A method and device for processing a coupled model of a power-stabilized vehicle, a track and a bridge, an analysis method, a computer device, a readable storage medium and a program product

Abstract

This application relates to the field of railway safety technology, and provides a method, apparatus, analysis method, computer equipment, readable storage medium, and program product for processing a coupled model of a dynamic stabilizer vehicle, track, and bridge. The method includes: obtaining a multi-rigid-body model of the dynamic stabilizer vehicle and a flexible-body model of the track and bridge; based on the wheel-rail interaction between the multi-rigid-body model of the dynamic stabilizer vehicle and the flexible-body model of the track and bridge, obtaining a first wheel-rail relationship model between the front and rear bogie wheelsets and the rails, and a second wheel-rail relationship model between the front and rear stabilizing devices and the rails; based on the first and second wheel-rail relationship models, obtaining a wheel-rail interaction coupling contact model between the dynamic stabilizer vehicle and the track and bridge; and based on the multi-rigid-body model of the dynamic stabilizer vehicle, the flexible-body model of the track and bridge, and the wheel-rail interaction coupling contact model, obtaining a coupled model of the dynamic stabilizer vehicle, track, and bridge. This method can accurately simulate the continuous and stable operation process of a dynamic stabilizer vehicle on a bridge track.

Description

Technical Field

[0001] This application relates to the field of railway safety technology, and in particular to a method, apparatus, analysis method, computer equipment, computer-readable storage medium, and computer program product for processing a coupled model of a dynamic stabilization vehicle, track, and bridge. Background Technology

[0002] Railways are a critical infrastructure and a green and efficient mode of transportation, playing a vital role in promoting comprehensive, coordinated, and sustainable economic and social development. Ballast track dominates existing lines, but due to factors such as transport volume and axle load, it is prone to various defects, requiring scientific maintenance. Tracks after bottom cleaning and tamping often utilize dynamic stabilization vehicles to improve ballast stability. However, currently, due to the unclear dynamic response of bridges during stabilization operations, the risk of resonance, and the lack of standardized operating parameters, this operation is not performed on bridge sections in engineering projects. This results in slower track elastic recovery, train speed restrictions, and hinders transportation and economic development. Therefore, research on the dynamics of the coupled system of dynamic stabilization vehicles, track, and bridges, as well as the dynamic response characteristics of bridges, is of great significance.

[0003] Currently, finite element method (FEM) software can be used to establish numerical models of dynamic stabilization devices, tracks, and bridges. A coupled model of the dynamic stabilization device, track, and bridge can be constructed and solved using the wheel-rail interaction relationship, thereby obtaining the dynamic response parameters at any point on the bridge. However, this method neglects the influence of the dynamic stabilization vehicle on the dynamic response of the coupled system, the model is overly simplified, and the wheel-rail interaction relationship is relatively simple, making it difficult to accurately describe the complex contact behavior between the dynamic stabilization vehicle, track, and bridge. It also makes it difficult to accurately simulate the continuous stable operation of the dynamic stabilization vehicle on the bridge track and to conduct refined coupled vibration analysis of the dynamic stabilization vehicle, track, and bridge. Summary of the Invention

[0004] Based on this, it is necessary to provide a method, apparatus, analysis method, computer equipment, computer-readable storage medium, and computer program product for processing a coupled model of a dynamic stabilized vehicle, track, and bridge, in order to address the above-mentioned technical problems.

[0005] Firstly, this application provides a method for processing a coupled model of a dynamically stabilized vehicle, track, and bridge, including:

[0006] Obtain the multi-rigid-body model of the dynamically stabilized vehicle and the flexible-body model of the track bridge;

[0007] Based on the wheel-rail interaction between the dynamic stabilization vehicle multi-rigid body model and the track bridge flexible body model, the first wheel-rail relationship model between the front and rear bogie wheelsets and the rails, and the second wheel-rail relationship model between the front and rear stabilization devices and the rails are obtained.

[0008] Based on the first wheel-rail relationship model and the second wheel-rail relationship model, the wheel-rail interaction coupling contact model between the dynamic stability vehicle and the track bridge is obtained;

[0009] Based on the dynamic stabilization vehicle multi-rigid body model, the track-bridge flexible body model, and the wheel-rail interaction coupling contact model, a dynamic stabilization vehicle, track, and bridge coupling model is obtained.

[0010] In one embodiment, obtaining the multi-rigid-body model of the dynamically stabilized vehicle includes:

[0011] Based on the design parameters of the dynamic stability vehicle, a three-dimensional geometric model of the vehicle body, front and rear bogies, front and rear bogie wheelsets and front and rear stabilization devices is obtained.

[0012] The three-dimensional geometric model of the vehicle body, front and rear bogies, front and rear bogie wheelsets and front and rear stabilizing devices is discretized into rigid bodies to obtain the finite element model of the dynamic stabilization vehicle.

[0013] Based on the finite element model of the dynamic stability vehicle and the constraint relationships between the vehicle body and the front and rear bogies, between the vehicle body and the front and rear stabilization devices, and between the front and rear bogies and the front and rear bogie wheelsets in the design parameters of the dynamic stability vehicle, a multi-rigid-body model of the dynamic stability vehicle is obtained.

[0014] In one embodiment, obtaining a flexible body model of the track bridge includes:

[0015] Based on the track and bridge design parameters, three-dimensional geometric models of the rails, sleepers, track bed, main beams and piers are obtained;

[0016] The three-dimensional geometric models of the rails, sleepers, track bed, main beams and piers are discretized and made flexible to obtain the finite element model of the track bridge;

[0017] Based on the finite element model of the track bridge and the constraint relationships between rails and sleepers, sleepers and track bed, track bed and main beam, main beam and pier, and pier and ground in the track and bridge design parameters, a flexible body model of the track bridge is obtained.

[0018] In one embodiment, the step of obtaining a first wheel-rail relationship model between the front and rear bogie wheelsets and the rails, and a second wheel-rail relationship model between the front and rear stabilizing devices and the rails, based on the wheel-rail interaction between the dynamic stabilization vehicle multi-rigid-body model and the track bridge flexible-body model, includes:

[0019] Based on Hertzian nonlinear contact theory, the normal interaction parameters between the front and rear bogie wheelsets and the rails, as well as the normal interaction parameters between the front and rear stabilizing devices and the rails, are determined.

[0020] Based on the exponentially decaying friction model, the tangential action parameters between the front and rear bogie wheelsets and the rails are determined;

[0021] Based on the no-slip constraint, determine the tangential action parameters between the front and rear stabilizing devices and the rail;

[0022] Based on the Coulomb friction model, determine the longitudinal tangential action parameters between the front and rear stabilizing devices and the rail;

[0023] Based on the normal and tangential action parameters between the front and rear bogie wheelsets and the rails, the first wheel-rail relationship model between the front and rear bogie wheelsets and the rails is obtained.

[0024] Based on the normal action parameters, transverse action parameters, and longitudinal action parameters between the front and rear stabilizing devices and the rail, a second wheel-rail relationship model between the front and rear stabilizing devices and the rail is obtained.

[0025] In one embodiment, obtaining the coupled model of the dynamic stabilization vehicle, track, and bridge based on the multi-rigid-body model of the dynamic stabilization vehicle, the flexible-body model of the track-bridge, and the wheel-rail interaction coupling contact model includes:

[0026] Based on the wheel-rail interaction coupling contact model, a connection and coupling contact are established between the dynamic stabilization vehicle multi-rigid body model and the track-bridge flexible body model to obtain the dynamic stabilization vehicle, track and bridge coupling model.

[0027] Secondly, this application also provides an analysis method for a coupled model of a dynamically stabilized vehicle, track, and bridge, the method comprising:

[0028] Based on the central difference method in the explicit time integration method, the coupled model of the dynamic stability vehicle, track and bridge is solved to obtain the dynamic response parameters of the coupled model of the dynamic stability vehicle, track and bridge; the coupled model of the dynamic stability vehicle, track and bridge is the model obtained according to the method described in the above embodiment.

[0029] Thirdly, this application also provides a processing apparatus for a coupled model of a dynamic stabilization vehicle, track, and bridge, comprising:

[0030] The module for acquiring multi-rigid-body and flexible-body models is used to acquire the multi-rigid-body model of the dynamic stabilization vehicle and the flexible-body model of the track bridge.

[0031] The wheel-rail relationship model acquisition module is used to obtain the first wheel-rail relationship model between the front and rear bogie wheelsets and the rails, and the second wheel-rail relationship model between the front and rear stabilizing devices and the rails, based on the wheel-rail interaction between the dynamic stabilization vehicle multi-rigid body model and the track bridge flexible body model.

[0032] The coupling contact model acquisition module is used to obtain the coupling contact model of wheel-rail interaction between the dynamic stability vehicle and the track bridge based on the first wheel-rail relationship model and the second wheel-rail relationship model.

[0033] The coupling model acquisition module is used to obtain a coupling model of the dynamic stabilization vehicle, track, and bridge based on the multi-rigid-body model of the dynamic stabilization vehicle, the flexible-body model of the track and bridge, and the wheel-rail interaction coupling contact model.

[0034] Fourthly, this application also provides an analysis apparatus for a coupled model of a dynamic stabilization vehicle, track, and bridge, comprising:

[0035] The coupled solution module is used to perform coupled solution on the coupled model of the dynamic stability vehicle, track and bridge based on the central difference method in the explicit time integration method, so as to obtain the dynamic response parameters of the coupled model of the dynamic stability vehicle, track and bridge; the coupled model of the dynamic stability vehicle, track and bridge is the model obtained according to the method described in the above embodiments.

[0036] Fifthly, this application also provides a computer device. The computer device includes a memory and a processor, the memory storing a computer program, and the processor executing the methods described above.

[0037] Sixthly, this application also provides a computer-readable storage medium. The computer-readable storage medium stores a computer program thereon, the computer program being executed by a processor using the methods described above.

[0038] Seventhly, this application also provides a computer program product. The computer program product includes a computer program that is executed by a processor using the methods described above.

[0039] This application obtains a multi-rigid-body model of the dynamic stabilizer vehicle and a flexible-body model of the track and bridge. Based on the wheel-rail interaction between the multi-rigid-body model of the dynamic stabilizer vehicle and the flexible-body model of the track and bridge, it obtains a first wheel-rail relationship model between the front and rear bogie wheelsets and the rails, and a second wheel-rail relationship model between the front and rear stabilizing devices and the rails. Based on the first and second wheel-rail relationship models, it obtains a wheel-rail interaction coupling contact model between the dynamic stabilizer vehicle and the track and bridge. Based on the multi-rigid-body model of the dynamic stabilizer vehicle, the flexible-body model of the track and bridge, and the wheel-rail interaction coupling contact model, it obtains a coupled model of the dynamic stabilizer vehicle, track, and bridge. This application comprehensively considers the characteristics of the dynamic stabilizer vehicle, track, and bridge, making the dynamic stabilizer vehicle rigid and the track and bridge flexible, which is more in line with the actual situation. At the same time, the modeling process considers the complex wheel-rail interaction relationships between the front and rear bogie wheelsets and the rails, and between the front and rear stabilizing devices and the rails, which can accurately describe the complex contact behavior between the dynamic stabilizer vehicle, track, and bridge. Therefore, it can accurately simulate the continuous stable operation process of the dynamic stabilizer vehicle on the bridge track, which is conducive to carrying out refined dynamic stabilizer vehicle-track-bridge coupled vibration analysis. Attached Figure Description

[0040] To more clearly illustrate the technical solutions in the embodiments of this application or related technologies, the drawings used in the description of the embodiments of this application or related technologies will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0041] Figure 1 This is an application environment diagram of the processing method for the coupled model of the dynamic stabilization vehicle, track, and bridge in one embodiment;

[0042] Figure 2 This is a flowchart illustrating the processing method for a coupled model of a dynamic stabilization vehicle, track, and bridge in one embodiment.

[0043] Figure 3 This is a schematic diagram of a coupled model of a dynamic stabilization vehicle, track, and bridge in one embodiment;

[0044] Figure 4 This is a schematic diagram simulating the continuous stabilization operation of a dynamic stabilization vehicle on a bridge track in one embodiment;

[0045] Figure 5 This is a schematic diagram of the lateral amplitude variation curve at mid-span of a bridge under the influence of vertical pressure during stable operation in one embodiment.

[0046] Figure 6 This is a schematic diagram of the change curve of the transverse vibration acceleration at the mid-span of a bridge under the influence of vertical pressure during stable operation in one embodiment.

[0047] Figure 7 This is a schematic diagram of the vertical dynamic deflection variation curve at mid-span of a bridge under the influence of the stable operation horizontal excitation frequency in one embodiment.

[0048] Figure 8 This is a schematic diagram of the horizontal displacement variation curve of bridge bearings under the influence of stable operation horizontal excitation frequency in one embodiment.

[0049] Figure 9 This is a flowchart illustrating the processing method for the coupled model of the dynamic stabilization vehicle, track, and bridge in another embodiment.

[0050] Figure 10 This is a schematic diagram of the processing and analysis flow of a coupled model of a dynamic stabilization vehicle, track, and bridge in one embodiment;

[0051] Figure 11 This is a schematic diagram illustrating the wheel-rail interaction relationship between the dynamic stabilization vehicle multi-rigid-body model and the track-bridge flexible-body model in one embodiment.

[0052] Figure 12 This is a structural block diagram of the processing device for a coupled model of a dynamic stabilization vehicle, track, and bridge in one embodiment;

[0053] Figure 13 This is a structural block diagram of the analysis device for a coupled model of a dynamic stabilization vehicle, track, and bridge in one embodiment;

[0054] Figure 14 This is an internal structural diagram of a computer device in one embodiment. Detailed Implementation

[0055] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0056] It should be noted that the terms "first," "second," etc., used in this application can be used to describe various elements, but these elements are not limited by these terms. These terms are only used to distinguish the first element from the second element. The terms "comprising" and "having," and any variations thereof, used in this application, are intended to cover non-exclusive inclusion. The term "multiple" used in this application refers to two or more. The term "and / or" used in this application refers to one of the embodiments, or any combination of multiple embodiments.

[0057] The processing method for the coupled model of the dynamic stabilization vehicle, track, and bridge provided in this application embodiment can be applied to, for example... Figure 1In the application environment shown, terminal 102 communicates with server 104 via a network. A data storage system can store the data that server 104 needs to process. The data storage system can be integrated onto server 104 or placed on a cloud or other network server. Terminal 102 can acquire the multi-rigid-body model of the dynamic stabilization vehicle and the flexible-body model of the track and bridge; based on the wheel-rail interaction between the multi-rigid-body model of the dynamic stabilization vehicle and the flexible-body model of the track and bridge, it obtains the first wheel-rail relationship model between the front and rear bogie wheelsets and the rails, and the second wheel-rail relationship model between the front and rear stabilization devices and the rails, thus obtaining the wheel-rail interaction coupling contact model between the dynamic stabilization vehicle and the track and bridge; based on the multi-rigid-body model of the dynamic stabilization vehicle, the flexible-body model of the track and bridge, and the wheel-rail interaction coupling contact model, it obtains the coupling model of the dynamic stabilization vehicle, track, and bridge. Terminal 102 can be, but is not limited to, various personal computers, laptops, smartphones, tablets, drones, low-altitude aircraft, IoT devices, and portable wearable devices. Server 104 can be an independent physical server, a server cluster or distributed system composed of multiple physical servers, or a cloud server providing cloud computing services.

[0058] In one exemplary embodiment, such as Figure 2 As shown, a method for processing a coupled model of a dynamically stabilized vehicle, track, and bridge is provided, and this method is applied to... Figure 1 Taking terminal 102 as an example, the explanation includes the following steps S201 to S204. Wherein:

[0059] Step S201: Obtain the dynamic stability vehicle multi-rigid body model and the track bridge flexible body model.

[0060] Based on the design parameters of the dynamic stability vehicle, a three-dimensional geometric model of the dynamic stability vehicle can be created in a three-dimensional modeling software. Then, the three-dimensional geometric model of the dynamic stability vehicle can be imported into a finite element software to create a finite element multi-rigid body model, thus obtaining the multi-rigid body model of the dynamic stability vehicle.

[0061] Based on the design parameters of the track and bridge, a three-dimensional geometric model of the track and bridge can be created in a three-dimensional modeling software. Then, the three-dimensional geometric model of the track and bridge can be imported into a finite element software to create a finite element flexible body model, thus obtaining the flexible body model of the track and bridge.

[0062] Step S202: Based on the wheel-rail interaction between the dynamic stabilization vehicle multi-rigid body model and the track bridge flexible body model, the first wheel-rail relationship model between the front and rear bogie wheelsets and the rails, and the second wheel-rail relationship model between the front and rear stabilization devices and the rails are obtained.

[0063] Both the first and second wheel orbit relationship models include normal action parameters and tangential action parameters.

[0064] Based on the wheel-rail interaction relationship between the front and rear bogie wheelsets in the multi-rigid-body model of the dynamic stability vehicle and the rails in the flexible-body model of the track bridge, the first wheel-rail relationship model between the front and rear bogie wheelsets and the rails can be obtained. In the first wheel-rail relationship model, the normal action parameter can be obtained from Hertz nonlinear contact theory, and the tangential action parameter can be obtained from the exponentially decaying friction model.

[0065] Based on the wheel-rail interaction relationship between the running wheels and clamping wheels of the front and rear stabilizing devices in the multi-rigid-body model of the dynamic stabilizing vehicle and the rails in the flexible body model of the track bridge, a second wheel-rail relationship model between the front and rear stabilizing devices and the rails can be obtained. In the second wheel-rail relationship model, the normal action parameter can be obtained from Hertz nonlinear contact theory, the lateral action parameter adopts no-slip constraint, and the longitudinal lateral action parameter can be obtained from the Coulomb friction model. During the operation of the stabilizing device, the running wheels and clamping wheels tightly hold the rails to facilitate the transmission of vibration to the sub-rail structure. Therefore, it is assumed that there is no lateral relative slip between the running wheels and the rails during operation, and the clamping wheels are ignored in the modeling.

[0066] Step S203: Based on the first wheel-rail relationship model and the second wheel-rail relationship model, obtain the wheel-rail interaction coupling contact model between the dynamic stabilization vehicle and the track bridge.

[0067] The first wheel-rail relationship model and the second wheel-rail relationship model can be used as the wheel-rail interaction coupling contact model between the dynamic stabilization vehicle and the track bridge.

[0068] Step S204: Based on the dynamic stabilization vehicle multi-rigid body model, the track-bridge flexible body model, and the wheel-rail interaction coupling contact model, the dynamic stabilization vehicle, track, and bridge coupling model are obtained.

[0069] Based on the establishment of a multi-rigid-body model of the dynamically stabilized vehicle and a flexible-body model of the track-bridge in finite element software, a wheel-rail interaction model is established in the finite element software to achieve the connection and coupling contact between the multi-rigid-body model of the dynamically stabilized vehicle and the flexible-body model of the track-bridge, resulting in the following... Figure 3 The coupled model of the dynamic stabilizer vehicle, track, and bridge is shown.

[0070] The above-mentioned processing method for the coupled model of dynamic stabilizer vehicle, track, and bridge comprehensively considers the characteristics of dynamic stabilizer vehicle, track, and bridge, making the dynamic stabilizer vehicle rigid and the track and bridge flexible, which is more in line with the actual situation. At the same time, the modeling process considers the complex wheel-rail interaction relationship between the front and rear bogie wheelsets and the rails, and between the front and rear stabilization devices and the rails. It can accurately describe the complex contact behavior between dynamic stabilizer vehicle, track, and bridge, thus accurately simulating the continuous stable operation process of dynamic stabilizer vehicle on bridge track, which helps to carry out refined dynamic stabilizer vehicle-track-bridge coupled vibration analysis.

[0071] In one embodiment, the multi-rigid-body model of the dynamic stability vehicle is obtained through the following steps: Based on the design parameters of the dynamic stability vehicle, a three-dimensional geometric model of the vehicle body, front and rear bogies, front and rear bogie wheelsets, and front and rear stabilization devices is obtained; the three-dimensional geometric model of the vehicle body, front and rear bogies, front and rear bogie wheelsets, and front and rear stabilization devices is discretized into rigid bodies to obtain a finite element model of the dynamic stability vehicle; based on the finite element model of the dynamic stability vehicle and the constraint relationships between the vehicle body and the front and rear bogies, between the vehicle body and the front and rear stabilization devices, and between the front and rear bogies and the front and rear bogie wheelsets in the design parameters of the dynamic stability vehicle, a multi-rigid-body model of the dynamic stability vehicle is obtained.

[0072] The design parameters of a dynamic stability vehicle can include vehicle body parameters, front and rear bogie and their wheelset parameters, and front and rear stabilization device parameters. These design parameters cover the size, mass, and rotational inertia of each component of the dynamic stability vehicle.

[0073] Based on the design parameters of the dynamic stability vehicle, three-dimensional geometric models of the vehicle body, front and rear bogies, front and rear bogie wheelsets, and front and rear stabilization devices can be constructed in 3D modeling software.

[0074] The three-dimensional geometric models of the vehicle body, front and rear bogies, front and rear bogie wheelsets, and front and rear stabilizers can be imported into finite element software to establish numerical models of the vehicle body, front and rear bogies, front and rear bogie wheelsets, and front and rear stabilizers. The numerical models of the vehicle body, front and rear bogies, front and rear bogie wheelsets, and front and rear stabilizers can then be discretized into rigid bodies to obtain the finite element model of the dynamic stabilizer vehicle.

[0075] Discrete rigid body elements are used to simulate the car body, front and rear bogies, front and rear bogie wheelsets, and front and rear stabilizing devices. The suspension system between the car body and the front and rear bogies is connected by spring-damped elements. The suspension system between the car body and the front and rear stabilizing devices is connected by spring-damped elements. The suspension system between the front and rear bogies and the front and rear bogie wheelsets is connected by spring-damped elements.

[0076] In addition, a vertical pressure and a horizontal excitation force are applied at the center of the front and rear stabilizing device shafts, respectively. The horizontal excitation force generated by the stabilizing device can be regarded as an ideal simple harmonic excitation acting at the center of the shaft, and the vertical component of the stabilizing device is 0. Its calculation formula is shown in equation (1).

[0077] (1)

[0078] In the formula, F represents the horizontal excitation force, and m d Let f represent the mass of the eccentric block, f represent the horizontal excitation frequency for stable operation, d represent the eccentricity, and t represent the rotation time.

[0079] In this embodiment, based on the design parameters of the dynamic stability vehicle, three-dimensional geometric models of the vehicle body, front and rear bogies, front and rear bogie wheelsets, and front and rear stabilization devices are obtained to derive the finite element model of the dynamic stability vehicle. Based on the finite element model of the dynamic stability vehicle, and the constraint relationships between the vehicle body and the front and rear bogies, between the vehicle body and the front and rear stabilization devices, and between the front and rear bogies and the front and rear bogie wheelsets in the design parameters, a multi-rigid-body model of the dynamic stability vehicle is obtained. This comprehensively considers the characteristics of the dynamic stability vehicle, making it more rigid and consistent with actual conditions, which helps to accurately simulate the continuous and stable operation of the dynamic stability vehicle on the bridge track.

[0080] In one embodiment, the flexible body model of the track bridge is obtained through the following steps: Based on the track and bridge design parameters, a three-dimensional geometric model of the rails, sleepers, track bed, main beam, and piers is obtained; the three-dimensional geometric model of the rails, sleepers, track bed, main beam, and piers is discretized and made flexible to obtain a finite element model of the track bridge; based on the finite element model of the track bridge and the constraint relationships between the rails and sleepers, sleepers and track bed, track bed and main beam, main beam and piers, and piers and ground in the track and bridge design parameters, a flexible body model of the track bridge is obtained.

[0081] Track and bridge design parameters can include rail parameters, fastener parameters, sleeper parameters, track bed parameters, main beam parameters, reinforcement parameters, support parameters, and pier parameters. These design parameters cover the dimensions, density, elastic modulus, and Poisson's ratio of each component of the track and bridge.

[0082] Based on the design parameters of the track and bridge, three-dimensional geometric models of rails, sleepers, track bed, main beams, and piers can be constructed in three-dimensional modeling software. These three-dimensional geometric models can be imported into finite element software to establish numerical models of rails, sleepers, track bed, main beams, and piers. The numerical models of rails, sleepers, track bed, main beams, and piers can then be discretized and made flexible to obtain the finite element model of the track and bridge.

[0083] Solid elements are used to simulate rails, sleepers, track bed, main beams, and piers; truss elements are used to simulate reinforcing bars; spring damping elements are used to simulate fasteners; spring damping elements are used to simulate supports; rails and fasteners are connected by multiple points of constraint; fasteners and sleepers are connected by multiple points of constraint; sleepers and track bed are connected by multiple points of constraint; track bed and main beam are connected by multiple points of constraint; main beam and supports are connected by multiple points of constraint; supports and piers are connected by multiple points of constraint; and the bottom of the piers is fixedly constrained.

[0084] In this embodiment, based on the track and bridge design parameters, three-dimensional geometric models of the rails, sleepers, track bed, main beams, and piers are obtained to derive the finite element model of the track-bridge. Based on the finite element model of the track-bridge and the constraint relationships between the rails and sleepers, sleepers and track bed, track bed and main beam, main beam and piers, and piers and ground in the track and bridge design parameters, a flexible model of the track-bridge is obtained. This comprehensive approach considers the characteristics of the track-bridge, making it more flexible and consistent with actual conditions, thus facilitating accurate simulation of the continuous and stable operation of the dynamically stabilized vehicle on the bridge track.

[0085] In one embodiment, based on the wheel-rail interaction between the dynamic stabilization vehicle multi-rigid-body model and the track-bridge flexible-body model, a first wheel-rail relationship model between the front and rear bogie wheelsets and the rails, and a second wheel-rail relationship model between the front and rear stabilizing devices and the rails are obtained. The specific steps are as follows: Based on Hertzian nonlinear contact theory, the normal interaction parameters between the front and rear bogie wheelsets and the rails, and the normal interaction parameters between the front and rear stabilizing devices and the rails are determined; based on the exponentially decaying friction model, the tangential interaction parameters between the front and rear bogie wheelsets and the rails are determined; based on the no-slip constraint, the transverse tangential interaction parameters between the front and rear stabilizing devices and the rails are determined; based on the Coulomb friction model, the longitudinal tangential interaction parameters between the front and rear stabilizing devices and the rails are determined; based on the normal and tangential interaction parameters between the front and rear bogie wheelsets and the rails, the first wheel-rail relationship model between the front and rear bogie wheelsets and the rails is obtained; based on the normal, transverse, and longitudinal tangential interaction parameters between the front and rear stabilizing devices and the rails, the second wheel-rail relationship model between the front and rear stabilizing devices and the rails is obtained.

[0086] The wheel-rail normal contact force between the front and rear bogie wheelsets and the rails can be determined according to Hertz's nonlinear contact theory, as shown in equation (2). The wheel-rail normal contact force between the front and rear bogie wheelsets and the rails can be used as the normal action parameter between the front and rear bogie wheelsets and the rails.

[0087] (2)

[0088] Where P(t) represents the wheel-rail normal contact force, and G represents the wheel-rail contact constant. For a worn wheel tread, G = 3.86R. -0.115 ×10 -8 (m / N) 2 / 3 R represents the wheel radius; δZ(t) represents the elastic contact deformation in the wheel-rail normal direction.

[0089] The static friction coefficient, dynamic friction coefficient, and attenuation coefficient of wheel-rail tangential creep between the front and rear bogie wheelsets and the rails can be determined according to the exponentially decaying friction model. Specifically, the static friction coefficient, dynamic friction coefficient, and attenuation coefficient of wheel-rail tangential creep can be determined according to the exponentially decaying friction model, as shown in equation (3).

[0090] (3)

[0091] Where μ represents the coefficient of friction, μ k μ represents the coefficient of kinetic friction. s d represents the static friction coefficient. c γ represents the attenuation coefficient. eq This represents the slip ratio.

[0092] The static friction coefficient, dynamic friction coefficient, and attenuation coefficient of the wheel-rail tangential creep between the front and rear bogie wheelsets and the rails can be used as parameters of the tangential action between the front and rear bogie wheelsets and the rails.

[0093] The wheel-rail normal contact force between the front and rear stabilizing devices and the rail can be determined according to Hertz's nonlinear contact theory, as shown in equation (2). The wheel-rail normal contact force between the front and rear stabilizing devices and the rail can be used as the normal action parameter between the front and rear stabilizing devices and the rail.

[0094] When the stabilizing device is in operation, the traveling wheel and clamping wheel tightly hold the rail to facilitate the transmission of vibration to the structure under the rail. Therefore, it is assumed that there is no lateral relative slippage between the traveling wheel and the rail during operation, and the clamping wheel is ignored. For the tangential action between the traveling wheel and the rail, a no-slip constraint is adopted. For the longitudinal tangential action between the traveling wheel and the rail, the critical shear stress between the front and rear stabilizing devices and the rail can be determined according to the Coulomb friction model, as shown in equation (4). The critical shear stress between the front and rear stabilizing devices and the rail can be used as the tangential action parameter of the critical shear stress between the front and rear stabilizing devices and the rail.

[0095] (4)

[0096] Where, τ crit The value represents the critical shear stress, and μ represents the coefficient of friction. This indicates the wheel-rail normal contact pressure.

[0097] In this embodiment, based on Hertzian nonlinear contact theory, exponential decay friction model, slip-free constraint and Coulomb friction model, the complex wheel-rail interaction relationship between the front and rear bogies and the rails, and between the front and rear stabilizing devices and the rails is determined, thereby accurately describing the complex contact behavior between the dynamic stabilization vehicle, the track and the bridge, which helps to accurately simulate the continuous and stable operation process of the dynamic stabilization vehicle on the bridge track.

[0098] In one embodiment, a coupled model of the dynamic stabilizer vehicle, track, and bridge is obtained based on the multi-rigid-body model of the dynamic stabilizer vehicle, the flexible-body model of the track and bridge, and the wheel-rail interaction coupling contact model. The specific steps are as follows: Based on the wheel-rail interaction coupling contact model, a connection and coupling contact are established between the multi-rigid-body model of the dynamic stabilizer vehicle and the flexible-body model of the track and bridge to obtain the coupled model of the dynamic stabilizer vehicle, track, and bridge.

[0099] Based on the establishment of a multi-rigid-body model of the dynamic stabilizer vehicle and a flexible-body model of the track and bridge in the finite element software, a connection and coupling contact can be established between the multi-rigid-body model of the dynamic stabilizer vehicle and the flexible-body model of the track and bridge in the finite element software according to the wheel-rail interaction coupling contact model, so as to obtain a coupled model of dynamic stabilizer vehicle, track and bridge.

[0100] In an exemplary embodiment, an analysis method for a coupled model of a dynamic stabilized vehicle, track, and bridge is provided. The specific steps are as follows: Based on the central difference method in the explicit time integration method, the coupled model of the dynamic stabilized vehicle, track, and bridge is solved to obtain the dynamic response parameters of the coupled model of the dynamic stabilized vehicle, track, and bridge. The coupled model of the dynamic stabilized vehicle, track, and bridge is the model obtained according to the method described in the above embodiment.

[0101] The central difference method based on explicit time integration in finite element software can be used to solve the coupled model of the dynamic stabilizer vehicle, track, and bridge. This allows for a refined simulation of the continuous and stable operation of the dynamic stabilizer vehicle on the bridge track. The influence and variation of the dynamic stabilizer vehicle on the bridge's dynamic response under different vertical pressures, excitation frequencies, or horizontal force amplitudes can be analyzed. Furthermore, the dynamic response parameters of each part of the coupled model of the dynamic stabilizer vehicle, track, and bridge, such as the bridge's lateral amplitude, lateral acceleration, vertical dynamic deflection, and lateral displacement of the supports, can be calculated.

[0102] In practice, the entire process of a dynamic stabilizer operating continuously and stably on a bridge track can be simulated using a coupled model of the dynamic stabilizer, track, and bridge, thereby enabling corresponding dynamic response analysis. Figure 4 This is a schematic diagram simulating the continuous and stable operation of a dynamic stabilization vehicle on a bridge track.

[0103] In addition, the curve of the change in transverse amplitude at mid-span of the bridge under the influence of vertical pressure during stable operation, obtained from dynamic response analysis, is shown below. Figure 5 As shown in the figure, the curve of the change in transverse vibration acceleration at the mid-span of the bridge under the influence of vertical downward pressure during stable operation is as follows. Figure 6 As shown in the figure, the curve of vertical dynamic deflection at mid-span of the bridge under the influence of the horizontal excitation frequency during stable operation is as follows. Figure 7 As shown in the figure, the curve of horizontal displacement variation of bridge bearings under the influence of stable operation horizontal excitation frequency is as follows. Figure 8 As shown.

[0104] To better understand the above method, the following describes in detail an application example of the processing and analysis method of the coupled model of the dynamic stabilization vehicle, track and bridge of this application.

[0105] Railways are a critical infrastructure and a green and efficient mode of transportation, playing an irreplaceable role in promoting comprehensive, coordinated, and sustainable economic and social development. Ballast track railways dominate existing lines. With the continuous increase in annual train traffic volume, axle load, and traction mass, the performance of ballasted track, which directly bears the load, deteriorates under the long-term effects of complex environments. This leads to problems such as track bed impact fracture, frost heave, and uneven settlement, seriously affecting the safety and comfort of train operation. Therefore, ballasted track requires scientific and reasonable maintenance methods to ensure good service performance.

[0106] For ballasted tracks that have undergone bottom clearing, sieving, and tamping operations, a dynamic stabilization vehicle is needed to enhance the lateral resistance and stability of the track bed. During movement, the stabilization vehicle applies a constant vertical downward pressure and a horizontal harmonic excitation force simultaneously, driving the track to settle uniformly and promoting ballast rearrangement and filling of gaps. This effectively improves the uniformity of ballast particles and the contact and interlocking state between particles, thereby enhancing the lateral resistance and track bed stability of the track. In bridge sections of ballasted tracks, the dynamic response characteristics of bridges under stabilization operations are not yet fully understood, and the vibration frequency of stabilization operations may induce bridge resonance. Furthermore, there is a lack of reference standards for stabilization operation parameters on bridges. Therefore, stabilization operations are not carried out on bridges in actual engineering. This directly leads to an increase in the elastic recovery time of ballasted tracks, forcing trains to operate at reduced speeds, thus restricting transportation efficiency and slowing economic development. Therefore, researching the dynamic construction methods of the coupled system of dynamic stabilization vehicles, tracks, and bridges, and exploring the dynamic response characteristics of bridges, is crucial.

[0107] Currently, there are three methods for studying the dynamics of coupled systems of dynamic stabilized vehicles, tracks, and bridges: field measurements, theoretical analysis, and numerical simulation.

[0108] (1) On-site measurement: Horizontal and vertical displacement sensors and vibration acceleration sensors were installed at key sections, supports and pier tops of the ballast track bridge to record the dynamic response data of the bridge acceleration and dynamic displacement under the influence of different vertical pressure, excitation frequency and horizontal force amplitude of the dynamic stabilizing vehicle.

[0109] (2) Theoretical analysis: Based on D'Alembert's principle, simplified mass point vibration equations for the dynamic stabilizer vehicle, track and bridge are established. According to the force balance equation between the wheelset and the rail action point and the displacement deformation coordination condition, coupled vibration equations for the dynamic stabilizer vehicle, track and bridge are established and solved, and then the dynamic response data of the bridge is obtained.

[0110] (3) Numerical simulation: Numerical models of the dynamic stabilizer vehicle, track and bridge are established using finite element software. A coupled model of the dynamic stabilizer vehicle, track and bridge is constructed through the wheel-rail interaction relationship. The coupled model of the dynamic stabilizer vehicle, track and bridge is solved based on the central difference method in the explicit time integration method, and then the dynamic response of any point on the bridge is obtained.

[0111] However, traditional dynamic construction techniques for coupled dynamic stability vehicle, track, and bridge systems have the following drawbacks:

[0112] (1) On-site measurement: Considering the unclear dynamic response characteristics of bridge structures under dynamic stabilization vehicle operation, the possibility that the horizontal excitation frequency of stabilization operation may cause bridge resonance, and the lack of reference standards for stabilization operation parameters on bridges, dynamic stabilization operation is not carried out on ballast track bridges in actual engineering projects. That is, there is still a gap in on-site measurement of stabilization operation on bridges.

[0113] (2) Theoretical analysis: On the one hand, it is difficult to intuitively represent the coupled model of dynamic stability vehicle, track and bridge by writing dynamic equation code; on the other hand, this method sacrifices the ability to describe the key nonlinear behavior, structural continuity characteristics and complex contact state of the system, which leads to insufficient accuracy and reliability when predicting high-frequency, impact or nonlinear dominant dynamic response.

[0114] (3) Numerical simulation: First, some scholars have used finite element software to establish a coupled model of the dynamic stabilization device-track-bridge. However, this model ignores the influence of the dynamic stabilization vehicle on the system's dynamic response. In addition, this model assumes that the rail is a flexible body and that the track and bridge are rigid bodies, which is inconsistent with reality. Second, some scholars have used finite element software to establish a coupled model of the dynamic stabilization vehicle, track and bridge. However, the modeling of this model is too simplified, and the wheel-rail interaction relationship is relatively simple, which cannot accurately describe the complex contact behavior.

[0115] To overcome the shortcomings of traditional technologies, this embodiment provides a method for processing a coupled model of a dynamic stabilizer vehicle, track, and bridge. It utilizes 3D modeling software and finite element software to jointly establish a coupled model that can finely consider the parameters of the dynamic stabilizer vehicle, track and bridge, and the complex wheel-rail interaction between the dynamic stabilizer vehicle and the track and bridge. Simultaneously, when performing dynamic response analysis on the coupled model, the operating speed of the dynamic stabilizer vehicle under different vertical pressures, excitation frequencies, and horizontal force amplitudes is simulated by accurately setting different stabilization operation parameters.

[0116] The specific steps for processing the coupled model of the dynamic stability vehicle, track, and bridge are as follows: Figure 9 As shown:

[0117] Step S1: Obtain the design parameters of the dynamic stability vehicle and construct a multi-rigid-body model of the dynamic stability vehicle based on the design parameters.

[0118] The design parameters of a dynamic stability vehicle include vehicle body parameters, front and rear bogie and their wheelset parameters, and front and rear stability device parameters. These design parameters cover the dimensions, mass, and rotational inertia of each component.

[0119] Based on the design parameters of the dynamic stability vehicle, three-dimensional geometric models of the vehicle body, front and rear bogies and their wheelsets, and front and rear stabilization devices were constructed using three-dimensional modeling software.

[0120] The three-dimensional geometric models of the vehicle body, front and rear bogies and their wheelsets, and front and rear stabilization devices are imported into the finite element software to establish numerical models of the vehicle body, front and rear bogies and their wheelsets, and front and rear stabilization devices of the dynamic stability vehicle. Each numerical model is then discretized into a rigid body to obtain the finite element model of the dynamic stability vehicle.

[0121] Discrete rigid body elements are used to simulate the car body, front and rear bogies and their wheelsets, and front and rear stabilizing devices. The suspension system between the car body and the front and rear bogies is connected by spring-damped elements. The suspension system between the car body and the front and rear stabilizing devices is connected by spring-damped elements. The suspension system between the front and rear bogies and their wheelsets is connected by spring-damped elements.

[0122] Based on the finite element model of the dynamic stability vehicle and the constraint relationships between the vehicle body and the front and rear bogies, between the vehicle body and the front and rear stabilization devices, and between the front and rear bogies and their wheelsets in the design parameters of the dynamic stability vehicle, a multi-rigid-body model of the dynamic stability vehicle is constructed.

[0123] In addition, a vertical pressure and a horizontal excitation force are applied at the center of the front and rear stabilizing device shafts, respectively. The horizontal excitation force generated by the stabilizing device can be regarded as an ideal simple harmonic excitation acting at the center of the shaft, and the vertical component of the stabilizing device is 0. Its calculation formula is shown in equation (1).

[0124] (1)

[0125] In the formula, F represents the horizontal excitation force, and m d Let f represent the mass of the eccentric block, f represent the horizontal excitation frequency for stable operation, d represent the eccentricity, and t represent the rotation time.

[0126] Step S2: Obtain the design parameters of the track and bridge, and construct a flexible body model of the track and bridge based on the design parameters.

[0127] Track and bridge design parameters can include rail parameters, fastener parameters, sleeper parameters, track bed parameters, main beam parameters, reinforcement parameters, support parameters, and pier parameters. These design parameters cover the dimensions, density, elastic modulus, and Poisson's ratio of each component of the track and bridge.

[0128] Based on the design parameters of the track and bridge, three-dimensional geometric models of rails, sleepers, track bed, main beams, and piers can be constructed in three-dimensional modeling software. These three-dimensional geometric models can be imported into finite element software to establish numerical models of rails, sleepers, track bed, main beams, and piers. The numerical models of rails, sleepers, track bed, main beams, and piers can then be discretized and made flexible to obtain the finite element model of the track and bridge.

[0129] Solid elements are used to simulate rails, sleepers, track bed, main beams, and piers; truss elements are used to simulate reinforcing bars; spring damping elements are used to simulate fasteners; spring damping elements are used to simulate supports; rails and fasteners are connected by multiple points of constraint; fasteners and sleepers are connected by multiple points of constraint; sleepers and track bed are connected by multiple points of constraint; track bed and main beam are connected by multiple points of constraint; main beam and supports are connected by multiple points of constraint; supports and piers are connected by multiple points of constraint; and the bottom of the piers is fixedly constrained.

[0130] Step S3: Based on the wheel-rail interaction relationship between the dynamic stabilization vehicle multi-rigid body model and the track-bridge flexible body model, construct a coupled model of the dynamic stabilization vehicle, track, and bridge.

[0131] The wheel-rail interaction relationship can be constructed based on the contact between the dynamic stabilizer vehicle multi-rigid body model and the track-bridge flexible body model, and the dynamic stabilizer vehicle, track and bridge coupling model can be constructed based on the wheel-rail interaction relationship.

[0132] In practice, the wheel-rail interaction relationship includes a first wheel-rail relationship model between the front and rear bogie wheelsets and the rails, and a second wheel-rail relationship model between the running wheels and clamp wheels of the front and rear stabilizing devices and the rails. The wheel-rail relationship model between the front and rear bogie wheelsets and the rails can be divided into normal action parameters and tangential action parameters. The normal action parameters are obtained using Hertzian nonlinear contact theory, while the tangential action parameters are obtained using an exponentially decaying friction model.

[0133] Specifically, the wheel-rail normal contact force between the front and rear bogie wheelsets and the rails can be determined according to Hertz's nonlinear contact theory, as shown in equation (2). The wheel-rail normal contact force between the front and rear bogie wheelsets and the rails can be used as the normal action parameter between the front and rear bogie wheelsets and the rails.

[0134] (2)

[0135] Where P(t) represents the wheel-rail normal contact force, and G represents the wheel-rail contact constant. For a worn wheel tread, G = 3.86R. -0.115 ×10 -8 (m / N) 2 / 3 R represents the wheel radius; δZ(t) represents the elastic contact deformation in the wheel-rail normal direction.

[0136] The static friction coefficient, dynamic friction coefficient, and attenuation coefficient of wheel-rail tangential creep between the front and rear bogie wheelsets and the rails can be determined according to the exponentially decaying friction model. Specifically, the static friction coefficient, dynamic friction coefficient, and attenuation coefficient of wheel-rail tangential creep can be determined according to the exponentially decaying friction model, as shown in equation (3).

[0137] (3)

[0138] Where μ represents the coefficient of friction, μ k μ represents the coefficient of kinetic friction. s d represents the static friction coefficient. c γ represents the attenuation coefficient. eq This represents the slip ratio.

[0139] The static friction coefficient, dynamic friction coefficient, and attenuation coefficient of the wheel-rail tangential creep between the front and rear bogie wheelsets and the rails can be used as parameters of the tangential action between the front and rear bogie wheelsets and the rails.

[0140] The second wheel-rail relationship model between the running wheels and clamping wheels of the front and rear stabilizing devices and the rails can also be divided into normal action parameters and tangential action parameters. The wheel-rail normal contact force between the front and rear stabilizing devices and the rails can be determined according to Hertz's nonlinear contact theory, as shown in equation (2). The wheel-rail normal contact force between the front and rear stabilizing devices and the rails can be used as the normal action parameter between the front and rear stabilizing devices and the rails.

[0141] When the stabilizing device is in operation, the traveling wheel and clamping wheel tightly hold the rail to facilitate the transmission of vibration to the structure under the rail. Therefore, it is assumed that there is no lateral relative slippage between the traveling wheel and the rail during operation, and the clamping wheel is ignored. For the tangential action between the traveling wheel and the rail, a no-slip constraint is adopted. For the longitudinal tangential action between the traveling wheel and the rail, the critical shear stress between the front and rear stabilizing devices and the rail can be determined according to the Coulomb friction model, as shown in equation (4). The critical shear stress between the front and rear stabilizing devices and the rail can be used as the tangential action parameter of the critical shear stress between the front and rear stabilizing devices and the rail.

[0142] (4)

[0143] Where, τ crit denoted as critical shear stress, μ as friction coefficient, and p as wheel-rail normal contact pressure.

[0144] The aforementioned coupled model of the dynamic stabilizer vehicle, track, and bridge can accurately simulate the continuous and stable operation of the dynamic stabilizer vehicle on the bridge track. It achieves the connection and coupled solution of the multi-rigid-body model of the dynamic stabilizer vehicle and the flexible-body model of the track and bridge. Based on this model, the influence and variation of the dynamic response of the bridge under different vertical pressures, excitation frequencies, and horizontal force amplitudes of the dynamic stabilizer vehicle can be analyzed. The model fully considers the wheel-rail interaction between the dynamic stabilizer vehicle and the track-bridge, and can comprehensively consider different stable operation parameters of the dynamic stabilizer vehicle, facilitating refined coupled vibration analysis of the dynamic stabilizer vehicle, track, and bridge. Furthermore, the use of software modeling facilitates design, production, and application.

[0145] In addition, the processing and analysis workflow for the coupled model of the dynamic stability vehicle, track, and bridge is as follows: Figure 10 As shown, the dynamic stabilization vehicle's multi-rigid-body model includes the car body, front and rear bogies and their wheelsets, and front and rear stabilization device sub-models. The track and bridge flexible-body model includes rails, sleepers, track bed, main beams, and piers. First, the dynamic stabilization vehicle's multi-rigid-body model and the track and bridge flexible-body model are established separately. Then, based on the wheel-rail interaction relationship between the dynamic stabilization vehicle's multi-rigid-body model and the track and bridge flexible-body model, a coupled model of the dynamic stabilization vehicle, track, and bridge is constructed. The completed coupled model of the dynamic stabilization vehicle, track, and bridge is shown below. Figure 3 As shown. The wheel-rail interaction relationship between the dynamic stability vehicle multi-rigid-body model and the track-bridge flexible-body model is as follows. Figure 11 As shown. After the coupled model of the dynamic stabilization vehicle, track, and bridge is completed, it can be used as the object of dynamic response analysis for dynamic response analysis.

[0146] Furthermore, this embodiment also provides an analysis method for a coupled model of a dynamic stabilizer vehicle, track, and bridge. The specific steps are as follows: the coupled model of the dynamic stabilizer vehicle, track, and bridge is solved to obtain the dynamic response parameters of the coupled model; wherein the coupled model of the dynamic stabilizer vehicle, track, and bridge is constructed according to the above-mentioned construction method of the coupled model of the dynamic stabilizer vehicle, track, and bridge.

[0147] Specifically, the central difference method based on explicit time integration in finite element software can be used to solve the coupled model of the dynamic stabilizer vehicle, track, and bridge. This allows for a refined simulation of the continuous and stable operation of the dynamic stabilizer vehicle on the bridge track. The influence and variation of the dynamic stabilizer vehicle on the bridge's dynamic response under different vertical pressures, excitation frequencies, or horizontal force amplitudes can be analyzed. Furthermore, the dynamic response parameters of each part of the coupled model of the dynamic stabilizer vehicle, track, and bridge, such as the bridge's lateral amplitude, lateral acceleration, vertical dynamic deflection, and lateral displacement of the supports, can be calculated.

[0148] In practice, the entire process of a dynamic stabilizer operating continuously and stably on a bridge track can be simulated using a coupled model of the dynamic stabilizer, track, and bridge, thereby enabling corresponding dynamic response analysis. Figure 4 This is a schematic diagram simulating the continuous and stable operation of a dynamic stabilization vehicle on a bridge track.

[0149] In addition, the curve of the change in transverse amplitude at mid-span of the bridge under the influence of vertical pressure during stable operation, obtained from dynamic response analysis, is shown below. Figure 5 As shown in the figure, the curve of the change in transverse vibration acceleration at the mid-span of the bridge under the influence of vertical downward pressure during stable operation is as follows. Figure 6 As shown in the figure, the curve of vertical dynamic deflection at mid-span of the bridge under the influence of the horizontal excitation frequency during stable operation is as follows. Figure 7 As shown in the figure, the curve of horizontal displacement variation of bridge bearings under the influence of stable operation horizontal excitation frequency is as follows. Figure 8 As shown.

[0150] The method for processing the coupled model of the dynamic stabilization vehicle, track, and bridge provided in this embodiment has the following beneficial effects:

[0151] (1) Currently, there is no field measurement of stable operation of ballast track on bridge. Using 3D modeling software and finite element software to jointly establish a coupled model of dynamic stabilization vehicle, track and bridge is more convenient for practical application. At the same time, it can quantify the influence of different stabilization operation parameters on the dynamic response characteristics of bridge, and can also provide a reference for formulating reasonable stabilization operation parameters on bridge.

[0152] (2) Compared with the simplified model established by theoretical analysis, the model processing method provided in this embodiment can establish a more refined coupled model of the dynamic stability vehicle, track and bridge, considering the parameters of the dynamic stability vehicle, track and bridge, as well as the complex wheel-rail interaction relationship between the dynamic stability vehicle and the track and bridge. In addition, this coupled model of the dynamic stability vehicle, track and bridge can be presented to the public in a more intuitive way.

[0153] (3) Compared with existing numerical simulation methods, the model processing method provided in this embodiment comprehensively considers the characteristics of various parts such as the dynamic stabilization vehicle and the track bridge, making the dynamic stabilization vehicle rigid and the track bridge flexible, which is more in line with reality. At the same time, it considers the complex wheel-rail interaction relationship between the front and rear bogie wheelsets and the rails, and between the front and rear stabilization devices and the rails, which can accurately describe the complex stress behavior.

[0154] It should be understood that although the steps in the flowcharts of the embodiments described above are shown sequentially according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the flowcharts of the embodiments described above may include multiple steps or multiple stages. These steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these steps or stages is not necessarily sequential, but can be performed alternately or in turn with other steps or at least some of the steps or stages in other steps. It is understood that the steps in different embodiments can be freely combined as needed, and all non-contradictory solutions formed by such combinations are within the scope of protection of this application.

[0155] Based on the same inventive concept, this application also provides a processing device for a coupled model of a dynamically stabilized vehicle, track, and bridge, used to implement the processing method for the coupled model of a dynamically stabilized vehicle, track, and bridge described above. The solution provided by this device is similar to the solution described in the above method. Therefore, the specific limitations of one or more embodiments of the processing device for the coupled model of a dynamically stabilized vehicle, track, and bridge provided below can be found in the limitations of the processing method for the coupled model of a dynamically stabilized vehicle, track, and bridge described above, and will not be repeated here.

[0156] In one exemplary embodiment, such as Figure 12 As shown, a processing device for a coupled model of a dynamic stabilization vehicle, a track, and a bridge is provided, wherein:

[0157] The multi-rigid-body model and flexible-body model acquisition module 1201 is used to acquire the multi-rigid-body model of the dynamic stabilization vehicle and the flexible-body model of the track bridge.

[0158] The wheel-rail relationship model acquisition module 1202 is used to obtain, based on the wheel-rail interaction between the dynamic stabilization vehicle multi-rigid body model and the track bridge flexible body model, the first wheel-rail relationship model between the front and rear bogie wheelsets and the rails, and the second wheel-rail relationship model between the front and rear stabilization devices and the rails;

[0159] The coupling contact model acquisition module 1203 is used to obtain the coupling contact model of wheel-rail interaction between the dynamic stability vehicle and the track bridge based on the first wheel-rail relationship model and the second wheel-rail relationship model.

[0160] The coupling model acquisition module 1204 is used to obtain a coupling model of the dynamic stabilization vehicle, track and bridge based on the dynamic stabilization vehicle multi-rigid body model, the track and bridge flexible body model and the wheel-rail interaction coupling contact model.

[0161] In one embodiment, the multi-rigid-body model and flexible-body model acquisition module 1201 is further configured to: obtain a three-dimensional geometric model of the vehicle body, front and rear bogies, front and rear bogie wheelsets, and front and rear stabilizing devices based on the dynamic stability vehicle design parameters; discretize the three-dimensional geometric model of the vehicle body, front and rear bogies, front and rear bogie wheelsets, and front and rear stabilizing devices into a rigid body to obtain a finite element model of the dynamic stability vehicle; and obtain a multi-rigid-body model of the dynamic stability vehicle based on the finite element model of the dynamic stability vehicle and the constraint relationships between the vehicle body and the front and rear bogies, between the vehicle body and the front and rear stabilizing devices, and between the front and rear bogies and the front and rear bogie wheelsets in the dynamic stability vehicle design parameters.

[0162] In one embodiment, the multi-rigid-body model and flexible-body model acquisition module 1201 is further configured to: obtain three-dimensional geometric models of rails, sleepers, track bed, main beams and piers based on track and bridge design parameters; discretize and flexibly transform the three-dimensional geometric models of rails, sleepers, track bed, main beams and piers to obtain a track-bridge finite element model; and obtain a track-bridge flexible body model based on the track-bridge finite element model and the constraint relationships between rails and sleepers, sleepers and track bed, track bed and main beam, main beam and piers and piers and ground in the track and bridge design parameters.

[0163] In one embodiment, the wheel-rail relationship model acquisition module 1202 is further configured to: determine the normal interaction parameters between the front and rear bogie wheelsets and the rails, and the normal interaction parameters between the front and rear stabilizers and the rails, based on Hertzian nonlinear contact theory; determine the tangential interaction parameters between the front and rear bogie wheelsets and the rails, based on an exponentially decaying friction model; determine the transverse tangential interaction parameters between the front and rear stabilizers and the rails, based on a slip-free constraint; determine the longitudinal tangential interaction parameters between the front and rear stabilizers and the rails, based on a Coulomb friction model; obtain a first wheel-rail relationship model between the front and rear bogie wheelsets and the rails based on the normal and tangential interaction parameters; and obtain a second wheel-rail relationship model between the front and rear stabilizers and the rails based on the normal, transverse, and longitudinal tangential interaction parameters.

[0164] In one embodiment, the coupling model acquisition module 1204 is further configured to: establish a connection and coupling contact between the dynamic stabilization vehicle multi-rigid body model and the track-bridge flexible body model based on the wheel-rail interaction coupling contact model, thereby obtaining a dynamic stabilization vehicle, track and bridge coupling model.

[0165] The modules in the processing device for the aforementioned coupled model of the dynamic stabilization vehicle, track, and bridge can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in or independent of the processor in a computer device, or stored in the memory of a computer device as software, so that the processor can call and execute the corresponding operations of each module.

[0166] Based on the same inventive concept, this application also provides an analysis device for the coupled dynamic vehicle, track, and bridge model, used to implement the analysis method for the coupled dynamic vehicle, track, and bridge model described above. The solution provided by this device is similar to the solution described in the above method. Therefore, the specific limitations of one or more embodiments of the analysis device for the coupled dynamic vehicle, track, and bridge model provided below can be found in the limitations of the analysis method for the coupled dynamic vehicle, track, and bridge model described above, and will not be repeated here.

[0167] In one exemplary embodiment, such as Figure 13 As shown, an analysis device for a coupled model of a dynamically stabilized vehicle, track, and bridge is provided, wherein:

[0168] The coupled solution module 1301 is used to perform coupled solution on the coupled model of the dynamic stabilized vehicle, track and bridge based on the central difference method in the explicit time integration method, so as to obtain the dynamic response parameters of the coupled model of the dynamic stabilized vehicle, track and bridge; the coupled model of the dynamic stabilized vehicle, track and bridge is the model obtained according to the method described in the above embodiment.

[0169] The modules in the analysis device for the aforementioned coupled model of the dynamic stabilization vehicle, track, and bridge can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in or independent of the processor in a computer device, or stored in the memory of a computer device as software, so that the processor can call and execute the corresponding operations of each module.

[0170] In one exemplary embodiment, a computer device is provided, which may be a server, and its internal structure diagram may be as follows: Figure 14As shown, the computer device includes a processor, memory, input / output (I / O) interfaces, and a communication interface. The processor, memory, and I / O interfaces are connected via a system bus, and the communication interface is also connected to the system bus via the I / O interfaces. The processor provides computational and control capabilities. The memory includes a non-volatile storage medium and internal memory. The non-volatile storage medium stores an operating system, computer programs, and a database. The internal memory provides an environment for the operation of the operating system and computer programs stored in the non-volatile storage medium. The database stores data on embodiments of processing methods and analysis methods for coupled dynamic vehicle, track, and bridge models. The I / O interfaces are used for exchanging information between the processor and external devices. The communication interface is used for communication with external terminals via a network connection. When the computer program is executed by the processor, it implements the processing methods and analysis methods for coupled dynamic vehicle, track, and bridge models.

[0171] Those skilled in the art will understand that Figure 14 The structure shown is merely a block diagram of a portion of the structure related to the present application and does not constitute a limitation on the computer device to which the present application is applied. Specific computer devices may include more or fewer components than those shown in the figure, or combine certain components, or have different component arrangements.

[0172] In one embodiment, a computer device is also provided, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the computer program to implement the steps in the above method embodiments.

[0173] In one embodiment, a computer-readable storage medium is provided having a computer program stored thereon that, when executed by a processor, implements the steps in the above method embodiments.

[0174] In one embodiment, a computer program product is provided, including a computer program that, when executed by a processor, implements the steps in the above method embodiments.

[0175] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, data stored, data displayed, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties, and the collection, use and processing of the relevant data must comply with relevant regulations.

[0176] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium, and when executed, it can include the processes of the embodiments of the above methods. Any references to memory, databases, or other media used in the embodiments provided in this application can include at least one of non-volatile memory and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetic random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. By way of illustration and not limitation, RAM can take many forms, such as Static Random Access Memory (SRAM) or Dynamic Random Access Memory (DRAM). The databases involved in the embodiments provided in this application may include at least one type of relational database and non-relational database. Non-relational databases may include, but are not limited to, blockchain-based distributed databases. The processors involved in the embodiments provided in this application may be general-purpose processors, central processing units, graphics processing units, digital signal processors, programmable logic devices, quantum computing-based data processing logic devices, artificial intelligence (AI) processors, etc., and are not limited to these.

[0177] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this application.

[0178] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of this patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this application should be determined by the appended claims.

Claims

1. A processing method of a power-stabilized vehicle, track and bridge coupling model, characterized by, The method includes: Obtain the multi-rigid-body model of the dynamically stabilized vehicle and the flexible-body model of the track bridge; Based on the wheel-rail interaction between the dynamic stabilization vehicle multi-rigid body model and the track bridge flexible body model, the first wheel-rail relationship model between the front and rear bogie wheelsets and the rails, and the second wheel-rail relationship model between the front and rear stabilization devices and the rails are obtained. Based on the first wheel-rail relationship model and the second wheel-rail relationship model, the wheel-rail interaction coupling contact model between the dynamic stability vehicle and the track bridge is obtained; Based on the dynamic stabilization vehicle multi-rigid body model, the track-bridge flexible body model, and the wheel-rail interaction coupling contact model, a dynamic stabilization vehicle, track, and bridge coupling model is obtained.

2. The method of claim 1, wherein, The process of obtaining the multi-rigid-body model of the dynamically stabilized vehicle includes: Based on the design parameters of the dynamic stability vehicle, a three-dimensional geometric model of the vehicle body, front and rear bogies, front and rear bogie wheelsets and front and rear stabilization devices is obtained. The three-dimensional geometric model of the vehicle body, front and rear bogies, front and rear bogie wheelsets and front and rear stabilizing devices is discretized into rigid bodies to obtain the finite element model of the dynamic stabilization vehicle. Based on the finite element model of the dynamic stability vehicle and the constraint relationships between the vehicle body and the front and rear bogies, between the vehicle body and the front and rear stabilization devices, and between the front and rear bogies and the front and rear bogie wheelsets in the design parameters of the dynamic stability vehicle, a multi-rigid-body model of the dynamic stability vehicle is obtained.

3. The method of claim 1, wherein, Obtain the flexible body model of the railway bridge, including: Based on the track and bridge design parameters, three-dimensional geometric models of the rails, sleepers, track bed, main beams and piers are obtained; The three-dimensional geometric models of the rails, sleepers, track bed, main beams and piers are discretized and made flexible to obtain the finite element model of the track bridge; Based on the finite element model of the track bridge and the constraint relationships between rails and sleepers, sleepers and track bed, track bed and main beam, main beam and pier, and pier and ground in the track and bridge design parameters, a flexible body model of the track bridge is obtained.

4. The method of claim 1, wherein, The process of obtaining a first wheel-rail relationship model between the front and rear bogie wheelsets and the rails, and a second wheel-rail relationship model between the front and rear stabilizing devices and the rails, based on the wheel-rail interaction between the dynamic stabilization vehicle multi-rigid body model and the track bridge flexible body model, includes: Based on Hertzian nonlinear contact theory, the normal interaction parameters between the front and rear bogie wheelsets and the rails, as well as the normal interaction parameters between the front and rear stabilizing devices and the rails, are determined. Based on the exponentially decaying friction model, the tangential action parameters between the front and rear bogie wheelsets and the rails are determined; Based on the no-slip constraint, determine the tangential action parameters between the front and rear stabilizing devices and the rail; Based on the Coulomb friction model, determine the longitudinal tangential action parameters between the front and rear stabilizing devices and the rail; Based on the normal and tangential action parameters between the front and rear bogie wheelsets and the rails, the first wheel-rail relationship model between the front and rear bogie wheelsets and the rails is obtained. Based on the normal action parameters, transverse action parameters, and longitudinal action parameters between the front and rear stabilizing devices and the rail, a second wheel-rail relationship model between the front and rear stabilizing devices and the rail is obtained.

5. The method according to claim 1, characterized in that, The process of obtaining a coupled model of the dynamic stabilization vehicle, track, and bridge based on the multi-rigid-body model of the dynamic stabilization vehicle, the flexible-body model of the track and bridge, and the wheel-rail interaction coupling contact model includes: Based on the wheel-rail interaction coupling contact model, a connection and coupling contact are established between the dynamic stabilization vehicle multi-rigid body model and the track-bridge flexible body model to obtain the dynamic stabilization vehicle, track and bridge coupling model.

6. An analysis method for a coupled model of a dynamically stabilized vehicle, track, and bridge, characterized in that, The method includes: The dynamic response parameters of the coupled vehicle, track, and bridge model are obtained by solving the coupled model based on the central difference method in the explicit time integration method; the coupled model of the dynamic vehicle, track, and bridge is the model obtained by the method according to any one of claims 1 to 5.

7. A processing device for a coupled model of a dynamically stabilized vehicle, a track, and a bridge, characterized in that, The device includes: The module for acquiring multi-rigid-body and flexible-body models is used to acquire the multi-rigid-body model of the dynamic stabilization vehicle and the flexible-body model of the track bridge. The wheel-rail relationship model acquisition module is used to obtain the first wheel-rail relationship model between the front and rear bogie wheelsets and the rails, and the second wheel-rail relationship model between the front and rear stabilizing devices and the rails, based on the wheel-rail interaction between the dynamic stabilization vehicle multi-rigid body model and the track bridge flexible body model. The coupling contact model acquisition module is used to obtain the coupling contact model of wheel-rail interaction between the dynamic stability vehicle and the track bridge based on the first wheel-rail relationship model and the second wheel-rail relationship model. The coupling model acquisition module is used to obtain a coupling model of the dynamic stabilization vehicle, track, and bridge based on the multi-rigid-body model of the dynamic stabilization vehicle, the flexible-body model of the track and bridge, and the wheel-rail interaction coupling contact model.

8. A computer device comprising a memory and a processor, wherein the memory stores a computer program, characterized in that, When the processor executes the computer program, it implements the steps of the method according to any one of claims 1 to 6.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by a processor, it implements the steps of the method according to any one of claims 1 to 6.

10. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by a processor, it implements the steps of the method according to any one of claims 1 to 6.

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