A rigid-flexible coupling dynamic simulation method for transporting precast bridge components (SPMT)

Abstract

This invention discloses a rigid-flexible coupling dynamic simulation method for transporting large precast bridge components via SPMT (Special Stress Mechanism Transport), belonging to the field of computer-aided engineering modeling and simulation technology. The invention first establishes a parametric geometric model of the precast bridge component and a multi-rigid-body dynamic model of the SPMT transport system, defining the contact constraint relationships between components and establishing a stochastic road surface excitation model and an SPMT driving model. Next, a finite element model of the precast bridge component is established, performing static analysis and prestressed modal calculations to extract modal parameters and flexible body matrix information. Then, a flexible body model of the precast bridge component is established, and a data mapping relationship is established with the multi-rigid-body model to construct a unified rigid-flexible coupling dynamic calculation model. Finally, numerical solutions are performed to obtain the dynamic response and stress state during component transportation, completing the safety assessment. This invention achieves accurate dynamic simulation of the component transportation process, providing technical support for the analysis and safety assessment of transportation schemes for large precast bridge components.

Description

Technical Field

[0001] This invention relates to the field of computer-aided engineering (CAE) modeling and simulation technology, and in particular to a rigid-flexible coupling dynamic simulation method for the transportation process of large bridge prefabricated components using a self-propelled modular transporter (SPMT). It belongs to a computer implementation method based on the construction of a computational model for a specific engineering object, the solution of multibody dynamics, and the analysis of structural dynamic response. Background Technology

[0002] With the continuous improvement of the industrialization level of modern bridge construction, prefabricated assembly construction technology has been widely used in large-scale bridge projects due to its advantages such as controllable quality, short construction cycle, and minimal environmental impact. Against this backdrop, prefabricated bridge components are showing a significant trend towards larger size and modularity. The large size and complex structure of prefabricated bridge components present new technical challenges for transportation and installation.

[0003] Self-Propelled Modular Transporters (SPMTs), as highly flexible and heavy-duty transport equipment, have been widely used in the on-site transportation of large components in recent years. Compared with traditional transportation methods, SPMTs have advantages such as high mobility, flexible modular combination, high passability, and controllable cost, making them particularly suitable for short-distance transport of large precast bridge components. However, the practical application of SPMTs for transporting large precast bridge components mainly relies on the accumulation of past engineering experience, lacking a unified calculation model and simulation analysis method for the dynamic behavior of the transportation process. Due to the large structural volume of large precast bridge components, if experimental methods are adopted, multi-axle SPMT train sets and large test sites are required, resulting in high implementation costs, long cycles, and significant safety risks. Existing simulation analysis methods for transporting large precast bridge components typically use rigid body dynamics models, which are difficult to accurately describe the elastic deformation and dynamic response of components under transportation vibration environments. There is a complex dynamic coupling between precast bridge components and the SPMT transportation system, involving multiple factors such as support constraints, road surface excitation, and vehicle operating parameters, and a unified rigid-flexible coupling dynamic calculation model has not yet been formed. On the other hand, the lack of a unified data organization and computational mapping mechanism between existing finite element analysis models and multibody dynamics models makes it difficult to effectively integrate structural flexibility characteristics into the transportation dynamics analysis process, and a complete computer simulation method for the transportation problem of precast bridge components (SPMT) has not yet been formed.

[0004] Furthermore, existing simulation analyses of the transportation of precast components for large bridges typically employ independent multibody dynamics and finite element models, lacking a unified method for organizing and calculating transportation condition parameters, component parameters, support parameters, and road excitation parameters. A unified rigid-flexible coupling calculation model for the transportation problem of precast components (SPMT) for large bridges has not yet been formed, resulting in a complex and highly repetitive model construction process that fails to meet the requirements for high-precision dynamic analysis under complex transportation conditions.

[0005] Therefore, in order to accurately predict the dynamic response and stress state of large bridge precast components during SPMT transportation and ensure the structural safety and integrity during transportation, it is urgent to establish a rigid-flexible coupling dynamic simulation method for SPMT transportation of large bridge precast components. By establishing the data mapping relationship between bridge precast components, transportation system and road surface excitation, a unified expression of physical system, mathematical model and computer simulation model can be achieved, and rigid-flexible coupling dynamic modeling and numerical solution can be completed. Summary of the Invention

[0006] The purpose of this invention is to provide a rigid-flexible coupling dynamic simulation method for transporting large precast bridge components (SPMT), in order to solve the problems of insufficient expression of structural flexibility characteristics, incomplete description of dynamic coupling relationship of transport system and lack of unified calculation model in existing transport simulation analysis. This method establishes the data mapping relationship between bridge precast components, SPMT transport system and road surface excitation, and realizes high-precision calculation and safety analysis of dynamic response of transport process.

[0007] To achieve the above objectives, this invention provides a rigid-flexible coupling dynamic simulation method for transporting large precast bridge components (SPMT), comprising:

[0008] S1. Construct a parametric data model of large bridge prefabricated components, SPMT transportation system, support device and transportation conditions, and establish a parametric geometric model of bridge prefabricated components and SPMT transportation system based on the parametric data model.

[0009] S2. Based on the parametric geometric model, construct a multi-rigid-body dynamics model of the transportation system and establish a stochastic road excitation model corresponding to the transportation conditions.

[0010] S3. Establish a finite element analysis model based on the parametric geometric model of the precast bridge components, and calculate the modal parameters and flexible body matrix information of the precast components.

[0011] S4. Based on the modal parameters and flexible body matrix information, construct a flexible body model of the prefabricated bridge component, and establish the data mapping relationship and rigid-flexible coupling relationship between the flexible body model and the multi-rigid-body dynamics model of the transportation system.

[0012] S5. Perform dynamic numerical solution on the rigid-flexible coupling dynamic model to obtain the dynamic response and stress state of the bridge prefabricated components during transportation.

[0013] S6. Based on the dynamic response and stress state, conduct a safety analysis of the transportation process of precast bridge components.

[0014] Furthermore, in step S2, the multi-rigid-body dynamic equations are established using the Lagrange method based on the constraints of the transportation system:

[0015]

[0016] Where T is the system kinetic energy and q is the generalized coordinate vector. Let Q be the generalized velocity vector and let Q be the generalized force vector.

[0017] Furthermore, in step S3, the modal superposition method is used to describe the elastic deformation of the precast bridge components, and its displacement expression is:

[0018]

[0019] Where, φ i Let q be the i-th mode shape. i (t) represents the corresponding modal coordinates, n represents the modal order of the intercepted mode, and u(t) represents the elastic displacement of the observation point on the component at time t.

[0020] Furthermore, in step S4, when constructing the flexible body model of the prefabricated bridge component, the corresponding flexible body dynamic equations are established:

[0021]

[0022] Where M, C, and K are the mass matrix, damping matrix, and stiffness matrix, respectively, F(t) is the time-varying external load vector, and q(t), , These are the modal coordinate vector, modal velocity vector, and modal acceleration vector, respectively.

[0023] Furthermore, in step S4, when constructing the rigid-flexible coupled dynamic model, a data mapping relationship is established between the multi-rigid-body model of the transportation system and the flexible-body model of the prefabricated bridge components, and the two are coupled to form a unified rigid-flexible coupled dynamic equation:

[0024]

[0025] Where the subscript r represents the rigid body degree of freedom, f represents the flexible body degree of freedom, and q r q f These are the generalized coordinates of a rigid body and the modal coordinates of a flexible body, respectively. , and , These are the corresponding velocity and acceleration vectors, M. rr M ff M represents the mass submatrices of the rigid body and the flexible body, respectively. rf M fr C is the mass submatrix of the rigid-flexible coupling. rr C ff C rf C fr and K rr K ff K rf K fr These are the corresponding damping and stiffness sub-matrices, F. r F f These are the generalized external forces acting on rigid and flexible bodies, respectively.

[0026] Furthermore, the random road surface excitation model generates random road surface excitation data for the corresponding transportation path based on the road surface roughness power spectral density function, and is used to construct the random road surface excitation input in the SPMT transportation process.

[0027] Furthermore, in step S5, the solution time step is set according to the accuracy requirements of the dynamic solution and the rigidity and flexibility characteristics of the model to ensure the stability of the numerical calculation.

[0028] Furthermore, in step S6, dynamic response characteristic parameters of key parts of the component are extracted based on the dynamic response results, and transportation safety analysis is completed based on preset evaluation criteria.

[0029] Furthermore, in step S2, a support device is provided between the precast bridge components and the SPMT transportation system, the support device including pads and distribution beams.

[0030] Furthermore, the static analysis and prestressed modal calculation specifically include:

[0031] Solid elements are used to simulate concrete, and prestressed elements are used to simulate steel strands. Prestress is applied through an initial state command flow, and the prestressed modal parameters containing the initial stress field are obtained by solving.

[0032] Furthermore, the data mapping relationship includes the node coordinate mapping relationship, mass parameter mapping relationship, constraint connection relationship and modal information mapping relationship between the finite element model of the bridge prefabricated component and the multi-rigid body dynamics model of the SPMT transportation system, which is used to realize data interaction and coupled calculation between the flexible body model of the bridge prefabricated component and the multi-rigid body dynamics model of the SPMT transportation system.

[0033] Furthermore, the parameterized data model includes geometric parameters of bridge prefabricated components, material parameters, SPMT transportation system parameters, support parameters, transportation condition parameters, and road surface excitation parameters. Based on these parameters, corresponding finite element models of bridge prefabricated components, multi-rigid-body dynamic models of SPMT transportation systems, and rigid-flexible coupling dynamic calculation models are established.

[0034] Compared with existing technologies, this invention has the following advantages: It establishes a unified rigid-flexible coupling dynamic calculation model between precast bridge components, the SPMT transportation system, and pavement excitation, achieving a unified expression of structural flexibility characteristics and transportation system dynamic characteristics. It fully considers the coupling effect of support devices, pavement excitation, and structural flexibility, enabling accurate simulation of the dynamic response of precast bridge components during transportation. This invention forms a reusable rigid-flexible coupling dynamic calculation model by uniformly parameterizing and organizing the parameters of precast bridge components, SPMT transportation system, support devices, and pavement excitation. For similar large-scale precast bridge component transportation problems, only the model input parameters need to be adjusted to complete the dynamic simulation under the corresponding transportation conditions, improving model construction efficiency and the consistency of simulation analysis. This invention can provide technical support for optimizing transportation schemes and assessing transportation safety for large-scale precast bridge components. Attached Figure Description

[0035] Figure 1 This is a flowchart of the rigid-flexible coupling dynamic simulation method for transporting large precast bridge components (SPMT) according to the present invention.

[0036] Figure 2 This is a schematic diagram of the box girder placement scheme; in the figure, (a) is the front view, (b) is the left view, and (c) is the top view;

[0037] Figure 3 It is a geometric model of the box girder-SPMT transportation system;

[0038] Figure 4 It is a Class B random road surface roughness curve;

[0039] Figure 5 It is the SPMT tire drive input time history curve;

[0040] Figure 6 These are the acceleration response time history curves at typical measurement points in a transportation system dynamics model.

[0041] Figure 7 It is a finite element mesh model of a box girder;

[0042] Figure 8 This is a comparison chart of the simulation results and the measured acceleration response of rigid-flexible coupling dynamics;

[0043] Figure 9This is a dynamic stress cloud diagram of the box girder; (a) in the figure is a view of the top plate of the box girder, and (b) in the figure is a view of the bottom plate of the box girder. Detailed Implementation

[0044] The present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments. These embodiments are for illustrative purposes only and are not intended to limit the scope of protection of the present invention. In this embodiment, a precast prestressed concrete box girder for a cross-sea bridge is 75m long, with a top slab width of 15.7~17.8m, a bottom slab width of 7.1m, a height of 3.1~3.9m, and a weight of 3068t. It is transported within the site using a self-propelled modular transporter (SPMT).

[0045] This embodiment follows Figure 1 The process described herein corresponds to steps S1 to S6 in the rigid-flexible coupling dynamic simulation method for SPMT (Special Stress-Flexible Material Transport) of large precast bridge components described in the invention. Parametric geometric models of the precast bridge components, multi-rigid-body dynamic models of the SPMT transport system, stochastic road surface excitation models, and flexible body models of the precast bridge components are established sequentially to construct a unified rigid-flexible coupling dynamic simulation model. Based on this model, dynamic response analysis and safety assessment of the SPMT transport process are performed. Specifically, the flexible characteristics of the precast bridge components are described using a finite element model, the motion characteristics of the SPMT transport system are described using a multi-rigid-body dynamic model, and the road surface excitation characteristics are described using a statistical road surface spectrum model. By establishing data mapping relationships between the above models, a unified expression of the physical system, mathematical model, and computer simulation model is achieved.

[0046] In this embodiment, the establishment of the multi-rigid-body dynamics model, the extraction of finite element modal parameters, the generation of random road surface excitation, and the integration of rigid-flexible coupling models can be implemented using corresponding computer software.

[0047] like Figure 1 As shown in this embodiment, a rigid-flexible coupling dynamic simulation method for transporting large precast bridge components (SPMT) includes the following specific steps:

[0048] The first step is to establish a parametric model of the box girder and SPMT transportation system. The deployment scheme for the large precast prestressed concrete box girder in this embodiment is as follows: Figure 2 As shown. To balance computational accuracy and solution efficiency, while ensuring accurate representation of the overall dynamic characteristics, details such as bolt holes and chamfers in the box girder that have minimal impact on the overall dynamic response are appropriately simplified. A parametric geometric model of the box girder is established based on its structural dimensions. In this embodiment, the DesignModeler module in ANSYS Workbench software is used to complete the geometric modeling of the box girder, and the generated box girder geometric model data file is imported into the RecurDyn environment.

[0049] In RecurDyn, models of the pad blocks, distribution beams, and SPMT (Special Purpose Vehicle) trainsets are created based on the actual components of a transportation system. The SPMT trainset includes components such as the chassis, hydraulic suspension, and tires. The tires are described using the Fiala tire model from RecurDyn's Tire toolkit. Then, based on... Figure 2 The diagram shows the vehicle layout and the actual positional relationships between its components. The imported box girder model 1, pad block model 2, distribution beam model 3, and SPMT trainset model 4 are then assembled as a whole, with provisions made for future positional relationships with the subsequent random road surface excitation model 5, forming a complete geometric model of the box girder-SPMT transportation system. Figure 3 As shown, this provides a unified geometric basis for the construction of subsequent multi-rigid-body dynamics models of transportation systems.

[0050] The second step is to establish a multi-rigid-body dynamics model of the SPMT transportation system. Based on the geometric model of the integral box girder-SPMT transportation system established in the first step, a multi-rigid-body dynamics model of the transportation system is established in the RecurDyn environment. According to the actual motion relationships between the various components of the SPMT, the kinematic pairs and constraint relationships between the frame, hydraulic suspension, tires, and steering mechanism are established. At the same time, the contact constraint relationships between box girder 1, pad block 2, and distribution beam 3 are established according to the transportation support method, and a contact dynamics model between the tires and the road surface 5 is established. Among them, GeoSurface contact relationships are defined between box girder 1 and pad block 2, distribution beam 3 and the SPMT train 4 bearing platform; fixed constraints are defined between pad block 2 and distribution beam 3; and rotational constraints are defined between the tires and suspension of the SPMT train 4 to simulate the actual stress state between the components during transportation. The hydraulic suspension system of the SPMT is simplified using spring force elements, and its stiffness and damping parameters are set according to the actual SPMT parameters. A tire-road contact model is established between the tires and the road surface to receive subsequent random road surface excitation inputs. Based on the above motion constraints and contact relationships, and combined with the aforementioned multi-rigid-body dynamics modeling method, a multi-rigid-body dynamics model of the SPMT transportation system is established, providing a foundation for subsequent integration of flexible body models of precast bridge components and dynamic analysis of rigid-flexible coupling.

[0051] The third step is to establish a stochastic road surface excitation model. Based on the road grade and road surface roughness characteristics, a stochastic road surface excitation model is established using the road surface roughness power spectral density function. This embodiment uses the harmonic superposition method to generate stochastic road surface excitation data for the corresponding transportation path, used to describe the random contact between the tire and the road surface during transportation. This embodiment uses MATLAB to generate the stochastic road surface excitation data and imports it into a multi-rigid-body dynamics model to establish the tire-road surface interaction relationship. This embodiment uses a Class B road surface as the input condition, and the generated road surface roughness curve is shown below. Figure 4 As shown.

[0052] The fourth step is to establish the SPMT drive model and transportation condition model. The SPMT drive model is established based on the SPMT transportation speed and operating conditions. In this embodiment, the SPMT transportation speed is set to 0.8 km / h, and the STEP function is used to define the tire drive input. The corresponding tire drive input time history curve is shown below. Figure 5 As shown. Based on the simulation time and number of steps set according to the transportation route, numerical simulation is performed on the established transportation system dynamics model to verify whether the SPMT operation is stable, whether the model constraint relationships are correct, and whether there is interference or anomalies between the contact pairs, thereby ensuring the reliability of subsequent rigid-flexible coupling dynamic analysis. Figure 6 The time-history curves of the vertical acceleration response at typical measuring points at mid-span of the box girder on the top surface during numerical simulation of the established transportation system dynamics model are presented. Figure 6 It is evident that under the combined effects of Class B road surface excitation and SPMT operation, the overall vibration response of the box girder remained stable, without any abnormal impact or numerical divergence. This indicates that the established transportation system dynamic model and its constraint relationships have good computational stability and can serve as the basis for subsequent integration of the box girder flexible body model and rigid-flexible coupling dynamic calculations.

[0053] The fifth step is to establish a finite element model of the box girder and extract flexible body parameters. Based on the parametric geometric model of the box girder established in the first step, a finite element analysis model of the box girder is established according to the aforementioned modal superposition theory, providing a foundation for subsequent static analysis, prestressed modal calculation, and flexible body model construction.

[0054] This embodiment uses ANSYS Workbench to establish a finite element model of the box girder. The concrete is simulated using SOLID187 elements, and the prestressed steel strands are simulated using REINF264 elements. Prestress is applied using the INISTATE command. The concrete strength grade of the box girder is C60, the elastic modulus is 3.60 GPa, and the Poisson's ratio is 0.20; the standard value of the tensile strength of the prestressed steel strands is 1860 MPa. The overall finite element mesh size is 400 mm, with appropriate refinement in key local areas, and the edge mesh size is 100 mm. The finite element model of the box girder after meshing is shown below. Figure 7 As shown.

[0055] After establishing the finite element model, a static analysis was first performed on the box girder to solve for the initial stress field under the combined action of dead load and prestress, providing an initial state for subsequent modal analysis. Subsequently, prestressed modal calculations were performed based on the initial stress field to extract the first 30 modal frequencies, mode shapes, and corresponding flexible body matrix information of the box girder, which were then used to construct the flexible body model of the box girder.

[0056] Step 6: Establish a flexible box girder model and construct a rigid-flexible coupled dynamic model. Based on the modal parameters and finite element matrix information obtained in Step 5, a flexible box girder model is established according to the aforementioned flexible body dynamic model. A data mapping relationship is then established between the flexible box girder model and the multi-rigid-body dynamic model of the SPMT transportation system, forming a unified rigid-flexible coupled dynamic calculation model. In this embodiment, the MakeRFI tool provided by RecurDyn is used to construct the flexible body model, and the constructed flexible box girder model is integrated into the multi-rigid-body dynamic model of the transportation system, establishing a unified rigid-flexible coupled dynamic model between the box girder, SPMT, and random road surface.

[0057] Step 7: Solve the rigid-flexible coupling dynamics and evaluate transportation safety. After completing the construction of the rigid-flexible coupling dynamics model, perform numerical solutions based on the unified rigid-flexible coupling dynamic equations. In this embodiment, the RecurDyn solver is used to complete the dynamic calculations, and the maximum time step is set to 1×10⁻⁶ according to the required calculation accuracy. -3 s, and perform transient dynamic response analysis on the entire transportation process.

[0058] After completing the rigid-flexible coupling dynamics solution, the vertical acceleration response at the mid-span measuring point of the box girder was extracted and compared with the measured acceleration data collected during the on-site transportation process. The results are as follows: Figure 8 As shown. By Figure 8 It can be seen that the simulation results and the measured response curves have good consistency in terms of trend, peak amplitude and overall fluctuation characteristics. This indicates that the rigid-flexible coupling dynamic calculation model established in this invention can accurately reflect the dynamic response characteristics of large bridge precast components (SPMT) during transportation and can be used for dynamic analysis and safety assessment of transportation schemes.

[0059] Further extract the stress response results of key parts of the box girder and generate corresponding stress cloud maps, such as... Figure 9 As shown in the figure, different colors represent the stress values ​​of the box girder under this transportation condition. Dark blue represents areas with extremely low stress, light blue, cyan, and green indicate gradually increasing stress, while yellow, orange, and even red represent areas of stress concentration or the highest stress level. Figure 9 As can be seen in (a), the stress level of the top slab of the box girder is higher in the mid-span and above the supporting beam area compared to other areas; while... Figure 9 As can be seen in (b), the bottom plate of the box girder exhibits a yellowish-green or even orange and red color in the support area, reflecting that stress is mainly concentrated near these support areas. Figure 9It is evident that the maximum dynamic stress of the box girder is mainly concentrated near the support area. The calculated maximum dynamic stress is lower than the allowable stress value specified in the "Design Code for Highway Reinforced Concrete and Prestressed Concrete Bridges and Culverts" (JTG 3362), indicating that the established rigid-flexible coupled dynamic model can be effectively used for structural safety evaluation during the transportation of precast components (SPMT) for large bridges.

[0060] Through the above steps, this invention establishes a unified rigid-flexible coupling dynamic calculation model between precast bridge components, SPMT transportation systems, and random road surface excitations. This model achieves a unified expression of the motion characteristics of the transportation system and the flexible characteristics of precast bridge components, enabling relatively accurate prediction of the dynamic response and stress state of large precast bridge components under complex transportation conditions. For other types of large precast bridge components, such as precast T-beams, steel box girders, steel truss girders, and composite beam segments, only the corresponding component geometric parameters, material parameters, and transportation condition parameters need to be adjusted to complete the dynamic analysis under the corresponding transportation conditions, without changing the rigid-flexible coupling dynamic calculation model and its data organization method established in this invention.

[0061] The above embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit the scope of protection of the present invention. Any equivalent substitutions or adjustments made by those skilled in the art to the types of prefabricated bridge components, material parameters, and transportation condition parameters based on the unified rigid-flexible coupling dynamic calculation model disclosed in this invention, without departing from the concept of the present invention, should fall within the scope of protection of the present invention.

Claims

1. A rigid-flexible coupling dynamic simulation method for transporting large precast bridge components (SPMT), characterized in that, include: S1. Construct a parametric data model of large bridge prefabricated components, SPMT transportation system, support device and transportation conditions, and establish a parametric geometric model and spatial assembly relationship between bridge prefabricated components and SPMT transportation system based on the parametric data model. S2. Based on the spatial assembly relationship, establish a multi-rigid-body dynamics model of the SPMT transportation system, define the contact constraint relationship between the bridge prefabricated components, support devices, SPMT transportation system and tires, and establish a stochastic road excitation model and SPMT driving model. S3. Establish a finite element model based on the parametric geometric model of the precast bridge components, perform static analysis and prestressed modal calculation on the precast bridge components, and extract modal parameters and flexible body matrix information. S4. Based on the modal parameters and flexible body matrix information, establish a flexible body model for prefabricated bridge components, and establish a data mapping relationship between the flexible body model and the multi-rigid-body dynamics model of the SPMT transportation system to construct a unified rigid-flexible coupling dynamics calculation model. S5. Based on the unified rigid-flexible coupling dynamic calculation model, numerical solutions are performed to obtain the dynamic response and stress state of the precast bridge components during transportation. S6. Based on the dynamic response and stress state, conduct dynamic response analysis and safety evaluation of the transportation process of precast bridge components (SPMT).

2. The method for rigid-flexible coupling dynamic simulation of SPMT transportation of large bridge prefabricated components according to claim 1, characterized in that, The stochastic road excitation model generates stochastic road excitation data for the corresponding transportation path based on the road surface roughness power spectral density function, in order to simulate the road input excitation during SPMT transportation.

3. The method for rigid-flexible coupling dynamic simulation of SPMT transportation of large bridge prefabricated components according to claim 1, characterized in that, The SPMT driving model establishes a tire driving input function based on the SPMT transport speed and sets corresponding transport conditions in conjunction with the transport route to realize the simulation of the SPMT transport system's motion process.

4. The method for rigid-flexible coupling dynamic simulation of SPMT transportation of large bridge prefabricated components according to claim 1, characterized in that, The finite element model of the precast bridge component obtains the initial stress state of the precast bridge component under dead load and prestress through static analysis, and performs prestressed modal calculation based on the initial stress state to extract the modal frequency, mode shape and flexible body matrix information of the precast bridge component.

5. The method for rigid-flexible coupling dynamic simulation of SPMT transportation of large bridge prefabricated components according to claim 1, characterized in that, The flexible body model of the precast bridge component is established using the modal superposition method and integrated into the multi-rigid-body dynamic model of the SPMT transportation system through the data mapping relationship, forming a unified rigid-flexible coupling dynamic calculation model.

6. The method for rigid-flexible coupling dynamic simulation of SPMT transportation of large bridge prefabricated components according to claim 1, characterized in that, The numerical solution employs transient dynamic analysis to calculate the dynamic response and stress state of precast bridge components throughout the SPMT transportation process.

7. The method for rigid-flexible coupling dynamic simulation of SPMT transportation of large bridge prefabricated components according to claim 1, characterized in that, The safety assessment includes extracting the dynamic stress state of key parts of the precast bridge components and comparing it with preset structural safety assessment indicators to determine whether the SPMT transportation scheme meets the safety requirements for transporting precast bridge components.

8. The method for rigid-flexible coupling dynamic simulation of SPMT transportation of large bridge prefabricated components according to claim 1, characterized in that, The parametric geometric model of the precast bridge components includes any one of the following: precast prestressed concrete box girder, precast T-beam, steel box girder, steel truss girder, or composite beam segment.

9. The method for rigid-flexible coupling dynamic simulation of SPMT transportation of large bridge prefabricated components according to claim 1, characterized in that, The data mapping relationships include the node coordinate mapping relationship, mass parameter mapping relationship, constraint connection relationship and modal information mapping relationship between the finite element model of the bridge prefabricated component and the multi-rigid body dynamics model of the SPMT transportation system. These relationships are used to realize data interaction and coupled calculation between the flexible body model of the bridge prefabricated component and the multi-rigid body dynamics model of the SPMT transportation system.

10. The SPMT (Specialized Spatial Maturing Machine) transportation rigid-flexible coupling dynamic simulation method for large bridge prefabricated components according to claim 1, characterized in that, The parametric data model includes geometric parameters, material parameters, SPMT transportation system parameters, support parameters, transportation condition parameters, and road surface excitation parameters of the bridge prefabricated components, and a corresponding computer simulation model is established based on the parametric data model.

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