Modeling and simulation method for space coupling dynamic model of long-distance belt conveyor

Abstract

The invention relates to the field of dynamic simulation of belt conveyors, in particular to a modeling and simulation method for a space coupling dynamic model of a long-distance belt conveyor, and the modeling method comprises the steps: dispersing a conveying belt and a steel wire rope according to sections, and building a three-dimensional coupling dynamic model of a trailer system, the conveying belt and the steel wire rope; a global space internal force model of the long-distance belt conveyor is established, and an external load vector dynamical model is established and comprises track irregularity exciting force, wheel track tangential nonlinear friction force, conical wheel exciting force and material gravity; and establishing a global spatial dynamics model of the long-distance belt conveyor. According to the method, a vertical-longitudinal-transverse combined modeling framework is provided and realized; three-way contact dynamics, tangential friction and bearing belt section-frame-wheel-rail coupling are considered in a single model at the same time, so that the coupling vibration behavior of the trailer type belt conveyor in actual operation can be described more truly.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of belt conveyor dynamics simulation, and in particular to a long-distance belt conveyor space coupling dynamics model modeling and simulation method. BACKGROUND

[0002] The belt conveyor is the core equipment in the field of continuous transportation of bulk materials. With the continuous expansion of industrial scale, the length of the conveying line, the transportation capacity and the running speed continue to improve, and the traditional roller conveyor gradually shows its shortcomings in high energy consumption, large vibration, fast component wear and large maintenance workload. The industry's demand for new conveyor structures with energy saving, large capacity, low resistance and stable operation is becoming increasingly urgent.

[0003] Under this background, the bogie type belt conveyor, as a new structure system composed of "track-bogie-conveyor belt-steel wire rope", attracts attention. This structure replaces the roller with the bogie to support the conveyor belt, which can significantly reduce the running resistance, improve the overall transmission efficiency, and has better running stability. The introduction of the bogie structure makes the system exhibit different dynamics characteristics from the traditional conveyor, including (1) the system presents a chain type multi-car structure: the whole system is composed of multiple bogies in series, and the system degrees of freedom are highly distributed; (2) the flexible coupling relationship between the conveyor belt and the bogie is significant: the conveyor belt as a flexible body, its tension and deflection affect the dynamic response of the bogie; (3) the wheel-rail contact introduces the bogie dynamics factor: the bogie runs along the track, introducing wheel-rail contact, friction, impact and other bogie dynamics characteristics; (4) the flexible connection between cars cannot be ignored: the bogies are connected by steel wire ropes or other flexible components, which significantly affects the system stability and vibration transmission path.

[0004] Due to the above characteristics, the dynamics of the bogie type belt conveyor is much more complex than that of the traditional roller conveyor, and the simplified one-dimensional or local model is no longer applicable.

[0005] In existing research, most of them only analyze the vertical vibration, local collision or single working point of the bogie, and the main technical limitations are as follows: (1) lack of unified dynamics framework covering longitudinal / lateral / vertical motion; (2) the flexibility of the conveyor belt and the steel wire rope is not included in the system level coupling modeling; (3) it is difficult to support numerical solution of multiple bogies running cooperatively, and cannot handle the coupling effect between cars; (4) unable to simulate the influence of conical wheel effect on system dynamics. SUMMARY

[0006] The present application aims to solve the above problems and provides a long-distance belt conveyor space coupling dynamics model modeling and simulation method, which adopts the following technical scheme: A long-distance belt conveyor space coupling dynamics model modeling method, comprising the following steps: S1. Define the direction perpendicular to the downward direction of the belt surface as the vertical direction, the moving direction of the trolley along the track as the longitudinal direction, and the direction perpendicular to the vertical and longitudinal directions in space as the transverse direction; discretize the conveying belt by sections, and divide the discrete sections into supported belt sections supported by the trolley and suspended belt sections connected between adjacent supported belt sections, and discretize the steel wire rope by sections; establish a three-dimensional coupled dynamics model of the trolley system, the conveying belt and the steel wire rope, wherein the trolley system comprises a single trolley, a supported belt section and a track section below the trolley; S2. Establish a global space internal force item model of the long-distance belt conveyor; S3. Establish an external load vector dynamics model, wherein the external load comprises track irregular excitation force, wheel-rail tangential nonlinear friction force and material gravity; S4. Establish a global space dynamics model of the long-distance belt conveyor.

[0007] On the basis of the above scheme, the following assumptions are made: The long-distance belt conveyor is composed of vehicles, and each trolley comprises a vehicle frame and wheels; For each trolley system, the supported belt section, the vehicle frame, the wheels and the track are defined as key nodes, each key node has translational degrees of freedom in the vertical direction z, the longitudinal direction x and the transverse direction y, and each trolley system has a total of 12 degrees of freedom, and the displacement vector of the i-th vehicle is denoted as (1-1) wherein the subscripts p , e , w , r respectively represent the supported belt section, the vehicle frame, the wheels and the track; For each flexible belt section, i.e. the conveying belt section and the steel wire rope section, the two ends of each section are defined as nodes, and each node has translational degrees of freedom in the vertical direction z, the longitudinal direction x and the transverse direction y, and each flexible belt section has a total of 6 degrees of freedom.

[0008] On the basis of the above scheme, the step S1 comprises, S1-1. The mass matrix of the conveying belt section is (1-2) wherein is a three-direction unit matrix, is the mass of the conveying belt section; The mass matrix of the steel wire rope section is (1-3) wherein is the mass of the steel wire rope section; The supported belt section, the vehicle frame, the wheels and the track section are assembled by nodes to form the mass matrix of a single trolley unit (1-4) in, To support the quality of the belt segment, take ; For the quality of the frame; The mass of the wheel; The mass of the equivalent track segment; S1-2. Define each discrete segment of the conveyor belt and wire rope as having two endpoints, Left and Right, respectively, and the displacement vector of each flexible segment is: Define a 6×6 local stiffness matrix. Under the conditions of independent linear elastic coupling in all directions and no transverse coupling between nodes, the stiffness matrix of the conveyor belt segment is: (1-5) any m-th sub-block Take diagonal form In the formula, For the vertical stiffness of the conveyor belt segment, For the longitudinal stiffness of the conveyor belt segment, Let be the lateral stiffness of the conveyor belt segment; then (1-6) The stiffness matrix of the wire rope segment is (1-7) The nth sub-block Take diagonal form In the formula, For the vertical stiffness of the wire rope segment, For the longitudinal stiffness of the wire rope segment, Let be the lateral stiffness of the wire rope segment; then (1-8) The stiffness matrix of a single motorcycle unit under three-dimensional coupling is:

[0009] (1-9) Each sub-block and All are 3×3 matrices. This represents the structure's own stiffness matrix. Represents the stiffness matrix between adjacent structures, where the subscripts are... p , e , w , r These respectively represent the supporting belt segment, frame, wheels, and rails; ,in For the stiffness matrix of the supporting belt segment, The frame elastic support stiffness matrix, Here is the wheel-rail contact stiffness matrix. This is the equivalent track segment stiffness matrix; (1-10) (1-11) (1-12) (1-13) in These represent the vertical, longitudinal, and lateral stiffness of the supporting strip segment, respectively. These represent the vertical, longitudinal, and lateral stiffness of the frame's elastic supports, respectively. These represent the vertical, longitudinal, and lateral stiffness of the wheel and rail, respectively. These represent the vertical, longitudinal, and lateral stiffness of the track, respectively. Supporting strip - frame stiffness matrix: ; Frame-wheel stiffness matrix: ; Wheel-track stiffness matrix: ; S1-3. Conveyor Belt Damping Matrix (1-14) (1-15) in These are the vertical, longitudinal, and transverse damping coefficients of the conveyor belt segment, respectively. Wire rope segment damping matrix (1-16) (1-17) in These are the vertical, longitudinal, and lateral damping coefficients of the wire rope segment, respectively. Motorcycle unit damping matrix Same as the stiffness matrix structure of the motorcycle unit (1-18) Each sub-block and All are 3×3 matrices. This represents the structure's own damping matrix. Represents the damping matrix between adjacent structures, where the subscripts are... p , e , w , r These respectively represent the supporting belt segment, frame, wheels, and track.

[0010] Based on the above scheme, step S2 includes: S2-1. Sort the degrees of freedom of the multiple trailer unit-conveyor belt-wire rope spatial dynamics models to form a global displacement vector: (2-1) in Let be the displacement vector of the i-th trailer unit; Let be the displacement vector of the e-th segment of the conveyor belt supporting the belt segment. This represents the total number of suspended sections. Let be the displacement vector of the e-th wire rope segment. This represents the total number of wire rope segments; The displacement vector of the i-th trailer unit is (2-2) in Let be the vertical displacement of the support segment of the i-th trailer unit. Let be the longitudinal displacement of the support segment of the i-th trailer unit. Let be the lateral displacement of the support segment of the i-th trailer unit. Let be the vertical displacement of the i-th trailer unit frame. Let be the longitudinal displacement of the i-th trailer unit frame. Let represent the lateral displacement of the i-th trailer unit frame. Let be the vertical displacement of the wheel of the i-th trailer unit. Let be the longitudinal displacement of the wheel of the i-th trailer unit. Let be the lateral displacement of the wheel of the i-th trailer unit. Let be the vertical displacement of the track segment of the i-th trailer unit. Let be the longitudinal displacement of the track segment of the i-th trailer unit. Let be the lateral displacement of the track segment of the i-th trailer unit; The displacement vector of the e-th conveyor belt supporting the belt segment is (2-3) in , , These represent the vertical, longitudinal, and lateral displacements of the left end node of the e-th conveyor belt support segment, respectively. , These represent the vertical, longitudinal, and lateral displacements of the right end node of the e-th conveyor belt support segment, respectively. The displacement vector of the e-th segment of the wire rope is (2-4) in , , These represent the vertical, longitudinal, and lateral displacements of the left end node of the e-th wire rope segment, respectively. , These represent the vertical, longitudinal, and lateral displacements of the right end node of the e-th wire rope segment, respectively. S2-2. Establish a global stiffness matrix based on the coupling stiffness between the flexible segment and the trailer unit, and the stiffness between the flexible segments. (2-5) in The stiffness matrix of the coupled subsystem of a single trailer unit - the suspended belt segment directly connected to its supporting belt segment + the wire rope segment directly connected to its frame; Let be the stiffness matrix of the aforementioned coupled subsystem – the non-directly connected suspended strip segment; The stiffness matrix of the above-mentioned coupled subsystem - non-directly connected wire rope segment; Here is the stiffness matrix of the conveyor belt; Here is the stiffness matrix of the wire rope; (2-6) in The connection stiffness between trailer units is affected by both the conveyor belt section and the wire rope section. (2-7) in This is the set of all suspended strip segments connecting the i-th trailer unit and the (i+1)-th trailer unit; This is the set of all wire rope segments connecting the i-th trailer unit and the (i+1)-th trailer unit; These represent the vertical, longitudinal, and lateral stiffness of the m-th suspended segment, respectively. ; These represent the vertical, longitudinal, and lateral stiffness of the nth wire rope segment, respectively. ; Let be the coupling selection vectors of the m-th suspended strip segment and the i-th trailer unit, respectively, and correspond to the displacement vector of the i-th trailer unit; if the m-th suspended strip segment is a suspended strip segment directly connected to the supporting strip segment in the trailer unit, then (2-8) (2-9) (2-10) These are the right-end coupling selection vectors for the m-th suspended strip segment and the i-th trailer unit, respectively. These are the coupling selection vectors for the left end of the nth wire rope segment and the i-th trailer unit, respectively, and correspond to the displacement vector of the i-th trailer unit; if the nth wire rope segment is directly connected to the trailer unit, then... (2-11) (2-12) (2-13) If the nth wire rope segment is not directly connected to the trailer unit, then the vector is selected as 0; These are the coupling selection vectors for the right end of the nth wire rope segment and the ith trailer unit, respectively. Furthermore, (2-14) in (2-15) (2-16) (2-17) (2-18) (2-19) in Let be the stiffness matrix of the m-th conveyor belt segment; This is the selection matrix used to align the degrees of freedom at the end points of the suspended belt segment with the degrees of freedom of the support belt segment of the trailer unit; (2-20) in Let be the stiffness matrix of n steel wire rope segments; This is the selection matrix used to align the degrees of freedom at the ends of the wire rope segments with the degrees of freedom of the trailer unit frame; All suspended belt segments other than those not directly connected to the support segment of the trailer unit constitute the conveyor belt stiffness matrix. (2-21) All wire rope segments other than those not directly connected to the trailer unit frame constitute the wire rope stiffness matrix. (2-22); S2-3. Establish the global damping matrix (2-23) in The damping matrix of the coupled subsystem of a single trailer unit - the suspended belt segment directly connected to its supporting belt segment + the wire rope segment directly connected to its frame; The damping matrix of the aforementioned coupled subsystem - the non-directly connected suspended strip segment; The damping matrix for the non-directly connected wire rope segment of the aforementioned coupled subsystem; The damping matrix of the conveyor belt; The damping matrix of the wire rope; (2-24) in The connection damping between trailer units is affected by both the conveyor belt section and the wire rope section. (2-25) in This is the set of all suspended strip segments connecting the i-th trailer unit and the (i+1)-th trailer unit; This is the set of all wire rope segments connecting the i-th trailer unit and the (i+1)-th trailer unit; These represent the vertical, longitudinal, and lateral damping of the m-th suspended segment, respectively. ; These represent the vertical, longitudinal, and lateral damping of the nth wire rope segment, respectively. ; Furthermore, (2-26) in (2-27) (2-28) (2-29) in Let be the damping matrix of the m-th conveyor belt segment; (2-30) in Let n be the damping matrix of the nth conveyor belt segment; All suspended belt segments other than those not directly connected to the support segment of the trailer unit constitute the conveyor belt damping matrix. (2-31) All wire rope segments other than those not directly connected to the trailer unit frame constitute the wire rope damping matrix. (2-32); S2-4. Establish the global quality matrix (2-33) in The mass matrix of the trailer unit group includes all trailer units, as well as the suspension belt segment and wire rope segment directly connected to the aforementioned trailer units. (2-34) in Let i be the mass matrix of the i-th trailer unit; The conveyor belt mass matrix includes all conveyor belt segments except for the supporting belt segment of the trailer unit and the suspended belt segment directly connected to the trailer unit. (2-35) The wire rope mass matrix includes all wire rope segments except those directly connected to the trailer unit frame. (2-36).

[0011] Preferably, step S3 includes: S3-1. Track irregularity excitation force: Establish the formula for the vertical irregularity spectral density of the orbit (3-1) in The vertical irregularity spectral density of the orbit Spatial frequency, unit 1 / m. The vertical amplitude coefficient, The vertical decay exponent; The inverse Fourier transform is used to convert the frequency domain signal into the vertical spatial domain signal. (3-2) in For the spatial domain signal of vertical irregularities in the orbit. For the complex spectrum of vertical irregularities in the orbit, , To be a random phase angle that follows a uniform distribution, , This represents the number of sampling points; The vertical irregularity excitation force between the wheel and rail is then... (3-3) in , which is the difference in track profile displacement; Establish the formula for longitudinal irregularity spectral density of orbit (3-4) in The longitudinal irregularity spectral density of the orbit. For vertical amplitude coefficient, The longitudinal decay index; Applying the inverse Fourier transform to convert the frequency domain signal into the longitudinal spatial domain signal (3-5) in This refers to longitudinal unevenness in the track. The complex spectrum represents the longitudinal irregularities of the track. ; The longitudinal irregularity excitation force between the wheel and rail is (3-6) in ; Establish the formula for the transverse irregularity spectral density of the track. (3-7) in This represents the spectral density of transverse irregularities in the orbit. This is the horizontal amplitude coefficient. It is the horizontal decay index; Applying the inverse Fourier transform to convert the frequency domain signal into the transverse spatial domain signal (3-8) in This refers to lateral unevenness in the track. This represents the complex spectrum of the orbit's lateral irregularities. ; The excitation force of lateral irregularity between wheel and rail is (3-9) in ; S3-2. Wheel-rail tangential nonlinear friction force: Probe longitudinal / lateral tangential force vectors (3-10) Wheel rail positive pressure Friction saturates and smooths into (3-11) in The tangential force between the wheel and rail, including longitudinal tangential force. and lateral tangential force ,and , ; Preload includes the weight of the material, the weight of the conveyor belt segment, and the weight of the trolley itself; The coefficient of friction between the wheel and the rail. This is a very small positive number used to avoid a denominator of 0 and to reduce gradient abrupt changes at saturation.

[0012] Based on the above scheme, the external load also includes the excitation force of the conical wheel, which includes vertical contact force and lateral contact force. The process of establishing its dynamic model includes: S3-3-1. Let the wheel width be w and the cone angle be... The radius of the contact point at the wheel flange is ; When the lateral offset of the wheel reaches half of the wheel width, the contact radius will decrease linearly to a minimum value, and the geometric relationship is as follows: (3-12) Mapping the vertical displacement to a local effective radius, and then performing normalization and smoothing, then... (3-13) in A normalized scale used to adjust sensitivity and smoothness; using a sine map to... Mapped to ,but (3-14) Vertical offset h is (3-15) In vertical relative displacement As a response to vertical irregularities in the track Additional deformation (3-16) in The vertical irregular displacement after adding the conical wheel effect; The vertical relative displacement after adding the conical wheel effect is: (3-17) The vertical contact force between the wheel and rail after adding the conical wheel effect is: (3-18) S3-3-2. Define the lateral offset s of the conical wheel, then (3-19) In the lateral relative displacement, s is taken as the lateral irregularity of the track. Additional deformation (3-20) in This refers to the lateral irregularity displacement after adding the conical wheel effect; The lateral relative displacement after adding the conical wheel effect is: (3-21) The wheel-rail lateral contact force after adding the conical wheel effect is: (3-22).

[0013] Based on the above scheme, step S4 includes Establish the overall dynamic equations of the space-coupled system (4-1) Where F is the external load of the system.

[0014] (4-2) in, This represents the total mass of the materials.

[0015] A simulation method for a spatially coupled dynamic model of a long-distance belt conveyor, based on the aforementioned spatially coupled dynamic model of a long-distance belt conveyor, includes: The implicit solver MATLAB ode15s is used for stepwise integration to output the time-domain response results of the dynamic model, and frequency-domain analysis is performed.

[0016] The beneficial effects of this invention are as follows: A combined vertical-longitudinal-lateral modeling framework was proposed and implemented: it simultaneously considers triaxial contact dynamics, tangential friction, and the coupling of the support belt segment-frame-wheel-track within a single model, which can more realistically describe the coupled vibration behavior of the trailer belt conveyor in actual operation. A multi-layered rigid-flexible coupling assembly method for multi-vehicle systems is proposed, which forms a global system matrix through three layers of coupling: the first layer: the coupling between the support belt segment, the frame, the wheel, and the track; the second layer: the coupling between the support belt segment and the suspended belt segment directly connected to the support belt segment, and the coupling between the frame and the rope segment directly connected to the frame; the third layer: the coupling between non-directly connected suspended belt segments and between non-directly connected rope segments. A hybrid strategy of segmented discretization of conveyor belts and wire ropes and equivalent track parameters is adopted to capture the dynamic characteristics of key flexible connection positions of conveyor belts and wire ropes while maintaining computational efficiency. Introducing the conical wheel effect in both the radial and axial directions of the wheel improves the model's versatility in handling complex working conditions; It can be directly input into numerical computing environments such as MATLAB, supports sensitivity analysis of parameters such as number of segments, stiffness, equivalent track stiffness, and velocity, and outputs engineering evaluation indicators such as root mean square error, peak value, and spectrum, which facilitates engineering design and optimization. Attached Figure Description

[0017] 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 The present invention provides a dynamic model of the vehicle unit. Figure 5 This invention provides a multibody dynamics model for a belt conveyor. Figure 6 The model of this invention solves for the final lateral relative displacement curve; Figure 7 The model of this invention solves for the lateral offset curve caused by the conical wheel; Figure 8 The relative relationship between conical offset and vertical displacement in the solution results of the model of this invention. Detailed Implementation

[0018] 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.

[0019] 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.

[0020] 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.

[0021] The spatially coupled dynamic model of 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.

[0022] like Figure 1 , Figure 4 and Figure 5 As shown, a modeling method for a spatially coupled dynamic model of a long-distance belt conveyor includes the following steps: S1. Define the direction perpendicular to the conveyor belt surface downwards as the vertical direction, the direction of the trolley's movement along the track as the longitudinal direction, and the direction perpendicular to both the vertical and longitudinal directions in space as the transverse direction; discretize the conveyor belt into segments, and divide the discretized segments into supporting belt segments supported by the trolley and suspended belt segments connecting adjacent supporting belt segments; discretize the wire rope into segments; establish a three-dimensional coupled dynamic model of the trolley system, the conveyor belt, and the wire rope, wherein the trolley system includes a single trolley, supporting belt segments, and track segments below the trolley; S2. Establish a global spatial internal force model for a long-distance belt conveyor; S3. Establish an external load vector dynamic model, wherein the external load includes track irregularity excitation force, wheel-rail tangential nonlinear friction force, and material gravity; S4. Establish a global spatial dynamics model for long-distance belt conveyors.

[0023] Assumptions are made regarding the test bench and dynamic model: Long-distance belt conveyor consists of It consists of 10 trailers, each of which includes a frame and wheels; For each trolley system, the supporting belt segment, frame, wheels, and track are defined as key nodes. Each key node has translational degrees of freedom in the vertical z, longitudinal x, and lateral y directions. Therefore, each trolley system has a total of 12 displacement degrees of freedom. Let the displacement vector of the i-th trolley be denoted as... (1-1) Subscript p , e , w , r These respectively represent the supporting belt segment, frame, wheels, and rails; For each flexible belt segment, namely the conveyor belt segment and the wire rope segment, each segment is defined with nodes at both ends. Each node has translational degrees of freedom in the vertical z, longitudinal x, and transverse y directions. Thus, each flexible belt segment has a total of 6 degrees of freedom.

[0024] Step S1 includes, S1-1. The mass matrix of the conveyor belt segment is: (1-2) in , is a three-directional identity matrix. For the quality of the conveyor belt segment; The mass matrix of the wire rope segment is (1-3) in For the quality of the wire rope segment; The mass matrix of a single trailer unit is formed by assembling the supporting belt segment, frame, wheels, and track segment according to nodes. (1-4) in, To support the quality of the belt segment, take ; For the quality of the frame; The mass of the wheel; The mass of the equivalent track segment; S1-2. Define each discrete segment of the conveyor belt and wire rope as having two endpoints, Left and Right, respectively, and the displacement vector of each flexible segment is: Define a 6×6 local stiffness matrix. Under the conditions of independent linear elastic coupling in all directions and no transverse coupling between nodes, the stiffness matrix of the conveyor belt segment is: (1-5) any m-th sub-block Take diagonal form In the formula, For the vertical stiffness of the conveyor belt segment, For the longitudinal stiffness of the conveyor belt segment, Let be the lateral stiffness of the conveyor belt segment; then (1-6) The stiffness matrix of the wire rope segment is (1-7) The nth sub-block Take diagonal form In the formula, For the vertical stiffness of the wire rope segment, For the longitudinal stiffness of the wire rope segment, Let be the lateral stiffness of the wire rope segment; then (1-8) The stiffness matrix of a single motorcycle unit under three-dimensional coupling is:

[0025] (1-9) Each sub-block and All are 3×3 matrices. This represents the structure's own stiffness matrix. Represents the stiffness matrix between adjacent structures, where the subscripts are... p , e , w , r These respectively represent the supporting belt segment, frame, wheels, and rails; ,in For the stiffness matrix of the supporting belt segment, The frame elastic support stiffness matrix, Here is the wheel-rail contact stiffness matrix. This is the equivalent track segment stiffness matrix; (1-10) (1-11) (1-12) (1-13) in These represent the vertical, longitudinal, and lateral stiffness of the supporting strip segment, respectively. These represent the vertical, longitudinal, and lateral stiffness of the frame's elastic supports, respectively. These represent the vertical, longitudinal, and lateral stiffness of the wheel and rail, respectively. These represent the vertical, longitudinal, and lateral stiffness of the track, respectively. Supporting strip - frame stiffness matrix: ; Frame-wheel stiffness matrix: ; Wheel-track stiffness matrix: ; S1-3. Conveyor Belt Damping Matrix (1-14) (1-15) in These are the vertical, longitudinal, and transverse damping coefficients of the conveyor belt segment, respectively. Wire rope segment damping matrix (1-16) (1-17) in These are the vertical, longitudinal, and lateral damping coefficients of the wire rope segment, respectively. Motorcycle unit damping matrix Same as the stiffness matrix structure of the motorcycle unit (1-18) Each sub-block and All are 3×3 matrices. This represents the structure's own damping matrix. Represents the damping matrix between adjacent structures, where the subscripts are... p , e , w , r These respectively represent the supporting belt segment, frame, wheels, and track.

[0026] Step S2 includes: S2-1. Sort the degrees of freedom of the multiple trailer unit-conveyor belt-wire rope spatial dynamics models to form a global displacement vector: (2-1) in Let be the displacement vector of the i-th trailer unit; Let be the displacement vector of the e-th segment of the conveyor belt supporting the belt segment. This represents the total number of suspended sections. Let be the displacement vector of the e-th wire rope segment. This represents the total number of wire rope segments; The displacement vector of the i-th trailer unit is (2-2) in Let be the vertical displacement of the support segment of the i-th trailer unit. Let be the longitudinal displacement of the support segment of the i-th trailer unit. Let be the lateral displacement of the support segment of the i-th trailer unit. Let be the vertical displacement of the i-th trailer unit frame. Let be the longitudinal displacement of the i-th trailer unit frame. Let represent the lateral displacement of the i-th trailer unit frame. Let be the vertical displacement of the wheel of the i-th trailer unit. Let be the longitudinal displacement of the wheel of the i-th trailer unit. Let be the lateral displacement of the wheel of the i-th trailer unit. Let be the vertical displacement of the track segment of the i-th trailer unit. Let be the longitudinal displacement of the track segment of the i-th trailer unit. Let be the lateral displacement of the track segment of the i-th trailer unit; The displacement vector of the e-th conveyor belt supporting the belt segment is (2-3) in , , These represent the vertical, longitudinal, and lateral displacements of the left end node of the e-th conveyor belt support segment, respectively. , These represent the vertical, longitudinal, and lateral displacements of the right end node of the e-th conveyor belt support segment, respectively. The displacement vector of the e-th segment of the wire rope is (2-4) in , , These represent the vertical, longitudinal, and lateral displacements of the left end node of the e-th wire rope segment, respectively. , These represent the vertical, longitudinal, and lateral displacements of the right end node of the e-th wire rope segment, respectively. S2-2. Establish a global stiffness matrix based on the coupling stiffness between the flexible segment and the trailer unit, and the stiffness between the flexible segments. (2-5) in The stiffness matrix of the coupled subsystem of a single trailer unit - the suspended belt segment directly connected to its supporting belt segment + the wire rope segment directly connected to its frame; Let be the stiffness matrix of the aforementioned coupled subsystem – the non-directly connected suspended strip segment; The stiffness matrix of the above-mentioned coupled subsystem - non-directly connected wire rope segment; Here is the stiffness matrix of the conveyor belt; Here is the stiffness matrix of the wire rope; (2-6) in The connection stiffness between trailer units is affected by both the conveyor belt section and the wire rope section. (2-7) in This is the set of all suspended strip segments connecting the i-th trailer unit and the (i+1)-th trailer unit; This is the set of all wire rope segments connecting the i-th trailer unit and the (i+1)-th trailer unit; These represent the vertical, longitudinal, and lateral stiffness of the m-th suspended segment, respectively. ; These represent the vertical, longitudinal, and lateral stiffness of the nth wire rope segment, respectively. ; Let be the coupling selection vectors of the m-th suspended strip segment and the i-th trailer unit, respectively, and correspond to the displacement vector of the i-th trailer unit; if the m-th suspended strip segment is a suspended strip segment directly connected to the supporting strip segment in the trailer unit, then (2-8) (2-9) (2-10) These are the right-end coupling selection vectors for the m-th suspended strip segment and the i-th trailer unit, respectively. These are the coupling selection vectors for the left end of the nth wire rope segment and the i-th trailer unit, respectively, and correspond to the displacement vector of the i-th trailer unit; if the nth wire rope segment is directly connected to the trailer unit, then... (2-11) (2-12) (2-13) If the nth wire rope segment is not directly connected to the trailer unit, then the vector is selected as 0; These are the coupling selection vectors for the right end of the nth wire rope segment and the ith trailer unit, respectively. Furthermore, (2-14) in (2-15) (2-16) (2-17) (2-18) (2-19) in Let be the stiffness matrix of the m-th conveyor belt segment; This is the selection matrix used to align the degrees of freedom at the end points of the suspended belt segment with the degrees of freedom of the support belt segment of the trailer unit; (2-20) in Let be the stiffness matrix of n steel wire rope segments; This is the selection matrix used to align the degrees of freedom at the ends of the wire rope segments with the degrees of freedom of the trailer unit frame; All suspended belt segments other than those not directly connected to the support segment of the trailer unit constitute the conveyor belt stiffness matrix. (2-21) All wire rope segments other than those not directly connected to the trailer unit frame constitute the wire rope stiffness matrix. (2-22); S2-3. Establish the global damping matrix (2-23) in The damping matrix of the coupled subsystem of a single trailer unit - the suspended belt segment directly connected to its supporting belt segment + the wire rope segment directly connected to its frame; The damping matrix of the aforementioned coupled subsystem - the non-directly connected suspended strip segment; The damping matrix for the non-directly connected wire rope segment of the aforementioned coupled subsystem; The damping matrix of the conveyor belt; The damping matrix of the wire rope; (2-24) in The connection damping between trailer units is affected by both the conveyor belt section and the wire rope section. (2-25) in This is the set of all suspended strip segments connecting the i-th trailer unit and the (i+1)-th trailer unit; This is the set of all wire rope segments connecting the i-th trailer unit and the (i+1)-th trailer unit; These represent the vertical, longitudinal, and lateral damping of the m-th suspended segment, respectively. ; These represent the vertical, longitudinal, and lateral damping of the nth wire rope segment, respectively. ; Furthermore, (2-26) in (2-27) (2-28) (2-29) in Let be the damping matrix of the m-th conveyor belt segment; (2-30) in Let n be the damping matrix of the nth conveyor belt segment; All suspended belt segments other than those not directly connected to the support segment of the trailer unit constitute the conveyor belt damping matrix. (2-31) All wire rope segments other than those not directly connected to the trailer unit frame constitute the wire rope damping matrix. (2-32); S2-4. Establish the global quality matrix (2-33) in The mass matrix of the trailer unit group includes all trailer units, as well as the suspension belt segment and wire rope segment directly connected to the aforementioned trailer units. (2-34) in Let i be the mass matrix of the i-th trailer unit; The conveyor belt mass matrix includes all conveyor belt segments except for the supporting belt segment of the trailer unit and the suspended belt segment directly connected to the trailer unit. (2-35) The wire rope mass matrix includes all wire rope segments except those directly connected to the trailer unit frame. (2-36).

[0027] Step S3 includes: S3-1. Track irregularity excitation force: the shape of the track This will generate forced terms in the contact expression, which manifest as forced displacement excitation and are reflected in the local contact force. In the expression.

[0028] Establish the formula for the vertical irregularity spectral density of the orbit (3-1) in The vertical irregularity spectral density of the orbit Spatial frequency, unit 1 / m. The vertical amplitude coefficient, The vertical decay exponent; The inverse Fourier transform is used to convert the frequency domain signal into the vertical spatial domain signal. (3-2) in For the spatial domain signal of vertical irregularities in the orbit. For the complex spectrum of vertical irregularities in the orbit, , To be a random phase angle that follows a uniform distribution, , This represents the number of sampling points; The vertical irregularity excitation force between the wheel and rail is then... (3-3) in , which is the difference in track profile displacement; Establish the formula for longitudinal irregularity spectral density of orbit (3-4) in The longitudinal irregularity spectral density of the orbit. For vertical amplitude coefficient, The longitudinal decay index; Applying the inverse Fourier transform to convert the frequency domain signal into the longitudinal spatial domain signal (3-5) in This refers to longitudinal unevenness in the track. The complex spectrum represents the longitudinal irregularities of the track. ; The longitudinal irregularity excitation force between the wheel and rail is (3-6) in ; Establish the formula for the transverse irregularity spectral density of the track. (3-7) in This represents the spectral density of transverse irregularities in the orbit. This is the horizontal amplitude coefficient. It is the horizontal decay index; Applying the inverse Fourier transform to convert the frequency domain signal into the transverse spatial domain signal (3-8) in This refers to lateral unevenness in the track. This represents the complex spectrum of the orbit's lateral irregularities. ; The excitation force of lateral irregularity between wheel and rail is (3-9) in ; S3-2. Wheel-rail tangential nonlinear friction force: Probe longitudinal / lateral tangential force vectors (3-10) Wheel rail positive pressure Friction saturates and smooths into (3-11) in The tangential force between the wheel and rail, including longitudinal tangential force. and lateral tangential force ,and , ; Preload includes the weight of the material, the weight of the conveyor belt segment, and the weight of the trolley itself; The coefficient of friction between the wheel and the rail. This is a very small positive number used to avoid a denominator of 0 and to reduce gradient abrupt changes at saturation.

[0029] This scheme incorporates the conical wheel effect into the contact geometry mapping. The radius of the conical wheel changes gradually with the normal direction, while simultaneously generating a lateral axial offset. That is, the external load also includes the conical wheel excitation force, which comprises both vertical and lateral contact forces. The dynamic model establishment process includes: S3-3-1. Let the wheel width be w and the cone angle be... The radius of the contact point at the wheel flange is ; When the lateral offset of the wheel reaches half of the wheel width, the contact radius will decrease linearly to a minimum value, and the geometric relationship is as follows: (3-12) Mapping the vertical displacement to a local effective radius, and then performing normalization and smoothing, then... (3-13) in A normalized scale used to adjust sensitivity and smoothness; using a sine map to... Mapped to ,but (3-14) Vertical offset h is (3-15) In vertical relative displacement As a response to vertical irregularities in the track Additional deformation (3-16) in The vertical irregular displacement after adding the conical wheel effect; The vertical relative displacement after adding the conical wheel effect is: (3-17) The vertical contact force between the wheel and rail after adding the conical wheel effect is: (3-18) S3-3-2. Define the lateral offset s of the conical wheel, then (3-19) In the lateral relative displacement, s is taken as the lateral irregularity of the track. Additional deformation (3-20) in This refers to the lateral irregularity displacement after adding the conical wheel effect; The lateral relative displacement after adding the conical wheel effect is: (3-21) The wheel-rail lateral contact force after adding the conical wheel effect is: (3-22).

[0030] Step S4 includes Establish the overall dynamic equations of the space-coupled system (4-1) Where F is the external load of the system.

[0031] (4-2) in, This represents the total mass of the materials.

[0032] A simulation method for a spatially coupled dynamic model of a long-distance belt conveyor, based on the aforementioned spatially coupled dynamic model of a long-distance belt conveyor, includes: The implicit solver MATLAB ode15s is used for stepwise integration to output the time-domain response results of the dynamic model, and frequency-domain analysis is performed.

[0033] Frequency domain analysis includes, but is not limited to, (1) Dominant frequency: The peak energy corresponds to the most significant vibration mode of the system, which can be used to judge the stability of the operating state; (2) Frequency band energy distribution: The energy ratio of different frequency bands (low frequency 0–50Hz, mid frequency 50–500Hz, high frequency 500–5000Hz), which is used to evaluate the structural flexibility, impact component and friction excitation effect; (3) Resonance peak identification: Identify the natural frequencies caused by the coupling of the trailer-track, trailer-belt segment and belt segment-rope segment; (4) Frequency rotation and harmonic characteristics (1×, 2×, 3× jumping frequency): Detect key dynamic phenomena such as wheel-rail excitation and the self-stability of the conical wheel lateral movement.

[0034] Figure 6 and Figure 7 The time-domain analysis results obtained from the simulation, Figure 6 The curve shows the change in lateral displacement of the vehicle body, which is caused by the combined effects of track irregularities and conical wheels. Figure 7 The lateral displacement curve generated by the action of the conical wheel. Figure 8 This represents the relative relationship between the lateral offset and longitudinal displacement caused by the conical wheel.

[0035] 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 of modeling long distance belt conveyor space coupled dynamics model, characterized in that, The method comprises the following steps: S1. Defining the direction perpendicular to the belt surface of the conveyor as the vertical direction, the moving direction of the trolley along the track as the longitudinal direction, and the direction perpendicular to the vertical and longitudinal directions in space as the transverse direction; discretizing the conveyor belt into segments, and dividing the discrete segments into supported belt segments supported by the trolley and suspended belt segments connected between adjacent supported belt segments, and discretizing the steel wire rope into segments; establishing a three-dimensional coupled dynamic model of the trolley system, the conveyor belt and the steel wire rope, wherein the trolley system comprises a single trolley, a supported belt segment and a track segment below the trolley; S2. Establishing a global space internal force item model of the long-distance belt conveyor; S3. Establishing an external load vector dynamic model, wherein the external load comprises track irregular excitation force, wheel-rail tangential nonlinear friction force and material gravity; S4. Establishing a global space dynamic model of the long-distance belt conveyor.

2. The method according to claim 1, wherein, The following assumptions are made: The long distance belt conveyor is composed of vehicles, each vehicle comprising a vehicle frame and wheels; For each trolley system, the supported belt segment, the frame, the wheel and the track therein are defined as key nodes, each key node has a vertical z, longitudinal x and transverse y translational degree of freedom, and each trolley system has a total of 12 displacement degrees of freedom, and the displacement vector of the ith vehicle is denoted as （1-1） wherein the subscripts p , e , w , r respectively denote a support belt segment, a vehicle frame, a vehicle wheel and a track; For each flexible belt segment, i.e. the conveyor belt segment and the steel wire rope segment, the two ends of each segment are defined as nodes, each node has a vertical z, longitudinal x and transverse y translational degree of freedom, and each flexible belt segment has a total of 6 degrees of freedom.

3. The method according to claim 2, wherein, The step S1 comprises, S1-1. The mass matrix of the conveyor belt segment is （1-2） wherein is a three-directional identity matrix, is the mass of the conveyor belt section; The mass matrix of the steel wire rope segment is （1-3） wherein is the mass of the steel wire rope segment; The supported belt segment, the frame, the wheel and the track segment are assembled according to the nodes to form the mass matrix of a single trolley unit （1-4） wherein is the mass of the support belt segment, taken ; is the mass of the vehicle frame; is the mass of the vehicle wheel; is the mass of the equivalent track segment; S1-2. Define each conveyor belt and steel wire rope discrete section respectively includes left and right two endpoints Left and Right, and the displacement vector of each flexible section is , define a 6x6 local stiffness matrix, under the condition of independent linear elastic coupling in each direction and no transverse coupling between nodes, the stiffness matrix of the conveyor belt section is （1-5） wherein any mthsub-block in diagonal form ; in which is the vertical stiffness of the conveyor belt section, is the longitudinal stiffness of the conveyor belt section, is the transverse stiffness of the conveyor belt section; then （1-6） The stiffness matrix of the steel wire rope segment is （1-7） wherein the nth sub-block in diagonal form ; in which is the vertical stiffness of the steel wire rope segment, is the longitudinal stiffness of the steel wire rope segment, is the transverse stiffness of the steel wire rope segment; then （1-8） The stiffness matrix of a single dolly unit under three-way coupling is （1-9） wherein each sub-block and are 3x3 matrices, denote the structure's own stiffness matrix, denote the inter-adjacent structure stiffness matrix, wherein the subscript p , e , w , r denote the support belt segment, the vehicle frame, the vehicle wheel and the track, respectively. wherein is the support band segment stiffness matrix, is the frame elastic support stiffness matrix, is the wheel-rail contact stiffness matrix, is the equivalent track segment stiffness matrix; （1-10） （1-11） （1-12） （1-13） wherein respectively represent the vertical, longitudinal, lateral stiffness of the support belt segment; respectively represent the vertical, longitudinal, lateral stiffness of the frame elastic support; respectively represent the vertical, longitudinal, lateral stiffness of the wheel rail; respectively represent the vertical, longitudinal, lateral stiffness of the track; Supporting belt segment - vehicle frame stiffness matrix: ; Frame - wheel stiffness matrix: ; Wheel-rail stiffness matrix: ; S1-3. The damping matrix of the conveyor belt segment is （1-14） （1-15） wherein respectively the vertical, longitudinal and lateral damping coefficients of the conveyor belt section; The damping matrix of the steel wire rope segment is （1-16） （1-17） wherein respectively the vertical, longitudinal and lateral damping coefficients of the steel wire rope segment; Damping matrix of the dolly unit Same structure as the dolly unit stiffness matrix （1-18） where each sub-block and are 3x3 matrices, denotes the structure's own damping matrix, denotes the damping matrix between adjacent structures, where the subscripts p , e , w , r denote the support belt segment, the car frame, the wheel and the track, respectively.

4. The method according to claim 3, wherein, The step S2 comprises: S2-1. The degrees of freedom of the multi-trolley unit-conveyor belt-steel wire rope space dynamic model are sorted to form a global displacement vector: （2-1） wherein is the displacement vector of the ith trolley unit; is the displacement vector of the e-th conveyor belt support belt segment, is the total number of overhanging belt segments; is the displacement vector of the e-th steel cord segment, is the total number of steel cord segments; The displacement vector of the ith trolley unit is （2-2） wherein is a vertical displacement of the i-th trolley unit rail segment, is a longitudinal displacement of the i-th trolley unit rail segment, is a lateral displacement of the i-th trolley unit rail segment, is a vertical displacement of the i-th trolley unit frame, is a longitudinal displacement of the i-th trolley unit frame, is a lateral displacement of the i-th trolley unit frame, is a vertical displacement of the i-th trolley unit wheel, is a longitudinal displacement of the i-th trolley unit wheel, is a lateral displacement of the i-th trolley unit wheel, is a vertical displacement of the i-th trolley unit rail segment, is a longitudinal displacement of the i-th trolley unit rail segment, is a lateral displacement of the i-th trolley unit rail segment; The displacement vector of the e-th conveyor belt supported belt segment is （2-3） wherein , , respectively the vertical, longitudinal, transversal displacement of the left end node of the e-th conveyor belt support belt segment, , respectively the vertical, longitudinal, transversal displacement of the right end node of the e-th conveyor belt support belt segment. The displacement vector of the e-th steel wire rope segment is （2-4） wherein , , are the vertical, longitudinal, transverse displacement of the left end node of the e-th wire rope segment, respectively, , are the vertical, longitudinal, transverse displacement of the right end node of the e-th wire rope segment, respectively. S2-2. Based on the coupling stiffness between the flexible segment and the trolley unit and the stiffness between the flexible segments, a global stiffness matrix is established （2-5） wherein Ks = stiffness matrix of the coupling subsystem of the single trolley unit - the overhang belt segment directly connected to it + the steel cord segment directly connected to the trolley frame of the single trolley unit; Ko = stiffness matrix of the coupling subsystem - the overhang belt segment not directly connected; Kc = stiffness matrix of the coupling subsystem - the steel cord segment not directly connected; Kb = belt stiffness matrix; Kc = steel cord stiffness matrix; （2-6） wherein Kt is the connection stiffness between the bogie units, influenced by the conveyor belt segments and the steel cord segments （2-7） wherein is the set of all overhang belt segments connecting the i-th trolley unit and the i+1-th trolley unit; is the set of all wire rope segments connecting the i-th trolley unit and the i+1-th trolley unit; vertical, longitudinal, transverse stiffness of the mth segment of the overhang, ; vertical, longitudinal, lateral stiffness of the nth segment of steel wire rope, respectively, ; is a left end coupling selection vector of the mth overhang belt segment and the ith trolley unit, and corresponds to the displacement vector of the ith trolley unit; if the mth overhang belt segment is an overhang belt segment directly connected to a supporting belt segment in the trolley unit, （2-8） （2-9） （2-10） is the coupling selection vector of the mth overhang belt segment and the right end of the ith trolley unit, respectively; is the coupling selection vector of the left end of the nth steel wire rope section and the ith carrier unit, corresponding to the displacement vector of the ith carrier unit; if the nth steel wire rope section is directly connected with the carrier unit, （2-11） （2-12） （2-13） If the n-th wire rope segment is not directly connected to the carrier unit, the selection vector is 0; respectively the right end coupling selection vector of the n-th wire rope segment and the i-th carrier unit; Further, （2-14） Wherein （2-15） （2-16） （2-17） （2-18） （2-19） wherein is the stiffness matrix for the m-th conveyor belt section; is a selection matrix for aligning the end-point degrees of freedom of the suspended belt section with the degrees of freedom of the belt section carried by the trolley unit. （2-20） wherein is the stiffness matrix of the n-segment steel wire rope segment; is a selection matrix for aligning the steel wire rope segment end point degrees of freedom with the carrier unit car frame degrees of freedom; All suspended belt segments other than the suspended belt segments directly connected with the supported belt segments of the trolley unit constitute the conveyor belt stiffness matrix （2-21） All steel wire rope segments other than the steel wire rope segments directly connected with the frames of the trolley unit constitute the steel wire rope stiffness matrix （2-22）； S2-3. A global damping matrix is established （2-23） wherein is the damping matrix of the coupling subsystem of a single trolley unit - a suspended belt segment directly connected to its support belt segment + a steel cable segment directly connected to its trolley frame; is the damping matrix of the coupling subsystem - a suspended belt segment not directly connected to its support belt segment; is the damping matrix of the coupling subsystem - a steel cable segment not directly connected to its trolley frame; is the damping matrix of the conveyor belt; is the damping matrix of the steel cable. （2-24） wherein is the connection damping between the dolly units - dolly units, influenced jointly by the conveyor belt segments and the wire rope segments （2-25） wherein is the set of all overhang belt segments connecting the i-th trolley unit and the i+1-th trolley unit; is the set of all steel cord segments connecting the i-th trolley unit and the i+1-th trolley unit; vertical, longitudinal, lateral dampings of the mth suspended strip segment, respectively, ; vertical, longitudinal, lateral dampings of the nth segment of steel wire rope respectively, ; Further, （2-26） Wherein （2-27） （2-28） （2-29） wherein Dm is the damping matrix for the mth conveyor segment; （2-30） wherein is the damping matrix for the nth conveyor segment. All suspended belt segments other than the suspended belt segments directly connected with the supported belt segments of the trolley unit constitute the conveyor belt damping matrix （2-31） All steel wire rope segments other than the steel wire rope segments directly connected with the frames of the trolley unit constitute the steel wire rope damping matrix （2-32）； S2-4. A global mass matrix is established （2-33） wherein is the mass matrix of the dolly unit group, including all dolly units and the overhead belt segments and wire rope segments directly connected to the dolly units described above, （2-34） wherein is the mass matrix of the ith trolley unit; is the conveyor belt mass matrix, including all conveyor belt segments except the support belt segments of the support vehicle units and the overhanging belt segments directly connected to the support vehicle units （2-35） is the mass matrix of the steel wire rope, including all steel wire rope segments except the steel wire rope segment directly connected to the car frame of the pusher unit （2-36）。 5. The method of claim 2, wherein, The step S3 comprises: S3-1. Track irregular excitation force: The vertical track irregularity spectrum density formula is established （3-1） wherein is the track vertical irregularity spectrum density, is the spatial frequency, in 1 / m, is the vertical amplitude coefficient, is the vertical decay exponent; The inverse Fourier transform is applied to convert the frequency domain signal into a vertical spatial domain signal （3-2） wherein is a spatial domain signal of track vertical irregularities, is a complex spectrum of track vertical irregularities, , is a random phase angle subject to a uniform distribution, , is the number of sampling points; The vertical irregular excitation force between the wheel and the rail is （3-3） wherein is the track profile displacement difference; The longitudinal track irregularity spectrum density formula is established （3-4） wherein is the track longitudinal irregularity spectrum density, is the longitudinal amplitude coefficient, is the longitudinal decay index; The inverse Fourier transform is applied to convert the frequency domain signal into a longitudinal spatial domain signal （3-5） wherein is the track longitudinal irregularity displacement, is the complex spectrum of the track longitudinal irregularity, ; The longitudinal irregular excitation force between the wheel and the rail is （3-6） wherein ; The transverse track irregularity spectrum density formula is established （3-7） wherein is the track lateral irregularity spectrum density, is the lateral amplitude coefficient, is the lateral decay exponent; The inverse Fourier transform is applied to convert the frequency domain signal into a transverse spatial domain signal （3-8） wherein is the track lateral irregularity displacement, is the complex spectrum of the track lateral irregularity, ; The lateral unevenness excitation force between the wheel and the rail is （3-9） wherein ; S3-2. Wheel-rail tangential nonlinear friction force: Trial longitudinal / lateral tangential force vector （3-10） Let the wheel-rail normal force , the friction is saturated and smoothed as （3-11） wherein is the tangential force between the wheel and the rail, including the longitudinal tangential force and the lateral tangential force , and , ; is the pre-load force, including the material weight, the weight of the conveyor belt section and the self-weight of the trolley; is the friction coefficient between the wheel and the rail, is a small positive number used to avoid division by zero and to reduce the gradient jump at saturation.

6. The method according to claim 5, wherein, The external load also includes a conical wheel excitation force, which includes a vertical contact force and a lateral contact force, and the process of establishing its dynamic model includes: S3-3-1. Set the wheel width as w, the taper angle as , and the wheel rim position contact point radius as ; When the lateral displacement of the wheel reaches half of the wheel width, the contact radius will linearly decrease to a minimum value, and the geometric relationship is （3-12） Map the vertical displacement to the local effective radius, and perform normalization and smoothing processing, then （3-13） wherein is a normalizing scale for adjusting sensitivity and smoothness; and is mapped to then （3-14） The vertical displacement h is （3-15） In vertical relative displacement as an additional deformation to the track vertical irregularities ​ （3-16） wherein is the vertical irregularity displacement after adding the conical wheel effect; The vertical relative displacement after adding the conical wheel effect is （3-17） The vertical contact force between the wheel and the rail after adding the conical wheel effect is （3-18） S3-3-2. Define the lateral displacement s of the conical wheel, then （3-19） s in lateral relative displacement as additional deformation to the track lateral irregularity ​ （3-20） wherein is the lateral irregularity displacement after adding the conical wheel effect; The lateral relative displacement after adding the conical wheel effect is （3-21） The lateral contact force between the wheel and the rail after adding the conical wheel effect is （3-22）。 7. The method according to claim 6, wherein The step S4 includes Establish the overall dynamics equation of the spatial coupling system （4-1） Wherein, F is the external load of the system. （4-2） wherein, is the total mass of the material.

8. A method of simulation of spatial coupling dynamics model of long distance belt conveyor characterized by, The long-distance belt conveyor spatial coupling dynamics model according to any one of claims 1 to 7, comprising: The implicit solver MATLAB ode15s is used for step-by-step integration, the time domain response results of the dynamics model are output, and frequency domain analysis is performed.

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