labor on the basis of these drawings.

[0025] Figure 1 The flowchart of the elastic rubber pad stiffness evaluation method based on modal mass calculation described in the embodiments of the present application;

[0026] Figure 2 The structure diagram of the elastic rubber pad stiffness evaluation device based on modal mass calculation described in the embodiments of the present application.

[0027] Marked 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 objects, technical solutions and advantages of the embodiments of the present application clearer, the following will clearly and completely describe the technical solutions in the embodiments of the present application with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only some but not all of the embodiments of the present application. The components of the embodiments of the present application described and shown in the drawings can be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of the present application provided in the drawings is not intended to limit the scope of the claimed present application, but only represents selected embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative work fall within the scope of protection of the present application.

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

[0030] Embodiment 1

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

[0032] Referring to Figure 1 , the method includes steps S10, S20, S30, S40, S50, S60 and S70.

[0033] Step S10. Obtain model information and field hammering test data of the target railway turnout rail.

[0034] Specifically, the target railway turnout rail in the present application is a turnout rail in service, the hammering test is performed on the turnout rail in service, and the hammering test data is recorded; the model information of the target railway turnout rail represents relevant model data of a brand-new turnout rail. The hammering test data and the model information are obtained to provide basic data for subsequent finite element modeling and calculation, so as to ensure the accuracy of the model and the reliability of the test result.

[0035] Step S20. A preset finite element software is used to construct the model information of the target railway turnout rail, so as to obtain a turnout finite element model.

[0036] Specifically, the finite element software used in the present application is ANSYS, and the finite element model of the turnout is established based on the beam model in ANSYS. The rail and the iron pad are simulated by the Euler beam, and the fastener system, the spacer iron and the top iron are simulated by the spring damper unit. The complex structure and complex boundary of the turnout are considered in the model establishment, such as unilateral pressing of the fastener and sharing of the iron pad by multiple rails. The finite element software used for modeling is not particularly 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. In the railway turnout rail model information, the main rail and the guard rail are simulated by an equal cross-section beam, the frog and the center rail are simulated by a variable cross-section long beam, the pressing part and the rail under the rubber pad are simulated by a linear spring, the iron pad is simulated by an equal cross-section Euler beam, the stiffness of the rubber pad under the plate is simulated by a distributed linear spring, and the connection between the frog and the sliding bed is simulated by a one-way force transmission spring.

[0039] Specifically, by using different simulation methods (cross-section beam, variable cross-section long beam, linear spring, etc.), the components of the turnout structure (such as the main rail, guard rail, frog, center rail, pressing part, rail under the rubber pad, etc.) are accurately modeled, which can accurately reflect the real mechanical behavior of each part under service conditions.

[0040] The connection between the frog and the sliding bed is simulated by a one-way force transmission spring, which only transmits force when compressed and does not transmit force when pulled. This can better simulate the mechanical transmission characteristics between the two, especially the contact characteristics under the stress state, so as to better meet the actual working conditions and better analyze the response of the turnout under dynamic load.

[0041] Step S22. The finite element model of the shared pad position in the turnout model is used as the turnout finite element model.

[0042] Specifically, the model of the shared pad position is extracted in the present application as the turnout finite element model, which pays more attention to the state of the rubber pad under the pad position, reduces the calculation amount, and ensures that the model is representative.

[0043] Step S30. Frequency domain analysis is performed based on the turnout finite element model to obtain the admittance curve.

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

[0045] Step S40. Compare the admittance curve with the field hammer test data to obtain an analysis result, which includes the error value of the admittance curve and the field hammer test data.

[0046] Specifically, the accuracy of the turnout finite element model is verified through comparative analysis 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 steps S41, S42 and S43:

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

[0049] Specifically, the resonance frequency of the railway turnout rail is very high, and by calculating the turnout finite element model, we can conveniently judge the first-order vertical bending modal frequency of the local rail.

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

[0051] Step S411. Determine the modal shape vectors in the vertical direction under multiple vibration modes based on the admittance amplitude corresponding to the peaks on the admittance curve to obtain multiple modal shape vectors. The modal shape vector is used to represent the relative deformation of the railway turnout rail structure in the vertical direction under the vibration mode.

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

[0053] Step S412. Obtain the corresponding mass matrix based on the railway turnout rail type information; the mass matrix can be constructed by 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 mode shape 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 mode shape vector of the pth vibration mode in the vertical direction; for is the transpose of ; M is the mass matrix.

[0062] Step S42: determining a maximum value from the multiple effective modal masses, and using the modal frequency corresponding to the maximum value as the initial first-order vertical bending modal frequency;

[0063] Step S43. 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;

[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, and 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 for frequency domain simulation analysis, and a first-order vertical bending modal frequency is obtained, which is used to represent the frequency at which the target railway turnout rail is most prone to vibration 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, thereby providing data support for establishing a functional relationship between the stiffness parameter and the first-order vertical bending modal frequency.

[0067] It is considered that the first-order vertical bending modal frequency is used to represent the main vibration frequency of the railway turnout rail when subjected to a vertical force, that is, the frequency at which the railway turnout rail system is most prone to vibration, which reflects the bending response of the railway turnout rail system in the vertical direction and is affected by the stiffness of the rail pad and the slab pad, and the stiffness of the slab pad plays a decisive role. Therefore, the stiffness parameter adjusted in the present application is the stiffness parameter of the slab pad.

[0068] Step S60. Fitting is performed 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 the functional relationship established in this step can accurately describe the relationship between the stiffness parameter and the first-order vertical bending modal frequency, thereby 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 structure design can be optimized, and the dynamic and static performance can be improved. The functional relationship between the stiffness parameter and the first-order vertical bending modal frequency can be represented by the following formula:

[0070] Y=F(X)

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

[0072] Step S70. Based on the field hammering test data and the functional relationship, the elastic pad evaluation stiffness of the target railway turnout rail is calculated, wherein the elastic pad evaluation stiffness is the slab pad stiffness.

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

[0074] Step S71. The field hammering test data is substituted into the functional relationship for calculation to obtain the target pad stiffness corresponding to the field hammering test data.

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

[0076] Step S72. The target rubber pad stiffness is compared and verified, and when the verification result meets the set condition, the target rubber pad stiffness is the evaluation stiffness of the elastic rubber pad of the target railway turnout rail;

[0077] Specifically, the comparative verification can be cross-verified by other test results, or compared with the known rubber pad stiffness. If the comparative verification result indicates that the current target rubber pad stiffness has a large difference with the actual stiffness result, the turnout finite element model parameters may need to be adjusted to improve the calculation accuracy.

[0078] Through the above calculation method, the stiffness of the rubber pad under the plate with different service times and service states can be quickly evaluated by field hammering test, so that the possible problems of the rubber pad can be found and solved in time, and the safe and stable operation of the railway system can be ensured.

[0079] Embodiment 2:

[0080] As shown in Figure 2 The embodiment provides an elastic rubber pad stiffness evaluation device based on modal mass calculation, and the device comprises:

[0081] A first acquisition unit 10 is configured to acquire model information and field hammering test data of a target railway turnout rail.

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

[0083] An analysis unit 30 is configured to perform frequency domain analysis based on the turnout finite element model to obtain a mobility curve.

[0084] A comparison unit 40 is configured to compare and analyze the mobility curve with the field hammering test data to obtain an analysis result, and the analysis result comprises an error value of the mobility curve and the field hammering test data.

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

[0086] The fitting unit 60 is configured to fit the function relationship between the stiffness parameter and the first-order vertical bending modal frequency based on the stiffness parameter and the first-order vertical bending modal frequency.

[0087] The first calculation unit 70 is configured to calculate the evaluation stiffness of the elastic rubber pad of the target railway turnout rail based on the field hammering test data and the function relationship.

[0088] In an embodiment disclosed in the present application, the construction unit 20 comprises:

[0089] The input unit is configured to input the railway turnout rail model information into the preset finite element software to construct the turnout model, wherein the basic rail, guard rail, etc. in the railway turnout rail model information are simulated by using a cross-section beam, the frog and the center rail in the railway turnout rail model information are simulated by using a variable cross-section long beam, the clamping part and the rubber pad under the rail in the railway turnout rail model information are simulated by using a linear spring, the iron pad in the railway turnout rail model information is simulated by using an equal cross-section Euler beam, the stiffness of the rubber pad under the plate in the railway turnout rail model information is simulated by using a linear spring, and the connection between the frog and the slide bed platform in the railway turnout rail model information is simulated by using a one-way force transmission spring.

[0090] The unit is configured to take the finite element model of the common pad position in the turnout model as the turnout finite element model.

[0091] In an embodiment disclosed in the present application, the comparison unit 40 comprises:

[0092] The second calculation unit is configured to calculate the effective modal mass in the vertical direction based on the plurality of peak values on the admittance curve.

[0093] The first determination unit is configured to determine the maximum value from the plurality of effective modal masses, and take the modal frequency corresponding to the maximum value as the initial first-order vertical bending modal frequency.

[0094] The third calculation unit is configured to calculate the test first-order vertical bending modal frequency based on the field hammering test data, and calculate the difference between the initial first-order vertical bending modal frequency and the test first-order vertical bending modal frequency to obtain the analysis result.

[0095] In an embodiment disclosed in the present application, the second calculation unit comprises:

[0096] The second determination unit is configured to determine the modal shape vectors in the vertical direction under the plurality of vibration modes based on the admittance amplitudes corresponding to the peak values on the admittance curve to obtain the plurality of modal shape vectors, and the modal shape vectors are used to represent 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 shape 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 embodiment disclosed in this application, the first calculation unit 70 includes:

[0101] A sixth calculation unit is used 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;

[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 apparatus in the above embodiment, the specific manner in which each module performs operations has been described in detail in the embodiment of the method, and will not be elaborated on here.

[0104] The foregoing description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Those skilled in the art will readily appreciate that various modifications and variations of the present invention are possible. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present invention are intended to be within the scope of protection of the present invention.

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

Claims

1. A method for evaluating elastic pad stiffness based on modal mass calculation, characterized in that: include: Obtain target railway turnout rail model information and on-site hammer test data; 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 a first preset error, adjusting the stiffness parameters of the turnout finite element model to perform frequency domain simulation analysis to obtain a 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; Calculating and obtaining the elastic rubber pad evaluation stiffness of the target railway turnout rail based on the on-site hammer test data and the functional relationship; The admittance curve is compared and analyzed 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, 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 the modal frequency corresponding to the maximum value as the 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 test first-order vertical bending modal frequency is calculated to obtain the analysis result.

2. The elastic pad stiffness evaluation method based on modal mass calculation according to claim 1 is characterized in that , calculating the effective modal mass based on multiple peaks on the admittance curve to obtain the effective modal mass in the vertical direction, including: Determining modal vibration shape vectors in the vertical direction under multiple vibration modes based on the admittance amplitudes corresponding to the peaks on the admittance curve, and obtaining 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 modes; 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.

3. The elastic pad stiffness evaluation method based on modal mass calculation according to claim 1 is characterized in that , calculating and obtaining the elastic rubber pad evaluation stiffness of the target railway turnout rail based on the on-site hammer test data and the functional relationship, including: Substituting the on-site hammer test data into the functional relationship for calculation, to obtain the 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.

4. 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: Inputting the railway turnout rail model information into a preset finite element software for construction to obtain a turnout model, wherein the base rail and guard rail in the railway turnout rail model information are simulated by a constant-section beam, the point rail and center rail in the railway turnout rail model information are simulated by a variable-section long beam, the clamping piece and rail under-rail rubber pad in the railway turnout rail model information are simulated by a linear spring, the iron pad in the railway turnout rail model information is simulated by a constant-section Euler beam, the stiffness of the plate under-plate rubber pad in the railway turnout rail model information is simulated by a 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; The finite element model of the common pad position in the turnout model is used as the turnout finite element model.

5. 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, configured 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, configured to perform frequency domain analysis based on the turnout finite element model to obtain an admittance curve; a comparison unit, configured to compare and analyze 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 adjustment unit, configured to adjust stiffness parameters of the turnout finite element model to perform frequency domain simulation analysis when the analysis result is less than a first preset error, to obtain 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; A first calculation unit is configured to calculate an evaluation stiffness of the elastic rubber pad of the target railway turnout rail based on the on-site hammer test data and the functional relationship; Wherein, the comparison unit includes: a second calculation unit, configured to calculate the effective modal mass based on a plurality of 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.

6. The elastic pad stiffness evaluation device based on modal mass calculation according to claim 5, characterized in that: The second calculation unit includes: a second determining unit, configured to determine modal vibration shape vectors in a vertical direction under a plurality of vibration modes based on the admittance amplitudes corresponding to the peaks on the admittance curve, to obtain a plurality of 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 modes; A second acquisition unit is 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.

7. The elastic pad stiffness evaluation device based on modal mass calculation according to claim 5, characterized in that: The first computing unit includes: a sixth calculation unit, configured to substitute the on-site hammer test data into the functional relationship to perform calculations 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.

8. The elastic pad stiffness evaluation device based on modal mass calculation according to claim 5, characterized in that: The building blocks include: an input unit, configured to input the railway turnout rail model information into a preset finite element software for construction to obtain a turnout model, wherein the base rail and guard rail in the railway turnout rail model information are simulated by a constant-section beam, the point rail and center rail in the railway turnout rail model information are simulated by a variable-section long beam, the clamping piece and rail under-rail rubber pad in the railway turnout rail model information are simulated by a linear spring, the iron pad in the railway turnout rail model information is simulated by a constant-section Euler beam, the stiffness of the plate under-plate rubber pad in the railway turnout rail model information is simulated by a 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; 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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