CN116227262B - Broadband dynamics fine simulation method for ballastless track of high-speed railway - Google Patents
Broadband dynamics fine simulation method for ballastless track of high-speed railway Download PDFInfo
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Abstract
The invention provides a broadband dynamics fine simulation method of a ballastless track of a high-speed railway, which fully considers geometric dimensions and mechanical parameters of multi-layer structures such as a track plate, a filling layer, a base plate and the like in the aspect of model construction, carefully analyzes the elastic supporting effect of a geotextile isolation layer and the influence of the geotextile isolation layer on broadband vibration characteristics, and inspects and corrects multiple physical parameters such as the elastic modulus, the density, the isolation layer supporting rigidity and the like of each layer through all mode parameters recognized by the high-speed railway on site so as to realize the fine simulation of broadband vibration of the ballastless track; in the aspect of numerical simulation, a ballastless track broadband mode acquisition and corresponding dynamics simulation method based on additional large mass are provided, the problem that the ballastless track constraint mode parameters cannot be directly imported into international mainstream multi-fluid dynamics simulation software to perform rigid-flexible coupling calculation is solved, and the existing simulation method based on ballastless track free mode parameters and the external load form of a dynamics control equation are simplified.
Description
Technical Field
The invention relates to the field of high-speed railway large system dynamics modeling and simulation, in particular to a high-speed railway ballastless track broadband dynamics refined simulation method.
Background
The ballastless track is in a structure form of continuous longitudinal period and vertical multilayer coordination, and has the advantages of good overall performance, strong high smoothness maintaining capability, less maintenance workload and the like, thus being one of the most main structure forms of high-speed railways in China, for example, the high-speed railway tracks with the speed per hour of 300km/h and above in China adopt the ballastless track structure form. Along with the large-scale operation of high-speed railways in China and the planning design of high-speed railways with higher speed (400 km/h+), the coupling dynamics of a large railway system is a theoretical basis for guaranteeing the service safety and speed improvement of the high-speed railways, and the reasonable modeling and dynamics simulation method is a key of guiding and practicing the coupling dynamics theory of the large railway system because the ballastless track directly bears the dynamic action of the train.
The existing research on the ballastless track dynamics model is focused on medium-low frequency ranges below 200Hz, such as evaluating the operation safety of a train under the frost heaving of a roadbed and the settlement of a pier, predicting the environmental vibration induced by the train, and the like, and the ballastless track is simplified into Euler beams, elastic thin plates and entity unit simulation. The existing ballastless track modeling method ignores the broadband vibration behavior of the ballastless track, does not carefully consider the detailed structure composition such as geotechnical cloth isolation layers and the influence of the geotechnical cloth isolation layers on the broadband vibration characteristics, and does not realize the fine simulation of the broadband vibration. With the maturation and application of commercial finite element software, two methods of directly utilizing explicit finite elements or acquiring modal parameters first and then utilizing modal superposition enable accurate characterization of broadband vibration behaviors of ballastless tracks to be possible. The broadband vibration analysis of the ballastless track needs to fully consider the composition of each main structure layer and the detailed structure of the ballastless track and refine the grid size, and if the finite element method is directly adopted for solving, the degree of freedom and the calculation cost of the model are increased undoubtedly. The mode superposition method can intuitively intercept the mode order according to the frequency range of interest of the research problem, the dynamics equation dimension based on the mode superposition method is obviously reduced in the same analysis frequency range, and the calculation efficiency is improved.
The international mainstream UM, simplack and other multi-body dynamics simulation software all adopt a mode synthesis method to solve the dynamics response of the ballastless track, and the mode characteristics extracted by the mode synthesis method adopted by the software are consistent with the free mode parameters, so that the method can be understood to be that the free mode parameters of the ballastless track structure are extracted and imported into a multi-body dynamics simulation platform, and then distributed springs are applied to the simulation platform to support the bottom surface of the ballastless track and perform the dynamic response solving. The ballastless track dynamics simulation method has two defects: the ballastless track on the high-speed railway site is a constrained structure system supported by a lower foundation (bridge, tunnel and roadbed), the simulation based on free modal parameters cannot directly identify the main working modal characteristics of the ballastless track under constraint conditions, and the simulation is not easy to mutually verify with the onsite identification of the modal parameters of the ballastless track; secondly, a large number of spring force elements are required to be applied to the bottom surface of the ballastless track, and the simulation program is complex to realize. Aiming at the existing defects, the invention provides a ballastless track broadband dynamics refined simulation method for realizing the refined modeling of the ballastless track broadband vibration, and solving the problem that the constraint modal parameters of the ballastless track cannot be directly input into the international mainstream multi-fluid dynamics software to perform rigid-flexible coupling calculation.
Disclosure of Invention
The invention aims to provide a high-speed railway ballastless track broadband dynamics refined simulation method, which is used for fully considering the geometric dimensions and mechanical parameters of a plurality of layers of main structures such as a track plate, a filling layer, a base plate and the like in order to widen the analysis frequency of a model in the aspect of model construction, finely analyzing the effects of a detailed structure such as a geotextile isolation layer and the influence of the geotextile isolation layer on broadband vibration characteristics, and realizing the refined simulation of the ballastless track broadband vibration by detecting and correcting modal parameters through the high-speed railway on-site identification. In the aspect of numerical simulation, a ballastless track broadband mode acquisition and corresponding dynamics simulation method based on additional large mass are provided, the problem that the constraint mode parameters of the ballastless track cannot be directly input into international mainstream multi-fluid dynamics simulation software to perform rigid-flexible coupling calculation is solved, and the existing simulation method based on ballastless track free mode parameters and the external load form of a dynamics control equation are simplified.
A broadband dynamics fine simulation method for a ballastless track of a high-speed railway comprises the following steps: comprising the following steps:
(1) Establishing a ballastless track broadband vibration refined analysis model in a finite element: the refined analysis model comprises a track plate, a filling layer, an isolation layer, a base plate and a base bed supporting layer which are sequentially connected from top to bottom;
(2) Acquiring free modal parameters of an additional large-mass ballastless track unconstrained structural system in a finite element:
firstly, establishing a ballastless track added large-mass unconstrained structure system based on the fine analysis model in the step (1), and establishing a foundation bed elastic support layer bottom surface full-constrained ballastless track structure system based on the fine analysis model in the step (1);
respectively carrying out modal analysis on the two structural systems to obtain free modal parameters of the ballastless track added with the large-mass unconstrained structural system and constrained modal parameters of the foundation bed elastic supporting layer bottom surface fully-constrained ballastless track structural system;
then comparing the free modal parameters and the constraint modal parameters of the two structural systems to obtain an equivalent principle;
the obtained free modal parameters of the ballastless track unconstrained structural system with the additional large mass are used for dynamic simulation;
(3) Dynamics simulation was performed in multi-body dynamics software:
and the obtained free modal parameters of the ballastless track unconstrained structural system with the additional large mass are guided into a coupling dynamics simulation platform of the railway large system, and a ballastless track dynamics control equation in a simplified external load form is obtained.
Preferably, in step (1), the finite element maximum mesh length is taken to be 1/6 of the fastener pitch.
Preferably, in the step (1), the method further comprises the steps of directly checking and correcting the mechanical parameters of the ballastless track broadband vibration analysis model by using the field test mode parameters, specifically:
(11) Identifying the modal parameters of the ballastless track on site based on a multi-excitation multi-output mode test;
(12) And correcting mechanical parameters of each structural layer of the ballastless track based on sensitivity analysis and a response surface method by taking the identified modal parameters of the ballastless track as optimization targets, wherein the mechanical parameters comprise elastic modulus, density and equivalent supporting rigidity of the isolation layer of each structural layer of the ballastless track.
Preferably, the large mass body is attached to the bottom surface of a foundation bed supporting layer of the ballastless track; the nodes of the large mass body and all finite element nodes on the bottom surface of the foundation bed supporting layer are connected through rigid arms.
Preferably, the railway large system coupling dynamics simulation platform comprises a vehicle subsystem, and the railway large system coupling dynamics simulation platform reproduces dynamic load action on ballastless tracks during operation of the high-speed train.
Compared with the prior art, the invention has the advantages that:
(1) The method realizes the fine simulation of the broadband vibration characteristics of the ballastless track, builds a dynamic model directly tested by the mode parameters of the field test, and widens the analysis frequency of the existing model;
(2) The method can directly input the constraint modal parameters of the ballastless track supported by the foundation (bridge, tunnel or roadbed) at the lower part of the high-speed railway field into the multi-body dynamics software to carry out rigid-flexible coupling simulation calculation, and the dynamics control equation is obtained based on the deduction of the free modal parameters (equivalent to the constraint mode of the original structure) of the ballastless track with the additional large mass, thereby having real physical significance.
Drawings
FIG. 1 (a) shows the actual structural composition of a ballastless track on a high-speed railway site;
FIG. 1 (b) is a detailed finite element model of a ballastless track constructed according to the actual structural composition of the ballastless track on the high-speed railway site;
FIG. 2 is a law of variation of high-frequency modal parameters of ballastless tracks along with the size of a finite element grid;
FIG. 3 is a comparison chart of the modal parameter identification result of the on-site ballastless track and the calculation result of the corrected ballastless track broadband vibration refined analysis model;
FIG. 4 is a schematic diagram showing the free mode characteristics of a ballastless track added with a high-mass unconstrained structural system consistent with the constrained mode characteristics of a foundation bed elastic support layer bottom surface full-constrained ballastless track structural system;
FIG. 5 is a schematic diagram of a solution for the broadband dynamic response of a ballastless track using a railway large system coupling dynamics simulation platform;
FIG. 6 is a flow chart of a method for simulating broadband dynamics of ballastless tracks of high-speed railways in a refined manner;
FIG. 7 is a schematic diagram of a high-speed railway ballastless track broadband dynamics refined simulation method.
Detailed Description
The present invention will be described in more detail below with reference to the drawings, in which preferred embodiments of the invention are shown, it being understood that one skilled in the art can modify the invention described herein while still achieving the advantageous effects of the invention. Accordingly, the following description is to be construed as broadly known to those skilled in the art and not as limiting the invention.
A broadband dynamics fine simulation method for a ballastless track of a high-speed railway comprises the following steps:
(1) Establishing a ballastless track broadband vibration refined analysis model in a finite element: the refined analysis model comprises a track plate, a filling layer, an isolating layer, a base plate and a base bed supporting layer which are sequentially connected from top to bottom.
Then, the on-site recognized test mode parameters are adopted to directly test and correct the analysis model, and the method specifically comprises the following steps:
(11) And identifying the constraint modal parameters of the site ballastless track based on a multi-excitation multi-output mode test.
(12) And correcting mechanical parameters of each structural layer of the ballastless track based on sensitivity analysis and a response surface method by taking the identified modal parameters of the ballastless track as optimization targets, wherein the mechanical parameters comprise elastic modulus, density and equivalent supporting rigidity of the isolation layer of each structural layer of the ballastless track.
From the prior art, it is known that: the mode is a physical quantity for measuring the inherent vibration characteristics of the structure, and mainly consists of the self-vibration frequency and the vibration mode of the structure, as shown in the formula (1). The free mode and the constraint mode can be obtained respectively according to whether the structure is constrained or not during the mode analysis. Specifically, when the structure is not subject to any external constraint, the obtained mode is a free mode; the structure in field engineering is usually constrained, and when constraint boundary conditions which are in practical agreement with the field engineering are applied to the structure, the obtained mode is a constraint mode.
Φ＝(φ 1 φ 2 ...φ N )；ω＝(ω 1 ω 1 ...ω N ) T (1)
Wherein phi is a modal matrix formed by the front N-order vibration mode vectors; omega is a vector formed by the natural vibration frequencies of the front N-order modes.
As shown in fig. 1, in the aspect of fine model construction, taking a CRTS III ballastless track structure most commonly used in a high-speed railway site as an example, the track structure is composed of a track slab, a filling layer (self-compacting concrete) and a base plate three-layer main structure from top to bottom, and a geotechnical cloth isolation layer is paved between the filling layer and the base plate to facilitate maintenance and replacement of the track slab.
The dynamic test result of the ballastless track on site shows that the vibration of the ballastless track is represented as the coordinated and consistent overall movement of a track plate above the isolation layer, a filling layer and a base plate below the isolation layer at medium and low frequencies; the track plate above the isolation layer, the filling layer and the base plate below the isolation layer respectively move independently at high frequency, so that the elastic supporting effect of the isolation layer is not ignored in broadband vibration analysis of the ballastless track structure.
In addition, the elastic modulus and the density of each layer of the ballastless track are sensitive to the influence of high-frequency modal parameters, and based on the fact that the elastic modulus and the density of each layer of the ballastless track are sensitive to the influence of the high-frequency modal parameters, the system considers the geometric dimensions and the mechanical parameters of the multi-layer structures such as the track plate, the filling layer, the base plate and the like and the elastic supporting function of the geotextile isolation layer, and a fine finite element model of the ballastless track is constructed. Namely, the geometric dimensions of the multi-layer structures such as the track slab, the filling layer, the base plate and the like are the same as those of the on-site ballastless track structure.
Compared with the existing ballastless track dynamics analysis model, the proposed broadband dynamics analysis model fully considers the effect of the geotextile isolation layer and the influence of the structural reinforcement on the mechanical parameters of each main structural layer of the ballastless track.
Specifically, the geotextile spacer layer is modeled by using a solid unit with equivalent support stiffness, and because the modal analysis is based on a linear assumption, the nonlinear contact between the spacer layer and the bottom surface of the concrete filling layer is omittedWith and set to a fully bound connection; comprehensive elastic modulus E of reinforced concrete of track slab, self-compacting concrete filling layer and base plate of ballastless track b The value of (2) is obtained by the formula (2).
E b ＝E c +(E q -E c )μ (2)
Wherein E is c Elastic modulus of plain concrete; e (E) q The elastic modulus of the reinforced bars is the elastic modulus of the reinforced bars; mu is the reinforcement ratio.
As shown in fig. 2, the finite element mesh size affects the modal parameters, and the effect on the high frequency modal parameters is particularly pronounced. In order to clearly obtain reasonable grid sizes required by the ballastless track broadband mode at 2500Hz, the influence rules of the finite element grid sizes on the ballastless track mode number and the high-order mode frequency are compared and analyzed.
The results show that as the finite element mesh size decreases, the number of modes below 2500Hz (broadband) increases and the frequency corresponding to the same higher order mode decreases. The distance between the two fasteners is generally 0.6-0.65 m, and when the maximum grid size of the finite element is 1/6 of the distance between the fasteners, the mode number and the mode frequency of the ballastless track are gradually stabilized, so that the maximum grid length of the finite element model of the ballastless track is preferably 1/6 of the distance between the fasteners. Fig. 2 is a rule of change of broadband modal parameters of the ballastless track along with the size of the finite element grid, and defines the grid size which should be satisfied by broadband dynamic analysis of the ballastless track, wherein c is the fastener spacing.
The mode cut-off frequency is determined according to the main frequency of the wheel rail disturbance of the high-speed railway in China, and the frequency of the typical rail wave mill of the high-speed railway in site can reach 1250Hz, and the mode cut-off frequency exceeds 2 times of the rail wave mill frequency, so that possible mode resonance of the ballastless track in the wheel rail high-frequency disturbance frequency range can be fully considered.
As shown in fig. 3, in order to make the mode information of the ballastless track input into the vehicle-ballastless track system more reliable and accurate, taking the CRTS III plate type ballastless track on the high-speed railway site as an example, the mode parameters of the ballastless track on the site are identified based on a multi-excitation multi-output mode (prior art) test. In order to effectively capture broadband modal characteristics of the ballastless track, dense force hammer excitation points and acceleration sensor response points are distributed on the surface of the ballastless track. And taking the identified modal parameters of the ballastless track as optimization targets, and correcting the elastic modulus, the density, the equivalent supporting rigidity of the isolation layer and other mechanical parameters in each main structural layer of the ballastless track to obtain the broadband vibration refined analysis model of the ballastless track, which is directly tested by the test modal parameters.
Aiming at the CRTS III type ballastless track of the present case, the modification method of the mechanical parameters refers to the existing mature research results, the sensitivity analysis is firstly carried out on the modal parameters of the ballastless track, the objective function with the minimum modal difference is constructed based on the sensitivity analysis, and then the response surface method is combined for analysis to obtain the ballastless track. The result shows that the equivalent supporting rigidity of the isolation layer is preferably 900 MPa.m -1 。
(2) And acquiring free modal parameters of the ballastless track unconstrained structural system with the added large mass from the finite element.
(21) Establishing a ballastless track added large-mass unconstrained structure system based on the refined analysis model in the step (1), and establishing a foundation bed elastic support layer bottom surface full-constrained ballastless track structure system based on the refined analysis model in the step (1).
The large mass body is simulated by adopting a mass unit with 6 degrees of freedom; the large mass body is attached to the bottom surface of a foundation bed supporting layer of the ballastless track; the nodes of the large mass body and all finite element nodes on the bottom surface of the foundation bed supporting layer are connected through rigid arms.
(22) The method comprises the steps of respectively obtaining the multi-order free mode parameters of a ballastless track structure system with large mass and the multi-order constraint mode parameters of a foundation bed elastic supporting layer bottom surface full-constraint ballastless track structure system.
(23) Comparing the free mode parameters and the constraint mode parameters of the two structural systems, the result shows that the characteristics of the rest nonzero frequency free mode and the constraint mode of the original structure are consistent except the first 6 th order zero frequency mode in all the free mode parameters of the ballastless track with the added large mass.
(24) Based on the law of consistent modal characteristics, free modal parameters below 2500Hz of the ballastless track unconstrained structural system with the added large mass are obtained and used for dynamic simulation.
Because the constraint modal parameters of the ballastless track cannot be directly imported into international main flow multi-fluid dynamics software such as UM, simplack and the like to carry out rigid-flexible coupling simulation calculation, the invention skillfully utilizes the principle that the free modal characteristics of the ballastless track with additional large mass are consistent with the constraint modal characteristics of the original structure (the ballastless track structure with full constraint on the bottom surface of the elastic supporting layer of the foundation bed), and carries out dynamic simulation calculation by acquiring the free modal parameters of the ballastless track system with additional large mass.
As shown in fig. 4, the free mode characteristics of the ballastless track structure system with large added mass and the constrained mode characteristics of the ballastless track structure system with full constraint on the bottom surface of the elastic supporting layer of the foundation bed are respectively analyzed in finite elements. As a result, the broadband mode characteristics of the ballastless track obtained by solving are consistent (the free mode of the ballastless track with the added mass is consistent with the characteristic of the constraint mode of the full-constraint ballastless track structure system at the bottom surface of the elastic supporting layer of the foundation bed), namely the equivalent principle, although the two system structures are remarkably different in composition and constraint boundary conditions (one is an unconstrained structure system with the added mass, and the other is a constrained structure system without the added mass). The mode shape and the mode frequency of the same-order mode of the two systems are consistent.
The free mode acquired by the ballastless track unconstrained structural system with the added large mass is actually the ballastless track constrained mode supported by the lower foundation (bridge, tunnel and roadbed), and has real physical significance.
(3) Kinetic simulations were performed in multi-body kinetic software.
And (3) introducing the obtained free modal parameters within the 2500Hz range into a coupling dynamics simulation platform of the railway large system to obtain a ballastless track dynamics control equation in a simplified external load form. The simulation calculation can be carried out in the simulation platform only by limiting the freedom degree of a single node of the large mass body.
In the aspect of ballastless track dynamics simulation, the ballastless track on the high-speed railway site is a constrained structure system supported by a lower foundation (bridge, tunnel and roadbed), and internationally mainstream multi-body dynamics software such as UM and Simplack generally derives a dynamics control equation by using free modal parameters of the ballastless track and solves dynamics response. Based on the method, a broadband mode acquisition and corresponding dynamics simulation method based on the ballastless track with the added large mass is provided, the principle that the free mode characteristics of the ballastless track with the added large mass are consistent with the constraint mode characteristics of the original structure is skillfully utilized, and the problem that the constraint mode parameters of the ballastless track cannot be directly input into international mainstream multi-fluid dynamics simulation software to carry out rigid-flexible coupling calculation is solved.
Specifically, a foundation bed elastic supporting layer is attached to the bottom surface of the ballastless track, and the elastic modulus value of the elastic supporting layer is obtained through the conversion of the surface supporting rigidity of a lower foundation (bridge, tunnel and roadbed); the bottom surface of the foundation bed elastic support layer is connected with an additional large mass body through a rigid arm, cerig rigidization command can be adopted in the environment of finite element software ANSYS, and the mass of the additional large mass body is preferably 10 times of the mass of the ballastless track.
As shown in fig. 5, based on the ballastless track unconstrained structural system with the added large mass, equivalent ballastless track constrained modal parameters (substantially free modal parameters, so that the coupling dynamics simulation platform of the railway large system can be introduced) are obtained and the coupling dynamics simulation platform of the railway large system is introduced. The simulation platform also comprises a vehicle subsystem (prior art), which simulates the dynamics behaviors of the multiple components such as the vehicle body, the framework and the wheels in the vehicle subsystem based on the multi-body dynamics theory, and reproduces the real dynamic effect of the rail transit vehicle on the ballastless track during operation. In fig. 5, the vehicle subsystem exists in the simulation platform and the ballastless track unconstrained structural system based on the additional mass exists in the finite element. The meaning of the left part of fig. 5 is: after the free modal parameters are obtained, the response is obtained by inputting the free modal parameters to the simulation platform, so that the dynamics simulation of the ballastless track unconstrained structure system with the additional large mass is realized.
The additional large mass of the ballastless track in the railway large system coupling dynamics simulation platform (in multi-body dynamics software) is fixed on a basic coordinate system and limits all degrees of freedom of nodes of the ballastless track. The ballastless track dynamics control equation which is obtained and deduced based on the additional large-mass ballastless track unconstrained structure system provided by the invention patent is shown as a formula (3).
In the method, in the process of the invention,the mass matrix, the damping matrix and the rigidity matrix are generalized mass matrix, generalized damping matrix and generalized rigidity matrix of the ballastless track respectively; />A free mode set (actually equivalent to a ballastless track constraint mode set) of the ballastless track unconstrained structural system with additional large mass reserved for cutoff; q (Q) sr Is the acting force between the ballastless track and the steel rail.
Compared with the ballastless track free mode parameters (4) based on no large mass(prior art) derived ballastless track dynamics control equation, the external load item does not exist acting force Q between the ballastless track and the lower foundation sg The external load form of the dynamics control equation is simplified.
The dynamic simulation method avoids the application of spring force elements distributed on the bottom surface of the existing ballastless track structure, and simplifies the simulation method of the broadband dynamics of the ballastless track and the external load form of the dynamics equation.
As shown in fig. 6 to 7, in order to establish a ballastless track broadband dynamics simulation model and an analysis method flow, firstly, establishing a ballastless track broadband dynamics finite element model based on the finite element model, comparing on-site ballastless track modal parameter identification results, and correcting each mechanical parameter based on a response surface method to obtain a ballastless track broadband vibration refined analysis model directly tested by test modal parameters. And then, adding a large mass body to the bottom surface of the elastic supporting layer of the ballastless track foundation bed, obtaining equivalent ballastless track constraint modal parameters, introducing the equivalent ballastless track constraint modal parameters into a railway large system coupling dynamics simulation platform, and finally solving broadband dynamics response of the ballastless track based on a modal superposition method.
The invention can be also expanded in the ballastless track structure of urban rail transit, and the technology for acquiring the equivalent constraint mode of the track traffic foundation structure for dynamic simulation calculation through adding large mass is within the protection scope of the patent.
The foregoing is merely a preferred embodiment of the present invention and is not intended to limit the present invention in any way. Any person skilled in the art will make any equivalent substitution or modification to the technical solution and technical content disclosed in the invention without departing from the scope of the technical solution of the invention, and the technical solution of the invention is not departing from the scope of the invention.
Claims (5)
1. A broadband dynamics refined simulation method for a ballastless track of a high-speed railway is characterized by comprising the following steps:
(1) Establishing a ballastless track broadband vibration refined analysis model in a finite element: the refined analysis model comprises a track plate, a filling layer, an isolation layer, a base plate and a base bed supporting layer which are sequentially connected from top to bottom;
the geometric dimensions of the ballastless track fine finite element model, namely the track plate, the filling layer and the base plate are the same as the structural dimensions of the ballastless track on site, and the mechanical parameters of each structural layer are directly inspected and corrected according to the modal parameters of the on-site test;
(11) Identifying constraint modal parameters of the on-site ballastless track based on a multi-excitation multi-output mode test;
(12) Modifying mechanical parameters of each structural layer of the ballastless track based on sensitivity analysis and a response surface method by taking the identified modal parameters of the ballastless track as optimization targets, wherein the mechanical parameters comprise elastic modulus, density and equivalent supporting rigidity of the isolation layer of each structural layer of the ballastless track;
(2) Acquiring free modal parameters of an additional large-mass ballastless track unconstrained structural system in a finite element:
firstly, establishing a ballastless track added large-mass unconstrained structure system based on the fine analysis model in the step (1), and establishing a foundation bed elastic support layer bottom surface full-constrained ballastless track structure system based on the fine analysis model in the step (1);
respectively carrying out modal analysis on the two structural systems to obtain free modal parameters of the ballastless track added with the large-mass unconstrained structural system and constrained modal parameters of the foundation bed elastic supporting layer bottom surface fully-constrained ballastless track structural system;
then comparing the free modal parameters and the constraint modal parameters of the two structural systems to obtain an equivalent principle;
specifically, the free mode characteristics of a ballastless track added large-mass unconstrained structure system and the constrained mode characteristics of a foundation bed elastic support layer bottom surface fully-constrained ballastless track structure system are respectively analyzed in finite elements; finding out two systems, and solving the obtained ballastless track broadband modal characteristics to be consistent, namely an equivalent principle;
the free modal parameters of the obtained ballastless track unconstrained structural system with the added large mass are used for dynamic simulation in the step (3);
(3) Dynamics simulation was performed in multi-body dynamics software:
and the obtained free modal parameters of the ballastless track unconstrained structural system with the additional large mass are guided into a coupling dynamics simulation platform of the railway large system, and a ballastless track dynamics control equation in a simplified external load form is obtained.
2. The method for simulating broadband dynamics refinement of ballastless tracks of high-speed railways according to claim 1, wherein in the step (1), the maximum grid length of finite elements is refined and taken as 1/6 of the fastener pitch.
3. The method for the broadband dynamics refined simulation of the ballastless track of the high-speed railway according to claim 1, wherein in the step (1), the method further comprises the steps of directly checking and correcting the modal parameters of the field test and the mechanical parameters of a broadband vibration analysis model of the ballastless track, and is specifically as follows:
(11) Identifying the modal parameters of the ballastless track on site based on a multi-excitation multi-output mode test;
(12) And correcting mechanical parameters of each structural layer of the ballastless track based on sensitivity analysis and a response surface method by taking the identified modal parameters of the ballastless track as optimization targets, wherein the mechanical parameters comprise elastic modulus, density and equivalent supporting rigidity of the isolation layer of each structural layer of the ballastless track.
4. The method for the broadband dynamics refinement simulation of the ballastless track of the high-speed railway according to claim 1, wherein the large mass body is attached to the bottom surface of a foundation bed supporting layer of the ballastless track; the nodes of the large mass body and all finite element nodes on the bottom surface of the foundation bed supporting layer are connected through rigid arms.
5. The method for the broadband dynamics refined simulation of the ballastless track of the high-speed railway according to claim 1, wherein the large-system coupling dynamics simulation platform of the railway comprises a vehicle subsystem, and the large-system coupling dynamics simulation platform of the railway reproduces the dynamic load effect on the ballastless track during the operation of the high-speed train.
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