A long-distance belt conveyor rigid-flexible coupling dynamics model construction and characteristic simulation method

Abstract

The application relates to the field of belt conveyor dynamics simulation, in particular to a long-distance belt conveyor rigid-flexible coupling dynamics model construction and characteristic simulation method, the dynamics model construction method comprising the following steps: dividing a single trolley system into a conveying belt, a trolley frame, a wheel and a track equivalent segment subsystem, and establishing a state description model of each subsystem; segmenting and dispersing the conveying belt and the steel wire rope according to lengths, establishing a mass-damping-stiffness model of each segment of the conveying belt and the steel wire rope, and coupling the steel wire rope with the trolley frame subsystem; introducing a nonlinear longitudinal friction model based on a forward normal force, representing the track internal resistance as equivalent stiffness / damping, and incorporating track-bed dynamics into the dynamics system as equivalent parameters; establishing an overall dynamics equation set, and adopting a rigid-flexible coupling numerical solution process. The application constructs a longitudinal / vertical unified coupling dynamics framework of the trolley type belt conveyor, realizes system coupling modeling of vertical stiffness, longitudinal stiffness and wheel-rail contact action.

Description

Technical Field

[0001] This invention relates to the field of dynamic simulation of belt conveyors, and in particular to a method for constructing a rigid-flexible coupled dynamic model and simulating the characteristics of a long-distance belt conveyor. Background Technology

[0002] Belt conveyors are the most widely used equipment in bulk material transportation systems. However, with increasing conveying distances, capacity, and operating speeds, traditional idler roller conveyors are gradually revealing their limitations in terms of energy consumption, vibration control, and maintenance costs. New, high-capacity, low-resistance, and highly reliable conveying equipment is becoming the industry trend.

[0003] The trailer-type belt conveyor adopts a "rail + trailer + conveyor belt" structure, replacing the traditional idler roller support method. This can significantly reduce running resistance and improve energy efficiency, and is considered a potential direction for high-efficiency and energy-saving. The emergence of the trailer structure brings the following dynamic characteristics: (1) The system consists of multiple car bodies, presenting a distributed multi-degree-of-freedom structure; (2) There is a flexible interaction between the conveyor belt and the car body; (3) The wheel-rail system introduces vehicle dynamic characteristics; (4) The flexible connection (steel wire rope) in the workshop significantly affects the overall vibration and stability. Therefore, the complexity of the dynamic model of the trailer-type belt conveyor is much higher than that of the traditional conveyor.

[0004] Current research mainly focuses on the vertical vibration or local impact of the vehicle body, but a unified coupled model covering longitudinal, vertical, wheel-rail interaction, and the interaction between the flexible belt segment and the wire rope has not been formed. In particular, the following technical problems exist: (1) lack of a unified modeling framework that simultaneously considers longitudinal / vertical vibration; (2) failure to incorporate the flexibility of the belt segment and the flexibility of the wire rope into the system; (3) inability to be used for numerical solutions of multi-vehicle operation; (4) inability to complete system-level studies such as frequency domain analysis and intrinsic mode extraction. Summary of the Invention

[0005] This invention aims to solve the above problems and provides a method for constructing a rigid-flexible coupling dynamic model and simulating the characteristics of a long-distance belt conveyor. The technical solution adopted is as follows: A method for constructing a rigid-flexible coupled dynamic model of a long-distance belt conveyor includes the following steps: S1. Divide the single-vehicle vehicle system into a conveyor belt subsystem, a frame subsystem, a wheel subsystem, and a track equivalent segment subsystem. Define the direction perpendicular to the conveyor belt surface downward as the vertical direction and the direction of the vehicle's movement along the track as the longitudinal direction. Establish a multi-dimensional state description model of the vertical and longitudinal directions of each subsystem. S2. Discretize the conveyor belt and wire rope into segments according to their length. Each segment of the conveyor belt and wire rope contains vertical and longitudinal degrees of freedom. Establish a mass-damping-stiffness model for each segment of the conveyor belt and wire rope, and couple the wire rope with the frame subsystem. S3. Introduce a nonlinear longitudinal friction model based on positive normal force, express the track internal resistance as equivalent stiffness / damping, and incorporate the track-bed dynamics into the dynamic system as equivalent parameters; S4. Establish the overall finite-dimensional dynamic equations and adopt a rigid-flexible coupled numerical solution process.

[0006] Based on the above scheme, the following assumptions are made: The trailer system only undergoes vertical and longitudinal displacement; Each trolley system and its subsystems are mass-concentrated, and each section of conveyor belt and each section of wire rope are equivalent to a linear spring-damper model; the viscoelasticity of the conveyor belt cover layer is described by the Kelvin-Voigt model or the frequency domain complex modulus. The vertical contact between the trailer wheel and the track is equivalent to a linear spring-damper model, and the longitudinal contact between the trailer wheel and the track is equivalent to a linear spring-damper model; the vertical and longitudinal stiffness and damping within the track are equivalent to parameters, respectively. The conveyor belt and wire rope are divided longitudinally respectively. and A discrete segment.

[0007] Based on the above scheme, step S1 includes: Establish matrix differential equations for linear vibration of the motorcycle system. (1-1) Wherein, the degree of freedom matrix (1-2) For the vertical degree of freedom of the conveyor belt, For the longitudinal degree of freedom of the conveyor belt, For the vertical degree of freedom of the frame, For the longitudinal degree of freedom of the frame, For the vertical degree of freedom of the wheel, For the longitudinal degree of freedom of the wheel, For the vertical degree of freedom of the orbit, For the longitudinal degree of freedom of the orbit; mass matrix (1-3) For the mass of the conveyor belt supported by the chassis, For frame quality, Let the mass be the equivalent mass of the wheel, and ,in For the number of wheels, For the mass of a single wheel, Let the moment of inertia of the wheel section be... For the wheel radius, Equivalent mass of the track segment; Stiffness matrix (1-4) To improve the vertical stiffness of the conveyor belt cover rubber layer, To improve the longitudinal stiffness of the conveyor belt cover rubber layer, For the vertical stiffness of the wheel under support, For the longitudinal stiffness of the wheel under support, For wheel-rail vertical contact stiffness, For wheel-rail longitudinal contact stiffness, For the equivalent vertical stiffness of the track, This represents the equivalent longitudinal stiffness of the track. Damping matrix (1-5) For vertical damping of the conveyor belt cover rubber layer, For longitudinal damping of the conveyor belt cover rubber layer, The wheel is supported by vertical damping. For the wheel to be supported by longitudinal damping, For wheel-rail vertical contact damping, For wheel-rail longitudinal contact damping, For the equivalent vertical damping of the track. This is the equivalent longitudinal damping of the track; External force load vector (1-6) The vertical external load on the conveyor belt is specifically the material load and the difference in vertical tension between the two ends of the conveyor belt. The longitudinal external load on the conveyor belt is specifically the longitudinal tension difference between the two ends of the conveyor belt. The vertical external load on the frame is taken as 0; The longitudinal external load on the frame is specifically the difference in tension between the two ends of the wire rope segment; The vertical external load on the wheel is specifically the excitation force caused by track irregularities. This refers to the longitudinal external load on the wheel, specifically the frictional force. The vertical outward load on the track is a reaction force with the vertical outward load on the wheel; The longitudinal external load on the track is a reaction force with the longitudinal external load on the wheel.

[0008] Preferably, step S2 includes: Each discrete segment of the conveyor belt and wire rope is defined as having two endpoints, Left and Right. Then, each left endpoint has a vertical displacement. and longitudinal displacement Each right endpoint has a vertical displacement. and longitudinal displacement Therefore, each discrete segment has 4 degrees of freedom. (2-1) The vertical force exerted on the trailer by the discrete sections of the conveyor belt supported by the chassis is (2-2) in Here, m represents the vertical stiffness of the conveyor belt, and m represents the mass of the material carried by the conveyor belt segment. For vertical damping of the conveyor belt; The vertical force exerted by the discrete segments of the wire rope on the connected vehicle frame is: (2-3) in For the vertical stiffness of the wire rope segment, For vertical damping of the wire rope segment; The longitudinal force exerted on the trailer by the discrete sections of the conveyor belt supported by the frame is (2-4) in For the longitudinal stiffness of the conveyor belt, For longitudinal damping of the conveyor belt; The longitudinal force exerted by the discrete segments of the wire rope on the connected vehicle frame is: (2-5) in For the longitudinal stiffness of the wire rope segment, For longitudinal damping of wire rope segment Preferably, the external force vector This includes track unevenness excitation and nonlinear contact terms, with the track excitation acting on the contact terms in the form of an equivalent displacement input y(x(t)). (1-7) (1-8) The nonlinear model of wheel-rail tangential friction includes (1-9) (1-10) (1-11) (1-12) (1-13) in The force between the wheel and the track; To test the tangential elastic force; The normal force between the wheel and the track; Preload capacity includes the total mass of materials, conveyor belt segment, and trolley tare weight; The coefficient of friction between the wheel and the track; This is a very small positive number used to avoid a denominator of 0 and to reduce gradient abrupt changes at saturation.

[0009] Preferably, step S4 includes S4-1. Define the dynamic model of the multi-trailer system as including 3 sub-models: Motorcycle vertical-longitudinal coupled dynamic model It includes 8 degrees of freedom; the vertical-longitudinal coupled dynamic model of the conveyor belt segment. It includes 4 degrees of freedom; a vertical-longitudinal coupled dynamic model of the wire rope segment. It includes 4 degrees of freedom; Arrange the degrees of freedom of each of the above sub-models in order to obtain the total degree of freedom vector of the system. (4-1) Each motorcycle has a degree of freedom of 100%. (4-2) If the wire rope and conveyor belt are flexible segments, then the degrees of freedom of the flexible segment assembly are: (4-3) (4-4) The degrees of freedom of each flexible segment are: (4-5) S4-2. The overall dynamic equation of the multi-trailer system is: (4-6) Where M is the system mass matrix, C is the system damping matrix, K is the system stiffness matrix, and F is the system external load, including wheel-rail tangential force, wheel-rail normal force, and material gravity; S4-3. System Quality Matrix (4-7) The mass matrix of a single trailer unit ; The mass matrix of the flexible conveyor belt segment, each segment has (4-8) in The total mass of the conveyor belt segment. This means that the mass of the segment is equally divided among the two endpoints of the segment, and ; It is a 2×2 identity matrix, indicating that the node has two orthogonal degrees of freedom, vertical and longitudinal. The mass matrix of the flexible wire rope segment, each segment has (4-9) in This refers to the total mass of the wire rope segment; This means that the mass of the segment is equally divided among the two endpoints of the segment, and , The total mass of the wire rope. This represents the total number of wire rope segments; S4-4. System Stiffness Matrix (4-10) in , , Here is the stiffness matrix of the conveyor belt. Here is the stiffness matrix of the wire rope; The vertical stiffness component of the conveyor belt segment is (4-11) in For the vertical stiffness of the conveyor belt segment, take... ; The longitudinal stiffness component of the conveyor belt segment is (4-12) in For the longitudinal stiffness of the conveyor belt segment; The longitudinal / vertical stiffness matrix of the conveyor belt segment is then given by (4-13) The conveyor belt stiffness matrix is (4-14) The process of establishing the stiffness matrix of the wire rope is the same as that of the conveyor belt, that is... (4-15); S4-5. System Damping Matrix (4-16); in , , For the conveyor belt damping matrix, The damping matrix of the wire rope; S4-6. Load Vector (4-17) in Since the wire rope has no external load, the load on the wire rope is... Because the conveyor belt carries materials, there is (4-18) in, .

[0010] Preferably, The initial conditions are: ; The boundary conditions are: the longitudinal ends of the track are represented by equivalent springs and equivalent dampers; The track excitation is achieved by the function y(x) using y_profile constructed with random filtered noise and y_profile_x or the measured displacement curve.

[0011] A simulation method for the characteristics of a rigid-flexible coupled dynamic model of a long-distance belt conveyor, based on the aforementioned rigid-flexible coupled dynamic model of a long-distance belt conveyor, includes the following steps: A1. Determine the number of global degrees of freedom based on the trolley, conveyor belt, and wire rope, and establish symbolic / numerical assembly rules for M, C, and K; A2. Derive the unit dynamics model using Hamilton's principle / Euler-Lagrange equations and use it as a local matrix term; A3. Evaluate and assemble the contact friction and tangential friction between the wheel and rail according to time steps. Contact friction includes open / closed terms. ; A4. Transform the second-order equations into first-order form, and solve the first-order state equations using MATLAB ode15s or an equivalent implicit rigid solver; set the relative error and absolute error, and select the sampling rate Fs and the final calculation time T_end; A5. Post-processing: Calculate the vertical and longitudinal accelerations, root mean square, peak values, and spectrum.

[0012] The beneficial effects of this invention are as follows: A unified coupled dynamic framework for longitudinal and vertical directions of a trailer-type belt conveyor is constructed to realize the system coupled modeling of vertical stiffness, longitudinal stiffness and wheel-rail contact action. This solves the shortcomings of the existing technology of "separate modeling by direction" and significantly improves the simulation realism. We propose a flexible discretization model for conveyor belt segments and a flexible discretization model for wire ropes. Both conveyor belts and wire ropes are equivalent to flexible multi-segments. A distributed flexible system is formed through discrete units, which can accurately reflect the influence of flexible connections on dynamics in multi-vehicle systems and is applicable to a wider range of working conditions. A rigid-flexible coupling assembly method for multi-vehicle systems is proposed, which unifies the local matrix of a single vehicle with the local matrix of a belt segment / wire rope into a global system matrix for the whole vehicle, overcoming the limitation of existing methods that can only handle regional segment scenarios. A wheel-rail contact force model with longitudinal and vertical degrees of freedom is proposed, which includes factors such as normal contact, tangential friction, and smoothing treatment; A unified external excitation loading mechanism and frequency domain analysis framework can be established to simulate irregular excitation, harmonic excitation, speed-dependent excitation, rail gap impact, etc. A numerical solution method for dynamics applicable to multi-vehicle cooperative operation is proposed, including degree of freedom organization, equation system construction, and time integration solution. It can identify the system's natural frequency and forced frequency response, thereby improving the system's optimization capability. Attached Figure Description

[0013] Figure 1 Flowchart of the dynamic model establishment for this invention; Figure 2 : Structural diagram of the belt conveyor test bench to which this invention applies; Figure 3 : A schematic diagram of the rotating mechanism of the belt conveyor test bench to which this invention applies; Figure 4 This invention provides a multibody dynamics model for a belt conveyor. Figure 5 The solution results of the dynamic model of this invention. Detailed Implementation

[0014] The present invention will be further described below with reference to the accompanying drawings and embodiments: In this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0015] In the description of this invention, it should be understood that the terms "center," "length," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," and "inner," etc., indicating orientation or positional relationships based on the orientation or positional relationships shown in the accompanying drawings, are only for the convenience of describing the invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the invention. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined with "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this invention, unless otherwise stated, "a plurality of" means two or more.

[0016] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0017] A rigid-flexible coupling dynamic model for a long-distance belt conveyor is established based on a belt conveyor simulation test bench, such as... Figures 2 to 3 As shown, the test bench includes a trolley 1, a track, a wire rope 3, a slewing mechanism 4, a conveyor belt 5, idlers 6, rollers 7, and a tensioning device 8. The track includes a progress section track 21 and a return section track 22. The slewing mechanism 4 connects the first and second ends of the progress section track 21 and the return section track 22, forming a closed-loop structure. The slewing mechanism includes a tilting track 41, a slewing wheel 42, a tensioning carriage 43, and a counterweight 44. The counterweight 44 pulls the tensioning carriage 42, thereby enabling the slewing mechanism 4 to perform a tensioning function. The trolleys 1 are spaced apart on the progress section track 22 and slide along the track. Each trolley includes a frame 11 and wheels 12. The wheels 12 contact the track, and the frame 11 supports the conveyor belt 5. Wire ropes 3 connect adjacent frames 11. The conveyor belt 5 is wound around the track and the rollers 7 at both ends. The portion of the conveyor belt 5 outside the track is supported by idlers 6. The test bench also includes a vibration monitoring module 9, which is installed on the track, specifically on the process section track 21, and is used to detect the real-time vibration signal and vibration state of the track 21.

[0018] like Figure 1 and Figure 4 As shown, a method for constructing a rigid-flexible coupled dynamic model of a long-distance belt conveyor includes the following steps: S1. Divide the single-vehicle system into a conveyor belt subsystem, a frame subsystem, a wheel subsystem, and a track equivalent segment subsystem. Define the direction perpendicular to the conveyor belt 5 downward as the vertical direction and the direction of movement of the vehicle 1 along the track as the longitudinal direction. Establish a multi-dimensional state description model of the vertical and longitudinal directions of each subsystem. S2. Discretize the conveyor belt 5 and the wire rope 3 into segments according to their lengths. Each segment of the conveyor belt 5 and the wire rope 3 includes vertical and longitudinal degrees of freedom. Establish a mass-damping-stiffness model for each segment of the conveyor belt 5 and the wire rope 3, and couple the wire rope with the frame subsystem. S3. Introduce a nonlinear longitudinal friction model based on positive normal force, express the track internal resistance as equivalent stiffness / damping, and incorporate the track-bed dynamics into the dynamic system as equivalent parameters; S4. Establish the overall finite-dimensional dynamic equations and adopt a rigid-flexible coupled numerical solution process.

[0019] Assumptions were made regarding the test bench and dynamic model: The trailer system only undergoes vertical and longitudinal displacement; Each trailer system and its subsystems are mass-concentrated. Each section of conveyor belt 5 and each section of wire rope 3 are equivalent to a linear spring-damper model. The viscoelasticity of the conveyor belt cover layer is described by the Kelvin-Voigt model or the frequency domain complex modulus. The vertical contact between the trailer wheel 12 and the track is equivalent to a linear spring-damper model, and the longitudinal contact between the trailer wheel 12 and the track is equivalent to a linear spring-damper model; the vertical and longitudinal stiffness and damping within the track are respectively equivalent to parameters. The conveyor belt 5 and the wire rope 3 are divided longitudinally respectively. and A discrete segment.

[0020] Step S1 includes: Establish matrix differential equations for linear vibration of the motorcycle system. (1-1) Wherein, the degree of freedom matrix (1-2) For the vertical degree of freedom of the conveyor belt, For the longitudinal degree of freedom of the conveyor belt, For the vertical degree of freedom of the frame, For the longitudinal degree of freedom of the frame, For the vertical degree of freedom of the wheel, For the longitudinal degree of freedom of the wheel, For the vertical degree of freedom of the orbit, For the longitudinal degree of freedom of the orbit; mass matrix (1-3) For the mass of the conveyor belt supported by the chassis, For frame quality, Let the mass be the equivalent mass of the wheel, and ,in For the number of wheels, For the mass of a single wheel, Let the moment of inertia of the wheel section be... For the wheel radius, Equivalent mass of the track segment; Stiffness matrix (1-4) To improve the vertical stiffness of the conveyor belt cover rubber layer, To improve the longitudinal stiffness of the conveyor belt cover rubber layer, For the vertical stiffness of the wheel under support, For the longitudinal stiffness of the wheel under support, For wheel-rail vertical contact stiffness, For wheel-rail longitudinal contact stiffness, For the equivalent vertical stiffness of the track, This represents the equivalent longitudinal stiffness of the track. Damping matrix (1-5) For vertical damping of the conveyor belt cover rubber layer, For longitudinal damping of the conveyor belt cover rubber layer, The wheel is supported by vertical damping. For the wheel to be supported by longitudinal damping, For wheel-rail vertical contact damping, For wheel-rail longitudinal contact damping, For the equivalent vertical damping of the track. This is the equivalent longitudinal damping of the track; External force load vector (1-6) The vertical external load on the conveyor belt is specifically the material load and the difference in vertical tension between the two ends of the conveyor belt. The longitudinal external load on the conveyor belt is specifically the longitudinal tension difference between the two ends of the conveyor belt. The vertical external load on the frame is taken as 0; The longitudinal external load on the frame is specifically the difference in tension between the two ends of the wire rope segment; The vertical external load on the wheel is specifically the excitation force caused by track irregularities. This refers to the longitudinal external load on the wheel, specifically the frictional force. The vertical outward load on the track is a reaction force with the vertical outward load on the wheel; The longitudinal external load on the track is a reaction force with the longitudinal external load on the wheel.

[0021] External force vector This includes track unevenness excitation and nonlinear contact terms, with the track excitation acting on the contact terms in the form of an equivalent displacement input y(x(t)). (1-7) (1-8) The nonlinear model of wheel-rail tangential friction includes (1-9) (1-10) (1-11) (1-12) (1-13) in The force between the wheel and the track; To test the tangential elastic force; The normal force between the wheel and the track; Preload capacity includes the total mass of materials, conveyor belt segment, and trolley tare weight; The coefficient of friction between the wheel and the track; This is a very small positive number used to avoid a denominator of 0 and to reduce gradient abrupt changes at saturation.

[0022] Step S2 includes: Each discrete segment of the conveyor belt and wire rope is defined as having two endpoints, Left and Right. Then, each left endpoint has a vertical displacement. and longitudinal displacement Each right endpoint has a vertical displacement. and longitudinal displacement Therefore, each discrete segment has 4 degrees of freedom. (2-1) The vertical force exerted on the trailer by the discrete sections of the conveyor belt supported by the chassis is (2-2) in Here, m represents the vertical stiffness of the conveyor belt, and m represents the mass of the material carried by the conveyor belt segment. For vertical damping of the conveyor belt; The vertical force exerted by the discrete segments of the wire rope on the connected vehicle frame is: (2-3) in For the vertical stiffness of the wire rope segment, For vertical damping of the wire rope segment; The longitudinal force exerted on the trailer by the discrete sections of the conveyor belt supported by the frame is (2-4) in For the longitudinal stiffness of the conveyor belt, For longitudinal damping of the conveyor belt; The longitudinal force exerted by the discrete segments of the wire rope on the connected vehicle frame is: (2-5) in For the longitudinal stiffness of the wire rope segment, For longitudinal damping of wire rope segment Step S4 includes S4-1. Define the dynamic model of the multi-trailer system as including 3 sub-models: Motorcycle vertical-longitudinal coupled dynamic model It includes 8 degrees of freedom; the vertical-longitudinal coupled dynamic model of the conveyor belt segment. It includes 4 degrees of freedom; a vertical-longitudinal coupled dynamic model of the wire rope segment. It includes 4 degrees of freedom; Arrange the degrees of freedom of each of the above sub-models in order to obtain the total degree of freedom vector of the system. (4-1) Each motorcycle has a degree of freedom of 100%. (4-2) If the wire rope and conveyor belt are flexible segments, then the degrees of freedom of the flexible segment assembly are: (4-3) (4-4) The degrees of freedom of each flexible segment are: (4-5) S4-2. The overall dynamic equation of the multi-trailer system is: (4-6) Where M is the system mass matrix, C is the system damping matrix, K is the system stiffness matrix, and F is the system external load, including wheel-rail tangential force, wheel-rail normal force, and material gravity; S4-3. System Quality Matrix (4-7) The mass matrix of a single trailer unit ; The mass matrix of the flexible conveyor belt segment, each segment has (4-8) in The total mass of the conveyor belt segment. This means that the mass of the segment is equally divided among the two endpoints of the segment, and ; It is a 2×2 identity matrix, indicating that the node has two orthogonal degrees of freedom, vertical and longitudinal. The mass matrix of the flexible wire rope segment, each segment has (4-9) in This refers to the total mass of the wire rope segment; This means that the mass of the segment is equally divided among the two endpoints of the segment, and , The total mass of the wire rope. This represents the total number of wire rope segments; S4-4. System Stiffness Matrix (4-10) in , , Here is the stiffness matrix of the conveyor belt. Here is the stiffness matrix of the wire rope; The vertical stiffness component of the conveyor belt segment is (4-11) in For the vertical stiffness of the conveyor belt segment, take... ; The longitudinal stiffness component of the conveyor belt segment is (4-12) in For the longitudinal stiffness of the conveyor belt segment; The longitudinal / vertical stiffness matrix of the conveyor belt segment is then given by (4-13) The conveyor belt stiffness matrix is (4-14) The process of establishing the stiffness matrix of the wire rope is the same as that of the conveyor belt, that is... (4-15); S4-5. System Damping Matrix (4-16); in , , For the conveyor belt damping matrix, The damping matrix of the wire rope; S4-6. Load Vector (4-17) in Since the wire rope has no external load, the load on the wire rope is... Because the conveyor belt carries materials, there is (4-18) in, .

[0023] The initial conditions for the dynamic model are: ; The boundary conditions are: the longitudinal ends of the track are represented by equivalent springs and equivalent damping (k_rail_x_bound, c_rail_x_bound); The track excitation is achieved by the function y(x) using y_profile constructed with random filtered noise and y_profile_x or the measured displacement curve.

[0024] A simulation method for the characteristics of a rigid-flexible coupled dynamic model of a long-distance belt conveyor, based on the aforementioned rigid-flexible coupled dynamic model of a long-distance belt conveyor, includes the following steps: A1. Determine the number of global degrees of freedom based on the trolley, conveyor belt, and wire rope, and establish symbolic / numerical assembly rules for M, C, and K; A2. Derive the unit dynamics model using Hamilton's principle / Euler-Lagrange equations and use it as a local matrix term; A3. Evaluate and assemble the contact friction and tangential friction between the wheel and rail according to time steps. Contact friction includes open / closed terms. ; A4. Transform the second-order equations into first-order form, and solve the first-order state equations using MATLAB ode15s or an equivalent implicit rigid solver; set the relative error and absolute error (RelTol, AbsTol), and select the sampling rate Fs and the final calculation time T_end; A5. Post-processing: Calculate the vertical and longitudinal accelerations, root mean square, peak values, and spectrum.

[0025] The calculation results after assigning values ​​to the model are as follows Figure 5 As shown, the simulation results are compared and verified with the detection results of the vibration detection module 9, indicating that the simulation results are correct and within the allowable error range.

[0026] The present invention has been described above by way of example, but the present invention is not limited to the specific embodiments described above. Any modifications or variations made based on the present invention shall fall within the scope of protection claimed by the present invention.

Claims

1. A method for constructing a rigid-flexible coupling dynamic model of a long-distance belt conveyor, characterized in that, Includes the following steps: S1. Divide the single-vehicle vehicle system into a conveyor belt subsystem, a frame subsystem, a wheel subsystem, and a track equivalent segment subsystem. Define the direction perpendicular to the conveyor belt surface downward as the vertical direction and the direction of the vehicle's movement along the track as the longitudinal direction. Establish a multi-dimensional state description model of the vertical and longitudinal directions of each subsystem. S2. Discretize the conveyor belt and wire rope into segments according to their length. Each segment of the conveyor belt and wire rope contains vertical and longitudinal degrees of freedom. Establish a mass-damping-stiffness model for each segment of the conveyor belt and wire rope, and couple the wire rope with the frame subsystem. S3. Introduce a nonlinear longitudinal friction model based on positive normal force, express the track internal resistance as equivalent stiffness / damping, and incorporate the track-bed dynamics into the dynamic system as equivalent parameters; S4. Establish the overall finite-dimensional dynamic equation system and adopt a rigid-flexible coupled numerical solution process; step S4 includes... S4-1. Define the dynamic model of the multi-trailer system as including 3 sub-models: Motorcycle vertical-longitudinal coupled dynamic model It includes 8 degrees of freedom; the vertical-longitudinal coupled dynamic model of the conveyor belt segment. It includes 4 degrees of freedom; a vertical-longitudinal coupled dynamic model of the wire rope segment. It includes 4 degrees of freedom; Arrange the degrees of freedom of each of the above sub-models in order to obtain the total degree of freedom vector of the system. （4-1） Each motorcycle has a degree of freedom of 100%. （4-2） If the wire rope and conveyor belt are flexible segments, then the degrees of freedom of the flexible segment assembly are: （4-3） （4-4） The degrees of freedom of each flexible segment are: （4-5） S4-2. The overall dynamic equation of the multi-trailer system is: （4-6） Where M is the system mass matrix, C is the system damping matrix, K is the system stiffness matrix, and F is the system external load, including wheel-rail tangential force, wheel-rail normal force, and material gravity; S4-3. System Quality Matrix （4-7） The mass matrix of a single trailer unit ; The mass matrix of the flexible conveyor belt segment, each segment has （4-8） in The total mass of the conveyor belt segment. This means that the mass of the segment is equally divided among the two endpoints of the segment, and ; It is a 2×2 identity matrix, indicating that the node has two orthogonal degrees of freedom, vertical and longitudinal. The mass matrix of the flexible wire rope segment, each segment has （4-9） in This refers to the total mass of the wire rope segment; This means that the mass of the segment is equally divided among the two endpoints of the segment, and , The total mass of the wire rope. This represents the total number of wire rope segments; S4-4. System Stiffness Matrix （4-10） in , , Here is the stiffness matrix of the conveyor belt. Here is the stiffness matrix of the wire rope; The vertical stiffness component of the conveyor belt segment is （4-11） in For the vertical stiffness of the conveyor belt segment, take... ; The longitudinal stiffness component of the conveyor belt segment is （4-12） in For the longitudinal stiffness of the conveyor belt segment; The longitudinal / vertical stiffness matrix of the conveyor belt segment is then: （4-13） The conveyor belt stiffness matrix is （4-14） The process of establishing the stiffness matrix of the wire rope is the same as that of the conveyor belt, that is... （4-15）； S4-5. System Damping Matrix （4-16）； in , , For the conveyor belt damping matrix, The damping matrix of the wire rope; S4-6. Load Vector （4-17） in Since the wire rope has no external load, the load on the wire rope is... Because the conveyor belt carries materials, there is （4-18） in, .

2. The method for constructing a rigid-flexible coupled dynamic model of a long-distance belt conveyor according to claim 1, characterized in that, The following assumptions are made: The trailer system only undergoes vertical and longitudinal displacement; Each trolley system and its subsystems are mass-concentrated, and each section of conveyor belt and each section of wire rope are equivalent to a linear spring-damper model; the viscoelasticity of the conveyor belt cover layer is described by the Kelvin-Voigt model or the frequency domain complex modulus. The vertical contact between the trailer wheel and the track is equivalent to a linear spring-damper model, and the longitudinal contact between the trailer wheel and the track is equivalent to a linear spring-damper model; the vertical and longitudinal stiffness and damping within the track are equivalent to parameters, respectively. The conveyor belt and wire rope are divided longitudinally respectively. and A discrete segment.

3. The method for constructing a rigid-flexible coupled dynamic model of a long-distance belt conveyor according to claim 2, characterized in that, Step S1 includes: Establish matrix differential equations for linear vibration of the motorcycle system. （1-1） Wherein, the degree of freedom matrix （1-2） For the vertical degree of freedom of the conveyor belt, For the longitudinal degree of freedom of the conveyor belt, For the vertical degree of freedom of the frame, For the longitudinal degree of freedom of the frame, For the vertical degree of freedom of the wheel, For the longitudinal degree of freedom of the wheel, For the vertical degree of freedom of the orbit, For the longitudinal degree of freedom of the orbit; mass matrix （1-3） For the mass of the conveyor belt supported by the chassis, For frame quality, Let the mass be the equivalent mass of the wheel, and ,in For the number of wheels, For the mass of a single wheel, Let the moment of inertia of the wheel section be... For the wheel radius, Equivalent mass of the track segment; Stiffness matrix （1-4） To improve the vertical stiffness of the conveyor belt cover rubber layer, To improve the longitudinal stiffness of the conveyor belt cover rubber layer, For the vertical stiffness of the wheel under support, For the longitudinal stiffness of the wheel under support, For wheel-rail vertical contact stiffness, For wheel-rail longitudinal contact stiffness, For the equivalent vertical stiffness of the track, This represents the equivalent longitudinal stiffness of the track. Damping matrix （1-5） For vertical damping of the conveyor belt cover rubber layer, For longitudinal damping of the conveyor belt cover rubber layer, The wheel is supported by vertical damping. For the wheel to be supported by longitudinal damping, For wheel-rail vertical contact damping, For wheel-rail longitudinal contact damping, For the equivalent vertical damping of the track. This is the equivalent longitudinal damping of the track; External force load vector （1-6） The vertical external load on the conveyor belt is specifically the difference between the material load and the vertical tension at both ends of the conveyor belt. The longitudinal external load on the conveyor belt is specifically the longitudinal tension difference between the two ends of the conveyor belt. The vertical external load on the frame is taken as 0; The longitudinal external load on the frame is specifically the difference in tension between the two ends of the wire rope segment; The vertical external load on the wheel is specifically the excitation force caused by track irregularities. This refers to the longitudinal external load on the wheel, specifically the frictional force. The vertical outward load on the track is a reaction force with the vertical outward load on the wheel; The longitudinal external load on the track is a reaction force with the longitudinal external load on the wheel.

4. The method for constructing a rigid-flexible coupling dynamic model of a long-distance belt conveyor according to claim 2, characterized in that, Step S2 includes: Each discrete segment of the conveyor belt and wire rope is defined as having two endpoints, Left and Right. Then, each left endpoint has a vertical displacement. and longitudinal displacement Each right endpoint has a vertical displacement. and longitudinal displacement Therefore, each discrete segment has 4 degrees of freedom. （2-1） The vertical force exerted on the trailer by the discrete sections of the conveyor belt supported by the chassis is （2-2） in Here, m represents the vertical stiffness of the conveyor belt, and m represents the mass of the material carried by the conveyor belt segment. For vertical damping of the conveyor belt; The vertical force exerted by the discrete segments of the wire rope on the connected vehicle frame is: （2-3） in For the vertical stiffness of the wire rope segment, For vertical damping of the wire rope segment; The longitudinal force exerted on the trailer by the discrete sections of the conveyor belt supported by the frame is （2-4） in For the longitudinal stiffness of the conveyor belt, For longitudinal damping of the conveyor belt; The longitudinal force exerted by the discrete segments of the wire rope on the connected vehicle frame is: （2-5） in For the longitudinal stiffness of the wire rope segment, For longitudinal damping of the wire rope segment.

5. The method for constructing a rigid-flexible coupled dynamic model of a long-distance belt conveyor according to claim 3, characterized in that, External force vector This includes track unevenness excitation and nonlinear contact terms, with the track excitation acting on the contact terms in the form of an equivalent displacement input y(x(t)). （1-7） （1-8） The nonlinear model of wheel-rail tangential friction includes （1-9） （1-10） （1-11） （1-12） （1-13） in The force between the wheel and the track; To test the tangential elastic force; The normal force between the wheel and the track; Preload capacity includes the total mass of materials, conveyor belt segment, and trolley tare weight; The coefficient of friction between the wheel and the track; This is a very small positive number used to avoid a denominator of 0 and to reduce gradient abrupt changes at saturation.

6. The method for constructing a rigid-flexible coupled dynamic model of a long-distance belt conveyor according to claim 2, characterized in that, The initial conditions are: ; The boundary conditions are: the longitudinal ends of the track are represented by equivalent springs and equivalent dampers; The track excitation is achieved by the function y(x) using y_profile constructed with random filtered noise and y_profile_x or the measured displacement curve.

7. A simulation method for the characteristics of a rigid-flexible coupled dynamic model of a long-distance belt conveyor, characterized in that, Based on the rigid-flexible coupling dynamic model of the long-distance belt conveyor according to any one of claims 1 to 6, the following steps are included: A1. Determine the number of global degrees of freedom based on the trolley, conveyor belt, and wire rope, and establish symbolic / numerical assembly rules for M, C, and K; A2. Derive the unit dynamics model using Hamilton's principle / Euler-Lagrange equations and use it as a local matrix term; A3. Evaluate and assemble the contact friction and tangential friction between the wheel and rail according to time steps. Contact friction includes open / closed terms. ; A4. Transform the second-order equations into first-order form, and solve the first-order state equations using MATLAB ode15s or an equivalent implicit rigid solver; set the relative error and absolute error, and select the sampling rate Fs and the final calculation time T_end; A5. Post-processing: Calculate the vertical and longitudinal accelerations, root mean square, peak values, and spectrum.

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