Coupling dynamic response analysis method and model for maglev train and track beam

Abstract

The invention discloses a coupling dynamic response analysis method and model for a maglev train and a track beam, and the method comprises the steps: obtaining first information of a finite element model of the track beam, which is subjected to dynamics analysis, and the first information comprises modal information, natural vibration frequency, a load action point and node coordinates; inputting the first information, the information of the maglev train and the displacement, speed and acceleration increment of the previous moment into a coupling vibration analysis model to obtain electromagnetic suspension force and guide force corresponding to the track beam and the maglev train respectively; respective corresponding unbalanced force is obtained through the electromagnetic suspension force and the guiding force; respectively corresponding displacement increment caused by the unbalanced force is solved; then solving respective corresponding current dynamic response values at the current moment, and finally solving respective corresponding electromagnetic suspension force, steering force and unbalanced force under the current dynamic response values; and when the unbalanced force and the integral time meet conditions, taking the current dynamic response value as an initial value of the next moment to carry out iteration again until the conditions are met, and obtaining a target dynamic response value.

Description

Technical Field

[0001] The present invention relates to the field of coupled vibration analysis of high-speed maglev trains and track beams, and relates to but is not limited to a coupled dynamic response analysis method and model of maglev trains and track beams. Background Art

[0002] Maglev train transportation technology has attracted increasing attention due to its advantages, including low vibration, low noise, small turning radius, large gradeability, and good environmental compatibility. It holds promising prospects for future development. High-speed maglev train routes often utilize elevated bridge structures, which are typically lightweight. Furthermore, the maglev track structure is relatively novel and relatively rigid. Maglev trains rely on active control of the electromagnetic levitation force to maintain stable suspension near the rated levitation gap. When a maglev train travels on the track beam, the track beam system deforms. This deformation affects the size of the maglev train's levitation gap, which in turn fluctuates the electromagnetic levitation force. This causes vibrations in the bridge structure downward and in the maglev train upward, resulting in coupled vibrations in the maglev train-track beam system. This phenomenon can compromise the safety, stability, and smoothness of maglev train operation. To ensure the safety of maglev train operation, it is necessary to comprehensively analyze the coupled dynamic response of the high-speed maglev train-track beam system and establish computational analysis methods and systems.

[0003] In related technologies, the research scope of the dynamic response analysis of maglev vehicle-bridge coupling is relatively narrow. The maglev vehicle model has been simplified to a certain extent, and the impact of the parametric vibration of the track structure on the coupled vibration of the maglev vehicle-bridge is rarely considered.

[0004] Therefore, how to more deeply and accurately analyze the vibration characteristics and dynamic response characteristics of the track beam and car body has become an urgent problem to be solved. Summary of the Invention

[0005] In view of this, an embodiment of the present invention provides a coupled dynamic response analysis method for a maglev train and a track beam, which at least solves the problem that related technologies cannot more deeply and accurately analyze the vibration characteristics and dynamic response characteristics of the track beam and the vehicle body.

[0006] According to a first aspect of an embodiment of the present invention, a method for analyzing coupled dynamic responses of a maglev train and a track beam is provided, comprising: Performing a dynamic analysis on a finite element model of the track beam to obtain first information, the first information including modal information, natural frequency, load application points, and node coordinates; Inputting the first information, the acquired second information of the maglev train, and the last dynamic response value at the last moment into a coupled vibration analysis model to obtain a first electromagnetic suspension force and a first guide force corresponding to the track beam and the maglev train, respectively; the second information includes a mass matrix, a stiffness matrix, calculation parameters of the suspension control system, an integration step, an integration time, and a vehicle speed; and the last dynamic response value includes displacement, velocity, and acceleration increments; Obtaining the first unbalanced force corresponding to each other through the first electromagnetic levitation force and the first guide force; and solving the displacement increments corresponding to each of the track beam and the maglev train caused by the first unbalanced force; Obtaining current dynamic response values of the track beam and the maglev train at the current moment caused by the displacement increment, and solving the second electromagnetic levitation force, the second guiding force, and the second unbalanced force corresponding to the current dynamic response values; When the second unbalanced force converges but the integration time does not meet the preset time, the current dynamic response value is used as the initial value at the next moment, and the new first electromagnetic suspension force and first guide force at the next moment are calculated again based on the first information, the second information and the initial value until the new second unbalanced force at the next moment converges and the integration time meets the preset time, and the next dynamic response value at the next moment is used as the target dynamic response value.

[0007] According to a second aspect of an embodiment of the present invention, a coupled dynamic response analysis model of a maglev train and a track beam is provided, comprising: Deconstructing the body of a maglev train, establishing a multi-degree-of-freedom dynamic model of the maglev train, and constructing an active suspension control system based on displacement, velocity, and acceleration feedback; Establish a track beam finite element model in the finite element analysis software, and obtain the bridge vibration equation based on the track beam finite element model; The active suspension control system is used as a link, and the bridge vibration equation and the multi-degree-of-freedom dynamic model are combined to construct a coupled vibration analysis model of the maglev train and the track beam.

[0008] According to a third aspect of an embodiment of the present invention, there is provided an electronic device comprising: a processor, a memory, a communication interface and a communication bus, wherein the processor, the memory and the communication interface communicate with each other via the communication bus; the memory is used to store at least one executable instruction, and the executable instruction enables the processor to perform an operation corresponding to the method described in the first aspect or the second aspect.

[0009] According to a fourth aspect of an embodiment of the present invention, a computer storage medium is provided, on which a computer program is stored. When the program is executed by a processor, the method according to the first aspect or the second aspect is implemented.

[0010] According to the solution provided by an embodiment of the present invention, a finite element model of a track beam is dynamically analyzed to obtain first information, which includes modal information, natural frequency, load application point and node coordinates; the first information, the second information obtained of the maglev train and the previous dynamic response value at the previous moment are input into a coupled vibration analysis model to obtain the first electromagnetic suspension force and the first guide force corresponding to the track beam and the maglev train respectively; the second information includes the mass matrix, the stiffness matrix, the calculation parameters of the suspension control system, the integration step, the integration time and the vehicle speed; the previous dynamic response value includes the displacement, the velocity and the acceleration increment; the first unbalanced force corresponding to each of the first electromagnetic suspension force and the first guide force is obtained; and the first unbalanced force caused by the first unbalanced force is solved. The method comprises the following steps: determining the displacement increments of the track beam and the maglev train caused by the balancing force; obtaining the current dynamic response values of the track beam and the maglev train caused by the displacement increments, and solving for the corresponding second electromagnetic levitation force, second guide force, and second unbalanced force under the current dynamic response value; and when the second unbalanced force converges but the integration time does not meet the preset time, using the current dynamic response value as the initial value for the next moment, and again calculating the new first electromagnetic levitation force and first guide force for the next moment based on the first information, the second information, and the initial value until the new second unbalanced force converges and the integration time meets the preset time, and using the next dynamic response value at the next moment as the target dynamic response value. In this process, the coupled vibration analysis model is first used to simulate the vehicle-bridge coupled vibration response with high precision, accurately identifying parameters such as weak points in the track beam structure and the critical speed for maglev train operation safety, providing an optimization basis for track design and driving safety. The coupled vibration analysis model then supports parametric modeling and automated iterative calculations, allowing for rapid verification of different track beam stiffness, structural forms, and other options during the actual engineering design phase, thereby reducing the number of physical tests and shortening the engineering development cycle. In addition, by combining frequency domain / time domain analysis capabilities, it is possible to predict long-term vibration fatigue damage to track beams, optimize operation and maintenance strategies (such as accurately locating beam sections that need reinforcement), and extend the service life of infrastructure. Finally, based on the first information, the second information obtained from the maglev train, and the dynamic response values at different times, the target dynamic response value is iteratively obtained, which supports the import of multi-source data types such as wind loads and seismic motions, providing a foundation for subsequent multi-system dynamic coupling research. BRIEF DESCRIPTION OF THE DRAWINGS

[0011] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following briefly introduces the drawings required for describing the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. Those skilled in the art can also derive other drawings based on these drawings without inventive work, among which: Figure 1 A schematic flow chart of a method for analyzing the coupled dynamic response of a maglev train and a track beam provided in an embodiment of the present invention; Figure 2 A schematic structural diagram of an electronic device provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0012] 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 the embodiments. The following embodiments are used to illustrate the present invention, but are not used to limit the scope of the present invention. Based on the embodiments of 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.

[0013] In the following description, reference is made to “some embodiments”, which describes a subset of all possible embodiments, but it will be understood that “some embodiments” may be the same subset or different subsets of all possible embodiments and may be combined with each other without conflict.

[0014] It should be pointed out that the terms "first\second\third" involved in the embodiments of the present invention are only used to distinguish similar objects and do not represent a specific ordering of the objects. It can be understood that "first\second\third" can be interchanged with a specific order or sequence where permitted, so that the embodiments of the present invention described here can be implemented in an order other than that illustrated or described here.

[0015] Those skilled in the art will understand that, unless otherwise defined, all terms used herein (including technical and scientific terms) have the same meaning as commonly understood by those skilled in the art in the art to which the embodiments of the present invention pertain. It should also be understood that terms such as those defined in common dictionaries should be understood to have meanings consistent with their meanings in the context of the prior art and, unless specifically defined as herein, should not be interpreted in an idealized or overly formal sense.

[0016] Figure 1A flow chart of a method for analyzing the coupled dynamic responses of a maglev train and a track beam provided in an embodiment of the present invention is provided. The method for analyzing the coupled dynamic responses of a maglev train and a track beam provided in an embodiment of the present invention can be executed by an electronic device, such as a computer, a server, etc.

[0017] like Figure 1 As shown in FIG, the coupled dynamic response analysis method of the maglev train and the track beam includes: S101. Perform a dynamic analysis on a finite element model of the track beam to obtain first information, where the first information includes: modal information, natural frequency, load application point, and node coordinates.

[0018] In embodiments of the present invention, dynamic analysis of a track beam finite element model involves studying how the finite element model changes over time under the action of forces. The finite element model defines material properties, boundary conditions, and geometry. Dynamic loads (such as vehicle vibration, wind, and seismic waves) are applied to the existing finite element model to simulate the structure's response (displacement, velocity, acceleration, stress, and strain) to these external forces, generating first information. This first information includes modal information, natural frequencies, load application points, and node coordinates.

[0019] Modal information refers to the different modes of structural vibration. Each mode has a specific shape (modal shape) and frequency (natural frequency). The natural frequency refers to the frequency at which the track beam naturally vibrates without external excitation. The load application point refers to the specific location on the track beam where the external force (load) is applied. The node coordinates refer to the node coordinates corresponding to the dynamic response value of a specific bridge part of interest.

[0020] Among them, ANSYS can be used to establish a finite element model of the track beam.

[0021] S102. Input the first information, the second information of the maglev train, and the previous dynamic response value at the previous moment into the coupled vibration analysis model to obtain the first electromagnetic suspension force and the first guiding force corresponding to the track beam and the maglev train respectively; the second information includes the mass matrix, the stiffness matrix, the calculation parameters of the suspension control system, the integration step, the integration time and the vehicle speed; the previous dynamic response value includes the displacement, the velocity and the acceleration increment.

[0022] In an embodiment of the present invention, the second information is system and control parameter information for the maglev train, including the mass matrix, stiffness matrix, calculation parameters of the suspension control system, integration step size, integration time, and vehicle speed. The previous dynamic response value includes displacement, velocity, and acceleration increment. A coupled vibration analysis model is constructed between the maglev train and the track beam. The first information, the second information, and the previous dynamic response value at the previous moment are input into the constructed coupled vibration analysis model to obtain the first electromagnetic levitation force and first guide force corresponding to the track beam, as well as the first electromagnetic levitation force and first guide force corresponding to the maglev train.

[0023] The mass matrix reflects the mass distribution of the maglev train's components, while the stiffness matrix represents the train's ability to resist deformation. The calculation parameters of the suspension control system are used to adjust the electromagnetic force in real time to maintain the train's stable suspension above the track beams. The integration step size refers to the time interval used during numerical integration.

[0024] S103. Obtain the first unbalanced force corresponding to each other through the first electromagnetic levitation force and the first guiding force; and solve the displacement increments corresponding to the track beam and the maglev train caused by the first unbalanced force.

[0025] S104. Obtain the current dynamic response values of the track beam and the maglev train at the current moment caused by the displacement increment, and solve the corresponding second electromagnetic suspension force, second guiding force and second unbalanced force under the current dynamic response value.

[0026] In an embodiment of the present invention, the displacement increment refers to the difference in the physical position change of the track beam and the maglev train. The first unbalanced force corresponding to the track beam and the maglev train is obtained from the first electromagnetic levitation force and the first guide force, and the displacement increment of the track beam and the maglev train caused by the first unbalanced force is calculated. The current dynamic response value of the track beam and the maglev train at the current moment is calculated based on the displacement increment, and the second electromagnetic levitation force, the second guide force, and the second unbalanced force of the track beam and the maglev train are calculated based on the current dynamic response value.

[0027] S105. When the second unbalanced force converges but the integration time does not meet the preset time, the current dynamic response value is used as the initial value at the next moment, and the new first electromagnetic suspension force and the first guiding force at the next moment are calculated again based on the first information, the second information and the initial value until the new second unbalanced force at the next moment converges and the integration time meets the preset time, and the next dynamic response value at the next moment is used as the target dynamic response value.

[0028] In an embodiment of the present invention, the target dynamic response value is a time-history curve of the displacement, velocity, and acceleration of the maglev train and track beam. This time-history curve allows for in-depth analysis of the vibration characteristics and dynamic response characteristics of the track beam and vehicle body. The integration time refers to the operating time of the maglev train. When the second unbalanced force converges but the integration time does not meet a preset time, the current dynamic response value is used as the initial value for the next moment. S102 to S104 are executed using the initial value, the first information, and the second information to obtain a new second unbalanced force for the next moment. It is further determined whether the new second unbalanced force for the next moment has converged and whether the integration time has met a preset time. If all conditions are met, the dynamic response value for the next moment is used as the target dynamic response value.

[0029] Among them, S102 to S104 can be solved step by step by using the Newmark-β integration method. It can be understood that, in an embodiment of the present invention, a dynamic analysis is performed on the finite element model of the track beam to obtain first information, which includes modal information, natural frequency, load application point and node coordinates; the first information, the second information obtained of the maglev train and the previous dynamic response value at the previous moment are input into the coupled vibration analysis model to obtain the first electromagnetic suspension force and the first guide force corresponding to the track beam and the maglev train respectively; the second information includes the mass matrix, the stiffness matrix, the calculation parameters of the suspension control system, the integration step and the vehicle speed; the previous dynamic response value includes the displacement, the velocity and the acceleration increment; the first unbalanced force corresponding to each of the first electromagnetic suspension force and the first guide force is obtained; and the first unbalanced force corresponding to the first electromagnetic suspension force and the first guide force is solved. The method uses the first information, the second information, and the initial value to calculate the displacement increments of the track beam and the maglev train, respectively, caused by an unbalanced force. The method then obtains the current dynamic response values of the track beam and the maglev train at the current moment, and solves for the corresponding second electromagnetic levitation force, second guiding force, and second unbalanced force under the current dynamic response value. When the second unbalanced force converges but the integration time does not meet the preset time, the current dynamic response value is used as the initial value for the next moment. A new first electromagnetic levitation force and first guiding force are calculated again based on the first information, the second information, and the initial value until the new second unbalanced force converges and the integration time meets the preset time. The next dynamic response value at the next moment is then used as the target dynamic response value. In this process, the coupled vibration analysis model is first used to simulate the vehicle-bridge coupled vibration response with high precision, accurately identifying parameters such as track beam structural weaknesses and the critical speed for maglev train operation safety, providing an optimization basis for track design and driving safety. The coupled vibration analysis model then supports parametric modeling and automated iterative calculations, allowing for rapid verification of different track beam stiffness, structural forms, and other options during the actual engineering design phase, thereby reducing the number of physical tests and shortening the engineering development cycle. In addition, combined with frequency domain / time domain analysis capabilities, it can predict long-term vibration fatigue damage to track beams, optimize operation and maintenance strategies (such as accurately locating beam sections that need reinforcement), and extend the service life of infrastructure; finally, based on the first information, the second information obtained from the maglev train, and the dynamic response values at different times, the target dynamic response value is iteratively obtained. It supports the import of multi-source data types such as wind loads and seismic motions, providing a basis for subsequent multi-system dynamic coupling research.

[0030] In some embodiments of the present invention, S105 further includes S20, which is explained through the following steps.

[0031] S20: When the second unbalanced force converges and the integration time satisfies the preset time, the current dynamic response value is used as the target dynamic response value.

[0032] In some embodiments of the present invention, it is determined whether the second unbalanced force converges and whether the integration time reaches a preset time. When both conditions are met, the current dynamic response value corresponding to the current moment is used as the target dynamic response value.

[0033] In some embodiments of the present invention, S105 further includes S30 to S31, which is explained through the following steps.

[0034] S30. When the second unbalanced force does not converge, the new displacement increments of the track beam and the maglev train caused by the second unbalanced force are solved again.

[0035] S31. Obtain the new current dynamic response values of the track beam and the maglev train at the current moment caused by the new displacement increment, and solve the current new second electromagnetic suspension force, the current new second guide force and the current new second unbalanced force under the new current dynamic response value until the target dynamic response value is obtained.

[0036] In some embodiments of the present invention, when the second unbalanced force does not converge, S103 is executed to solve the new displacement increments corresponding to the track beam and the maglev train respectively caused by the second unbalanced force, and then the new current dynamic response values corresponding to the track beam and the maglev train respectively at the current moment caused by the new displacement increments are obtained, and the current new second electromagnetic suspension force, the current new second guide force and the current new second unbalanced force under the new current dynamic response values are solved, and then it is determined whether the current new second unbalanced force converges and whether the integration time reaches the preset time, etc., until the target dynamic response value is obtained.

[0037] In an embodiment of the present invention, a coupled dynamic response analysis model of a maglev train and a track beam is provided, which is described through the following steps.

[0038] S201. Deconstruct the body of the maglev train, establish a multi-degree-of-freedom dynamic model of the maglev train, and construct an active suspension control system based on displacement, velocity and acceleration feedback.

[0039] In an embodiment of the present invention, by systematically analyzing the motion characteristics of various parts of the maglev train, they are abstracted into mechanical equations covering multiple independent motion directions such as vertical, lateral, longitudinal and rotational, thereby establishing a multi-degree-of-freedom dynamic model that can simulate and predict the dynamic response of the maglev train during operation.

[0040] Furthermore, an active suspension control system based on displacement, velocity, and acceleration feedback is an advanced control strategy for maglev trains. It combines displacement, velocity, and acceleration feedback to adjust the electromagnetic force, thereby precisely controlling the gap between the train and the track (i.e., the levitation height). This system utilizes an active suspension (proportional-integral-derivative) controller to process real-time data from sensors. The proportional component responds to current errors, the integral component eliminates steady-state errors, and the differential component predicts error trends to improve system response speed and stability.

[0041] S202. Establish a track beam finite element model in finite element analysis software, and obtain a bridge vibration equation based on the track beam finite element model.

[0042] S203. Using the active suspension control system as a link, the bridge vibration equation and the multi-degree-of-freedom dynamic model are combined to construct a coupled vibration analysis model of the maglev train and the track beam.

[0043] In an embodiment of the present invention, a finite element model of the track beam is established in finite element analysis software. Based on this model, the vibration equations of the track beam are extracted to analyze its dynamic characteristics. The multi-degree-of-freedom dynamic model of the maglev train is combined with the vibration equations of the bridge, and an active suspension control system is used as a link to construct a coupled vibration analysis model of the maglev train and track beam. The finite element analysis software is large-scale and general-purpose.

[0044] In an embodiment of the present invention, a multi-degree-of-freedom dynamic model of a maglev train is established, an active suspension control system is constructed, a finite element model and modal analysis of the track beam, and the coupling between the two are performed. A refined multi-degree-of-freedom dynamic model of a maglev train is established, and it is deconstructed to accurately simulate the dynamic behavior of the maglev train. The establishment of the active suspension control system is mainly based on triple feedback of displacement, velocity and acceleration. Active control is the key to maintaining stable suspension when a maglev train is traveling at high speed. The effectiveness of the parameter adjustment and feedback mechanism of the active suspension control system directly affects the control accuracy of the suspension force, thereby affecting the smoothness and safety of the operation of the maglev train. Combining the dynamic response of the maglev train with the vibration equation of the track beam, coupling the maglev train and the track beam with the active suspension control system as a link, and combining the mutual influence of the dynamic model of the maglev train and the vibration equation of the track beam are the key to the coupled vibration analysis model of the maglev train and the track beam.

[0045] The coupled dynamic response analysis method and model for a maglev train and track beam provided by the present invention has been successfully applied to the dynamic response prediction of a typical 25m simply supported beam on a maglev test line in a certain province. The results were compared with on-site dynamic load tests, and the practicality and accuracy of the analysis module were verified.

[0046] Reference Figure 2 , shows a schematic structural diagram of an electronic device according to an embodiment of the present invention. The specific embodiment of the present invention does not limit the specific implementation of the electronic device.

[0047] like Figure 2 As shown, the electronic device may include: a processor (processor) 502, a communications interface (Communications Interface 504), a memory (memory) 506, and a communication bus 508.

[0048] in: The processor 502 , the communication interface 504 , and the memory 506 communicate with each other via a communication bus 508 .

[0049] The communication interface 504 is used to communicate with other electronic devices or servers.

[0050] The processor 502 is configured to execute the program 510 , and specifically may execute the relevant steps in the above method embodiment.

[0051] Specifically, the program 510 may include program codes, which include computer operation instructions.

[0052] Processor 502 may be a central processing unit (CPU), an application-specific integrated circuit (ASIC), or one or more integrated circuits configured to implement embodiments of the present invention. The one or more processors included in a smart device may be of the same type, such as one or more CPUs, or different types, such as one or more CPUs and one or more ASICs.

[0053] The memory 506 is used to store the program 510. The memory 506 may include a high-speed RAM memory, and may also include a non-volatile memory (non-volatile memory), such as at least one disk storage.

[0054] The program 510 may be specifically configured to enable the processor 502 to execute operations corresponding to the methods described in the above method embodiments.

[0055] The specific implementation of each step in program 510 can be found in the corresponding descriptions of the corresponding steps and units in the above-mentioned method embodiments, and will not be repeated here. Those skilled in the art will clearly understand that for the convenience and brevity of description, the specific working processes of the above-mentioned devices and modules can refer to the corresponding process descriptions in the above-mentioned method embodiments, and will not be repeated here.

[0056] It should be pointed out that, according to the needs of implementation, the various components / steps described in the embodiments of the present invention can be split into more components / steps, or two or more components / steps or partial operations of components / steps can be combined into new components / steps to achieve the purpose of the embodiments of the present invention.

[0057] The methods according to the embodiments of the present invention described above can be implemented in hardware, firmware, or as software or computer code that can be stored on a recording medium (such as a CD ROM, RAM, floppy disk, hard disk, or magneto-optical disk), or as computer code originally stored on a remote recording medium or non-transitory machine-readable medium downloaded over a network and then stored on a local recording medium. Thus, the methods described herein can be processed by such software stored on a recording medium using a general-purpose computer, a dedicated processor, or programmable or dedicated hardware (such as an ASIC or FPGA). It will be understood that a computer, processor, microprocessor controller, or programmable hardware includes a storage component (e.g., RAM, ROM, flash memory, etc.) that can store or receive software or computer code. When the software or computer code is accessed and executed by the computer, processor, or hardware, the methods described herein are implemented. Furthermore, when a general-purpose computer accesses the code for implementing the methods described herein, the execution of the code transforms the general-purpose computer into a dedicated computer for performing the methods described herein.

[0058] Those skilled in the art will appreciate that the units and method steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of the embodiments of the present invention.

[0059] The above implementation methods are only used to illustrate the embodiments of the present invention, and are not intended to limit the embodiments of the present invention. Ordinary technicians in the relevant technical field may make various changes and modifications without departing from the spirit and scope of the embodiments of the present invention. Therefore, all equivalent technical solutions also fall within the scope of the embodiments of the present invention, and the scope of patent protection of the embodiments of the present invention should be defined by the claims.

Claims

1. A method for analyzing the coupled dynamic response of a maglev train and a track beam, characterized in that: include: Performing a dynamic analysis on a finite element model of the track beam to obtain first information, the first information including modal information, natural frequency, load application points, and node coordinates; Inputting the first information, the acquired second information of the maglev train, and the last dynamic response value at the last moment into a coupled vibration analysis model to obtain a first electromagnetic suspension force and a first guiding force corresponding to the track beam and the maglev train, respectively; the second information includes a mass matrix, a stiffness matrix, calculation parameters of the suspension control system, an integration step, an integration time, and a vehicle speed; The previous dynamic response value includes displacement, velocity and acceleration increments; Obtaining respective corresponding first unbalanced forces through the first electromagnetic suspension force and the first guiding force; and solving for the displacement increments of the track beam and the maglev train respectively caused by the first unbalanced force; Obtaining current dynamic response values of the track beam and the maglev train at the current moment caused by the displacement increment, and solving the second electromagnetic levitation force, the second guiding force, and the second unbalanced force corresponding to the current dynamic response values; When the second unbalanced force converges but the integration time does not meet the preset time, the current dynamic response value is used as the initial value at the next moment, and the new first electromagnetic suspension force and first guide force at the next moment are calculated again based on the first information, the second information and the initial value until the new second unbalanced force at the next moment converges and the integration time meets the preset time, and the next dynamic response value at the next moment is used as the target dynamic response value.

2. The method according to claim 1, characterized in that After solving the second electromagnetic suspension force, the second guide force, and the second unbalanced force corresponding to the current dynamic response value, the method further includes: When the second unbalanced force converges and the integration time satisfies the preset time, the current dynamic response value is used as the target dynamic response value.

3. The method according to claim 1 or 2, characterized in that After solving the second electromagnetic suspension force, the second guide force, and the second unbalanced force corresponding to the current dynamic response value, the method further includes: When the second unbalanced force does not converge, solving again for new displacement increments of the track beam and the maglev train caused by the second unbalanced force; Obtain the new current dynamic response values of the track beam and the maglev train at the current moment respectively corresponding to the new displacement increment, and solve the current new second electromagnetic suspension force, the current new second guide force and the current new second unbalanced force under the new current dynamic response value until the target dynamic response value is obtained.

4. A coupled dynamic response analysis model for a maglev train and a track beam, characterized in that: include: Deconstructing the body of a maglev train, establishing a multi-degree-of-freedom dynamic model of the maglev train, and constructing an active suspension control system based on displacement, velocity, and acceleration feedback; Establish a track beam finite element model in the finite element analysis software, and obtain the bridge vibration equation based on the track beam finite element model; The active suspension control system is used as a link, and the bridge vibration equation and the multi-degree-of-freedom dynamic model are combined to construct a coupled vibration analysis model of the maglev train and the track beam.

5. The coupled dynamic response analysis model according to claim 4, characterized in that: The obtaining of the bridge vibration equation based on the track beam finite element model includes: Performing dynamic analysis on the track beam finite element model to obtain analysis results; Modal information is extracted from the analysis results, and the modal superposition method is used to express the bridge vibration equation based on this modal information.

Images