A method and system for judging the passability of multi-axle vehicle bridges based on fitting formula

Abstract

The present invention relates to a method and system method for judging the passability of a multi-axle vehicle bridge based on a fitting formula, which belongs to the field of bridge passability judgment and solves the problem that a large number of modeling simulation calculations are required in the prior art when judging the passability of a multi-axle vehicle bridge, the calculation cycle is long, and a quick judgment cannot be performed. The method comprises the following steps: performing bridge crossing simulation experiments on uniaxial load and biaxial load respectively to obtain the maximum deformation fitting formula caused by uniaxial load and biaxial load on the bridge; obtaining the maximum deformation value caused by the design load of the bridge to be passed; based on the maximum deformation fitting formula and the maximum deformation value caused by the design load of the bridge to be passed to the bridge, obtaining the deformation value caused by the multi-axle vehicle to pass the bridge, so as to judge whether the multi-axle vehicle can pass the bridge to be passed.

Description

Technical Field

[0001] The present invention relates to the technical field of bridge passability judgment, and in particular to a method and system for judging the passability of a multi-axle vehicle bridge based on a fitting formula. Background Art

[0002] Whether multi-axle heavy-duty special vehicles can safely cross bridges is crucial to vehicles and bridges. If a bridge collapses when a vehicle crosses a bridge, it will cause great losses. For military equipment vehicles, if the combat mission cannot be completed due to the inability to safely cross the bridge, it will have a greater impact. Therefore, judging whether vehicles can safely cross bridges is crucial for grasping fighter opportunities and marching route planning during wartime. With the development of weapon systems, multi-axle heavy-duty vehicles are increasing in military equipment vehicles. Many old bridges that are still in service were designed with low load-bearing capacity at the beginning. It is more important to study whether multi-axle heavy-duty special vehicles can pass safely.

[0003] The actual load calculation method is a commonly used method to judge the passability of a bridge. It determines whether the bridge can be passed by calculating the impact of the vehicle load on the bridge if it is loaded on the bridge, and the impact of the design load on the bridge if it is loaded on the bridge. If the vehicle load to be judged is less than the design load, it proves that the vehicle can safely pass through the bridge. If it is greater than the design load, it proves that the vehicle cannot pass safely.

[0004] The existing actual load calculation method requires a large amount of modeling and simulation calculations for the passing vehicles and bridges. The calculation cycle is long and it is impossible to quickly judge whether a multi-axle vehicle can pass through the bridge. Summary of the invention

[0005] In view of the above analysis, an embodiment of the present invention aims to provide a method and system for judging the passability of a multi-axle vehicle on a bridge based on a fitting formula, so as to solve the problem that the existing actual load calculation method requires a large number of modeling and simulation calculations for the vehicles and bridges to be passed, the calculation cycle is long, and it is impossible to quickly judge whether the multi-axle vehicle can pass through the bridge.

[0006] On the one hand, an embodiment of the present invention provides a method for judging the passability of a multi-axle vehicle on a bridge based on a fitting formula, comprising:

[0007] The bridge simulation experiments were carried out for uniaxial load and biaxial load respectively, and the fitting formulas for the maximum deformation of the bridge caused by uniaxial load and biaxial load were obtained;

[0008] Obtain the maximum deformation value of the bridge to be passed caused by the design load of the bridge to be passed;

[0009] Based on the maximum deformation fitting formula and the maximum deformation value caused by the design load of the bridge to be passed, the deformation value caused by the multi-axle vehicle to pass through the bridge is obtained to determine whether the multi-axle vehicle can pass through the bridge to be passed.

[0010] Based on a further improvement of the above method, the deformation value of the multi-axle vehicle on the bridge to be passed is obtained to determine whether the multi-axle vehicle can pass through the bridge to be passed, including:

[0011] dividing the multi-axle vehicle into a plurality of sub-load units;

[0012] For all sub-load units whose total wheelbase is less than or equal to the single-span span of the bridge to be passed, calculate the deformation value of each sub-load unit caused by the bridge to be passed in turn, from the smallest sub-load unit to the largest sub-load unit; if there is any sub-load unit whose deformation value caused by the bridge to be passed is greater than the maximum deformation value caused by the design load of the bridge to be passed, it is judged that the multi-axle vehicle cannot pass the bridge to be passed; otherwise, it is judged that the multi-axle vehicle can pass the bridge to be passed.

[0013] Furthermore, the multi-axle vehicle is divided into sub-load units by the following steps:

[0014] Each axle in the multi-axle vehicle is used as a single-axle sub-load unit to obtain N single-axle sub-load units; where N is the number of axles in the multi-axle vehicle;

[0015] Each two adjacent axles in a multi-axle vehicle are used as a double-axle sub-load unit to obtain a number of double-axle sub-load units;

[0016] Each three adjacent axles in a multi-axle vehicle are used as a three-axle sub-load unit to obtain a number of three-axle sub-load units;

[0017] Continue segmenting according to the method, and finally, use the multi-axle vehicle as an N-axle sub-load unit to obtain an N-axle sub-load unit;

[0018] Furthermore, the deformation value of each sub-load unit for the bridge to be passed is calculated, including:

[0019] Based on the fitting formula of the maximum deformation caused by the uniaxial load on the bridge, the deformation value caused by each uniaxial sub-load unit to the bridge to be passed is calculated;

[0020] Based on the fitting formula of the maximum deformation caused by the biaxial load on the bridge, the deformation value caused by each biaxial sub-load unit to the bridge to be passed is calculated;

[0021] Each triaxial to N-axis sub-load unit is approximated as a biaxial load. Based on the fitting formula of the maximum deformation caused by the biaxial load on the bridge, the deformation value caused by each triaxial to N-axis sub-load unit on the bridge to be passed is calculated.

[0022] Furthermore, each triaxial to N-axis sub-load unit is approximated as a biaxial load, and based on the maximum deformation fitting formula of the biaxial load on the bridge, the deformation value of each triaxial to N-axis sub-load unit on the bridge is calculated, including:

[0023] For the M-axis sub-load unit, a multi-axis merging method is adopted to merge the first M / 2 axes into one axis, and merge the last MM / 2 axes into one axis, so that the M-axis sub-load unit is approximated as a biaxial load; according to the axle weight and wheelbase of the approximate biaxial load, based on the maximum deformation fitting formula caused by the biaxial load on the bridge, the maximum deformation value caused by the approximate biaxial load to the bridge is calculated, which is used as the deformation value caused by the M-axis sub-load unit to the bridge; wherein, 3≤M≤N; the wheelbase of the approximate biaxial load is obtained according to the axis positions of the two axes of the approximate biaxial load.

[0024] Based on the further improvement of the above scheme, each triaxial to N-axis sub-load unit is approximated as a biaxial load. Based on the maximum deformation fitting formula of the biaxial load on the bridge, the deformation value of each triaxial to N-axis sub-load unit on the bridge to be passed is calculated, including:

[0025] For the M-axis sub-load unit, a multi-axis merging method is adopted to merge the first T axes into one axis, and merge the last MT axes into one axis, so that the M-axis sub-load unit is approximated as M-1 biaxial loads; according to the axle weight and wheelbase of each approximate biaxial load, based on the maximum deformation fitting formula caused by the biaxial load on the bridge, the maximum deformation value caused by each approximate biaxial load to the bridge is calculated, and the smallest number is taken as the deformation value caused by the M-axis sub-load unit to the bridge; among them, 3≤M≤N, T=1,2......M-1; the wheelbase of each approximate biaxial load is obtained according to the axis position of the two axes of each approximate biaxial load.

[0026] Furthermore, the multi-axis merging method is:

[0027] Merge two adjacent axes in the multi-axis pairwise. If the total number of axes after merging is greater than 1, continue merging two adjacent axes pairwise until the total number of axes after merging is 1.

[0028] The two adjacent axles are combined in pairs, and the combined axle weight and axle position are calculated according to the following formula: F = F1 + F2, Among them, F1 is the axle weight of the front axle among the two adjacent axles, F2 is the axle weight of the rear axle among the two adjacent axles, S0 is the wheelbase of the two adjacent axles, F is the axle weight of the combined axle, and S1 is the distance between the combined axle and the front axle among the two adjacent axles.

[0029] Based on the further improvement of the above scheme, each triaxial to N-axis sub-load unit is approximated as a biaxial load, and based on the maximum deformation fitting formula caused by the biaxial load on the bridge, the deformation value caused by each triaxial to N-axis sub-load unit to the bridge passing through is calculated, which also includes reducing the deformation value caused by each triaxial to N-axis sub-load unit to the bridge passing through based on a reduction factor, and using the reduced value as the deformation value caused by each triaxial to N-axis sub-load unit to the bridge passing through.

[0030] Furthermore, obtaining the maximum deformation value caused by the design load of the bridge to be passed also includes adjusting the maximum deformation value caused by the design load of the bridge to be passed based on the control coefficient, and using the adjusted value as the maximum deformation value caused by the design load of the bridge to be passed.

[0031] On the other hand, an embodiment of the present invention provides a multi-axle vehicle bridge passability judgment system based on a fitting formula, comprising:

[0032] The maximum deformation fitting formula acquisition module is used to perform bridge crossing simulation experiments on uniaxial load and biaxial load respectively, and obtain the maximum deformation fitting formula caused by uniaxial load and biaxial load on the bridge;

[0033] A design load influence acquisition module is used to obtain the maximum deformation value of the bridge to be passed caused by the design load of the bridge to be passed;

[0034] The bridge passability judgment module is used to obtain the deformation value caused by the multi-axle vehicle passing through the bridge based on the maximum deformation fitting formula and the maximum deformation value caused by the design load of the bridge to be passed, so as to judge whether the multi-axle vehicle can pass through the bridge to be passed.

[0035] Compared with the prior art, the present invention can achieve at least one of the following beneficial effects:

[0036] 1. The present invention obtains the maximum deformation fitting formula generated by bridges with different spans under uniaxial load and biaxial load through simulation experiments. When judging whether a multi-axle vehicle can pass through a bridge, the fitting formula can be directly brought into the calculation without the need to perform modeling simulation every time, thereby shortening the calculation cycle and realizing a quick judgment on whether a multi-axle vehicle can pass through a bridge;

[0037] 2. Based on the obtained maximum deformation fitting formula, when judging whether a multi-axle vehicle can pass through a bridge, it can be directly substituted into the fitting formula for calculation, without the need to perform modeling and simulation every time, thereby saving labor costs and improving work efficiency.

[0038] In the present invention, the above-mentioned technical solutions can also be combined with each other to achieve more preferred combination solutions. Other features and advantages of the present invention will be described in the subsequent description, and some advantages can become obvious from the description, or can be understood by practicing the present invention. The purpose and other advantages of the present invention can be realized and obtained through the contents particularly pointed out in the description and the drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] The drawings are only for the purpose of illustrating particular embodiments and are not to be considered limiting of the present invention. Like reference symbols denote like components throughout the drawings.

[0040] Figure 1 It is a flow chart of a method for judging the passability of a multi-axle vehicle on a bridge based on a fitting formula according to an embodiment of the present invention;

[0041] Figure 2 The present invention is a structural block diagram of a multi-axle vehicle bridge passability judgment system based on a fitting formula according to an embodiment of the present invention. DETAILED DESCRIPTION

[0042] The preferred embodiments of the present invention are described in detail below in conjunction with the accompanying drawings, wherein the accompanying drawings constitute a part of this application and are used together with the embodiments of the present invention to illustrate the principles of the present invention, but are not used to limit the scope of the present invention.

[0043] Embodiment 1

[0044] A specific embodiment of the present invention discloses a method for judging the passability of a multi-axle vehicle bridge based on a fitting formula, such as Figure 1 As shown. It includes the following steps:

[0045] Step S1, respectively carry out bridge crossing simulation experiments for uniaxial load and biaxial load, and obtain the maximum deformation fitting formula caused by uniaxial load and biaxial load on the bridge.

[0046] Taking a single-span bridge with a span of 10m as an example, this paper illustrates how to obtain the maximum deformation fitting formula caused by uniaxial load and biaxial load on the bridge.

[0047] For example, in the simulation test, the working condition of a vehicle passing through the middle of the bridge is simulated. The deformation of the same vehicle passing through the bridge along one lane or two lanes is greater than that passing through the middle single lane. That is, the maximum axle weight allowed by the bridge can be obtained by crossing the bridge in a way that minimizes the impact of the vehicle on the bridge, thereby obtaining the maximum deformation value of the bridge.

[0048] (1) Uniaxial load simulation experiment

[0049] For example, a uniaxial load bridge simulation test was carried out in the Midas calculation software, different uniaxial loads were defined, and the biaxial load was simulated to pass through the bridge back and forth along the middle lane, and the maximum deformation data of the bridge caused by the uniaxial load passing through the bridge with a single span of 10m was obtained. Some results are shown in Table 1. The data was curve fitted, and it was obtained that the axle weight F and the maximum deformation l generated when the uniaxial load passed through the bridge along the middle lane were linearly related. The maximum deformation fitting formula of the uniaxial load on the bridge with a single span of 10m is:

[0050] l=-0.00731725977443609F (1)

[0051] Among them, F is the axle weight of the uniaxial load, and l is the maximum deformation caused by the uniaxial load on a bridge with a single span of 10m.

[0052] Table 1 Maximum deformation of a single span bridge with a span of 10 m caused by uniaxial load

[0053]

[0054] (2) Biaxial load simulation experiment

[0055] For example, a simulation test of biaxial load crossing a bridge along the middle lane is carried out in the simulation calculation software. During the passing process, only the static response is considered, and the dynamic response is not considered. The axle weight of the biaxial load is randomly generated between 40-230, and the wheelbase is randomly generated between 1-10. The axle weight and wheelbase are used as independent variables, and the maximum deformation value of the bridge is used as the dependent variable to perform curve fitting on the simulation experiment result data. For example, the regress function can be used to perform quadratic polynomial fitting to obtain the maximum deformation fitting formula caused by the biaxial load on a single-span bridge with a span of 10m:

[0056]

[0057] The results calculated by the fitting formula are compared with the simulation results. The relative error between the two does not exceed 10%, indicating that the results calculated by the formula can replace the simulation results, so that the fitting formula can be used directly to calculate the maximum deformation of the bridge under the vehicle load. Some comparative data are shown in Table 2.

[0058] Table 2 Comparison of simulation results and calculation results of fitting formula

[0059]

[0060] According to the same method, a simulation experiment was carried out to obtain the maximum deformation fitting formula of a bridge with a single span of 13m under uniaxial load:

[0061] l=-0.00844953022556391F (3)

[0062] The fitting formula for the maximum deformation of a single span bridge with a span of 13m caused by biaxial load is:

[0063]

[0064] The fitting formula for the maximum deformation of a bridge with a single span of 16m caused by uniaxial load is:

[0065] l=-0.009467999473684F (5)

[0066] The fitting formula for the maximum deformation of a single span bridge with a span of 16m caused by biaxial load is:

[0067]

[0068] The fitting formula for the maximum deformation of a bridge with a single span of 20m caused by uniaxial load is:

[0069] l=-0.011693467461538F (7)

[0070] The fitting formula for the maximum deformation of a single span bridge with a span of 20m caused by biaxial load is:

[0071]

[0072] In formulas (1), (3), (5), and (7), F is the axle weight of the uniaxial load, and l is the maximum deformation of the bridge caused by the uniaxial load.

[0073] In formulas (2), (4), (6), and (8), x1 is the axle weight of the first axis, x2 is the wheelbase, x3 is the axle weight of the second axis, and y is the maximum deformation of the bridge caused by the biaxial load.

[0074] For bridges of other types or spans, the method provided in this embodiment can also be used to obtain the maximum deformation fitting formula caused by uniaxial load and biaxial load.

[0075] During implementation, based on the obtained maximum deformation fitting formula, the maximum deformation fitting formula caused by uniaxial load and biaxial load on different types of bridges can be obtained in advance, and there is no need to perform modeling and simulation every time a judgment is made, thereby shortening the judgment time and speeding up the judgment process.

[0076] Step S2: Obtain the maximum deformation value caused by the design load of the bridge to be passed.

[0077] Take a single span bridge with a span of 10m as an example. In the simulation software, a bridge simulation model is established, the bridge is loaded with the standard automobile-10 design load, and the bridge is subjected to static simulation analysis to obtain the maximum deformation value of the single span bridge with a span of 10m caused by the standard automobile-10 design load.

[0078] The same method is used to obtain the maximum deformation values ​​of span bridges caused by different design loads. Some data are shown in Table 3.

[0079] Table 3 Maximum displacement of bridge under different standard loads

[0080]

[0081] During implementation, according to the span and design load of the bridge to be passed, the maximum deformation value caused by the design load of the bridge to be passed is obtained by looking up the table, and no modeling simulation experiment is required, thereby speeding up the judgment process. For example, if the span of a single hole of the bridge to be passed is 10m and the design load of the bridge is automobile-10 level, then the maximum deformation value caused by the design load of the bridge to be passed is -1.63558mm.

[0082] Taking into account that the design load of the bridge is relatively conservative, the actual bearing capacity of the bridge is often greater than the design load. After obtaining the maximum deformation value caused by the design load of the bridge to be passed, the control coefficient is adjusted and the adjusted value is used as the maximum deformation value caused by the design load of the bridge to be passed. For example, the control coefficient is 10%, that is, the maximum deformation value caused by the design load of the bridge to be passed is increased by 10%. For example, the single-span span of the bridge to be passed is 10m, the design load of the bridge is automobile-10 level, and the maximum deformation value caused by the design load of the bridge to be passed is -1.63558mm. Based on the control coefficient of 10%, the maximum deformation value caused by the design load of the bridge to be passed is adjusted to -1.79914mm.

[0083] Step S3, based on the maximum deformation fitting formula and the maximum deformation value caused by the design load of the bridge to be passed, obtain the deformation value caused by the multi-axle vehicle to pass through the bridge to determine whether the multi-axle vehicle can pass through the bridge to be passed.

[0084] Specifically, the deformation value of the multi-axle vehicle caused by the bridge to be passed is obtained to determine whether the multi-axle vehicle can pass through the bridge to be passed, including: dividing the multi-axle vehicle into sub-load units; for all sub-load units whose total wheelbase is less than or equal to the single-span span of the bridge to be passed, from the smallest sub-load unit to the largest sub-load unit, the deformation value of each sub-load unit caused by the bridge to be passed is calculated in sequence; if there is any sub-load unit whose deformation value caused by the bridge to be passed is greater than the maximum deformation value caused by the design load of the bridge to be passed, it is determined that the multi-axle vehicle cannot pass through the bridge, otherwise, it is determined that the multi-axle vehicle can pass through the bridge.

[0085] The multi-axle vehicle is divided into sub-load units by the following steps: each axle in the multi-axle vehicle is used as a single-axle sub-load unit to obtain N single-axle sub-load units; wherein N is the number of axles of the multi-axle vehicle;

[0086] Each two adjacent axles in a multi-axle vehicle are used as a double-axle sub-load unit to obtain a number of double-axle sub-load units;

[0087] Each three adjacent axles in a multi-axle vehicle are used as a three-axle sub-load unit to obtain a number of three-axle sub-load units;

[0088] The segmentation is continued according to the method, and finally, the multi-axle vehicle is used as an N-axle sub-load unit to obtain an N-axle sub-load unit.

[0089] For example, a 5-axle vehicle is used to illustrate how to divide a multi-axle vehicle into sub-load units. A1, A2, A3, A4, and A5 represent the five axles of the 5-axle vehicle in sequence. First, each axle is used as a single-axle sub-load unit, namely, A1 single-axle sub-load unit, A2 single-axle sub-load unit, A3 single-axle sub-load unit, A4 single-axle sub-load unit, and A5 single-axle sub-load unit;

[0090] A1 and A2 are regarded as a biaxial sub-load unit, A2 and A3 are regarded as a biaxial sub-load unit, A3 and A4 are regarded as a biaxial sub-load unit, and A4 and A5 are regarded as a biaxial sub-load unit;

[0091] Treat A1, A2, and A3 as a triaxial sub-load unit, treat A2, A3, and A4 as a triaxial sub-load unit, and treat A3, A4, and A5 as a triaxial sub-load unit;

[0092] Treat A1, A2, A3, and A4 as a four-axis sub-load unit, and treat A2, A3, A4, and A5 as a four-axis sub-load unit;

[0093] Treat A1, A2, A3, A4 and A5 as a five-axis sub-load unit.

[0094] For all sub-load units whose total wheelbase is less than or equal to the single-span span of the bridge to be passed, calculate the deformation value of each sub-load unit caused by the bridge to be passed in turn, from the smallest sub-load unit to the largest sub-load unit; if there is any sub-load unit whose deformation value caused by the bridge to be passed is greater than the maximum deformation value caused by the design load of the bridge to be passed, it is judged that the multi-axle vehicle cannot pass the bridge to be passed; otherwise, it is judged that the multi-axle vehicle can pass the bridge to be passed.

[0095] Specifically, when calculating the deformation value of each sub-load unit for the bridge,

[0096] Based on the fitting formula of the maximum deformation caused by the uniaxial load on the bridge, the deformation value caused by each uniaxial sub-load unit to the bridge to be passed is calculated;

[0097] Based on the fitting formula of the maximum deformation caused by the biaxial load on the bridge, the deformation value caused by each biaxial sub-load unit to the bridge to be passed is calculated;

[0098] Each triaxial to N-axis sub-load unit is approximated as a biaxial load. Based on the fitting formula of the maximum deformation caused by the biaxial load on the bridge, the deformation value caused by each triaxial to N-axis sub-load unit on the bridge to be passed is calculated.

[0099] Optionally, the following method is used to approximate each triaxial to N-axis sub-load unit as a biaxial load, and calculate the deformation value of each triaxial to N-axis sub-load unit for the bridge to be passed:

[0100] For the M-axis sub-load unit, a multi-axis merging method is adopted to merge the first M / 2 axes into one axis, and merge the last MM / 2 axes into one axis, so that the M-axis sub-load unit is approximated as a biaxial load; according to the axle weight and wheelbase of the approximate biaxial load, based on the maximum deformation fitting formula caused by the biaxial load on the bridge, the maximum deformation value caused by the approximate biaxial load to the bridge is calculated, which is used as the deformation value caused by the M-axis sub-load unit to the bridge; wherein, 3≤M≤N; the wheelbase of the approximate biaxial load is obtained according to the axis positions of the two axes of the approximate biaxial load.

[0101] When each triaxial to N-axis sub-load unit is approximated as a biaxial load, the load effect is usually too large. In order to reduce the approximation error and more accurately obtain the deformation value of each triaxial to N-axis sub-load unit for the bridge passing through, the method of approximating each triaxial to N-axis sub-load unit as a biaxial load and calculating the deformation value of each triaxial to N-axis sub-load unit for the bridge passing through is improved as follows:

[0102] For the M-axis sub-load unit, a multi-axis merging method is adopted to merge the first T axes into one axis, and merge the last MT axes into one axis, so that the M-axis sub-load unit is approximated as M-1 biaxial loads; according to the axle weight and wheelbase of each approximate biaxial load, based on the maximum deformation fitting formula caused by the biaxial load on the bridge, the maximum deformation value caused by each approximate biaxial load to the bridge is calculated, and the smallest number is taken as the deformation value caused by the M-axis sub-load unit to the bridge; among them, 3≤M≤N, T=1,2......M-1; the wheelbase of each approximate biaxial load is obtained according to the axis position of the two axes of each approximate biaxial load.

[0103] Optionally, multiple axes can be merged using the following method:

[0104] Merge two adjacent axes in the multi-axis pairwise. If the total number of axes after merging is greater than 1, continue merging two adjacent axes pairwise until the total number of axes after merging is 1.

[0105] The two adjacent axles are combined in pairs, and the combined axle weight and axle position are calculated according to the following formula: F = F1 + F2, Among them, F1 is the axle weight of the front axle among the two adjacent axles, F2 is the axle weight of the rear axle among the two adjacent axles, S0 is the wheelbase of the two adjacent axles, F is the axle weight of the combined axle, and S1 is the distance between the combined axle and the front axle among the two adjacent axles.

[0106] For example, the above-mentioned 5-axle vehicle is still used as an example for explanation, A1, A2, A3, A4, A5 represent the 5 axles of the 5-axle vehicle in sequence, f1, f2, f3, f4, f5 represent the axle weights of A1, A2, A3, A4, A5 respectively, s1 represents the wheelbase between A1 and A2, s2 represents the wheelbase between A2 and A3, s3 represents the wheelbase between A3 and A4, s4 represents the wheelbase between A4 and A5, s1 = 3m, s2 = 4m, s3 = 3m, s4 = 5m. The single span of the bridge to be passed is 10m, and the design load of the bridge is automobile-10 level.

[0107] For the five uniaxial sub-load units, the maximum deformation value of each sub-load unit on the bridge is calculated according to formula (1). If the maximum deformation value of a sub-load unit on the bridge is greater than the maximum deformation value of the design load on the bridge, the bridge is judged to be impassable. Otherwise, the judgment of the biaxial sub-load unit is continued.

[0108] For the four biaxial sub-load units, the maximum deformation value of each sub-load unit on the bridge is calculated according to formula (2). If the maximum deformation value of a sub-load unit on the bridge is greater than the maximum deformation value of the design load on the bridge, the bridge is judged to be impassable. Otherwise, the judgment of the triaxial sub-load unit is continued.

[0109] For the three triaxial sub-load units, the triaxial sub-load unit is approximated as a biaxial load, and the maximum deformation value of each sub-load unit on the bridge is calculated according to formula (2). If the maximum deformation value of the bridge caused by a sub-load unit is greater than the maximum deformation value of the design load on the bridge, the bridge is judged to be impassable. Otherwise, the judgment of the four-axis sub-load unit is continued.

[0110] For the four-axis sub-load units A1, A2, A3, and A4, the four-axis sub-load units are approximated as a biaxial load, and the maximum deformation value of each sub-load unit on the bridge is calculated according to formula (2). If the maximum deformation value of the bridge caused by a sub-load unit is greater than the maximum deformation value of the design load on the bridge, the bridge is judged to be impassable. Otherwise, the bridge is judged to be impassable.

[0111] The total wheelbase of the four-axle sub-load units A2, A3, A4, A5 and the five-axle sub-load units A1, A2, A3, A4, A5 is greater than the bridge span of 10m. When passing the bridge, not all axles are on the bridge, so they are not calculated.

[0112] If the maximum deformation values ​​of the bridge caused by all sub-load units with a total wheelbase less than 10m are less than the maximum deformation value of the bridge caused by the design load, it is judged that multi-axle vehicles can pass through the bridge.

[0113] Taking the four-axis sub-load unit A1, A2, A3, A4 as an example, it is explained how to calculate the four-axis sub-load unit as a biaxial load. The four sub-load units are separated from the middle, and A1 and A2 are combined into one axis as the front axis A6 of the approximate biaxial load, and A3 and A4 are combined into one axis as the rear axis A7 of the approximate biaxial load. Substitute the axle weight and wheelbase of A6 and A7 into formula (2) to calculate the maximum deformation value L1 caused by the approximate biaxial load on the bridge, which is used as the maximum deformation value caused by the three-axis sub-load unit A1, A2, A3 on the bridge.

[0114] The axle weight of A6 is f6 = f1 + f2. The distance between A6 and A1 is:

[0115] The axle weight of A7 is f7 = f3 + f4. The distance between A7 and A3 is:

[0116] The wheelbase between A6 and A7 is s1-s5+s2+s6.

[0117] In order to reduce the approximate error, the load can be divided between any two adjacent axes of the four-axis sub-load unit. For example, A1 can be used as the front axle of the approximate biaxial load, and A2, A3, and A4 can be combined into one axis as the rear axle of the approximate biaxial load. Alternatively, A1, A2, and A3 can be combined into one axis as the front axle of the approximate biaxial load, and A4 can be used as the rear axle of the approximate biaxial load to obtain three approximate biaxial loads. The maximum deformation value of each approximate biaxial load on the bridge is calculated separately, and the minimum value is taken as the maximum deformation value of the four-axis sub-load unit on the bridge.

[0118] When each triaxial to N-axis sub-load unit is approximated as a biaxial load, the load effect will usually be too large. In order to reduce the approximation error and more accurately obtain the deformation value of each triaxial to N-axis sub-load unit when the bridge passes through, the deformation value of each triaxial to N-axis sub-load unit when the bridge passes through is reduced based on the reduction factor, and the reduced value is used as the deformation value of each triaxial to N-axis sub-load unit when the bridge passes through.

[0119] Exemplarily, the reduction coefficient is taken as 0.98, and the maximum deformation value calculated based on the fitting formula and the reduced maximum deformation value are compared with the simulation result. The results show that the error of the reduced maximum deformation value is smaller. Some data are shown in Table 4.

[0120] Table 4 Calculation results of fitting formula, comparison between the reduced results and simulation results

[0121]

[0122] For a convoy consisting of several identical vehicles, all vehicles are equivalent to a multi-axle vehicle, and the deformation value of the bridge caused by the multi-axle vehicle is calculated using the above method to determine whether the convoy can pass through the bridge.

[0123] Compared with the prior art, the method provided in this embodiment has the following beneficial effects:

[0124] 1. Through simulation experiments, the maximum deformation fitting formulas for bridges with different spans under uniaxial load and biaxial load are obtained. When judging whether a multi-axle vehicle can pass through a bridge, the fitting formula can be directly used for calculation, without the need for modeling and simulation every time, thereby shortening the calculation cycle and realizing a quick judgment on whether a multi-axle vehicle can pass through a bridge. Moreover, the test data show that the relative error between the fitting formula and the simulation result is small, and the maximum deformation value of the multi-axle vehicle on the bridge can be calculated based on the fitting formula instead of the simulation calculation.

[0125] 2. Based on the obtained maximum deformation fitting formula, when judging whether a multi-axle vehicle can pass through a bridge, it can be directly substituted into the fitting formula for calculation, without the need to perform modeling and simulation every time, thereby saving labor costs and improving work efficiency.

[0126] Embodiment 2

[0127] This embodiment provides a multi-axle vehicle bridge passability judgment system based on a fitting formula, including:

[0128] The maximum deformation fitting formula acquisition module is used to perform bridge crossing simulation experiments on uniaxial load and biaxial load respectively, and obtain the maximum deformation fitting formula caused by uniaxial load and biaxial load on the bridge; the specific process of obtaining the maximum deformation fitting formula caused by uniaxial load and biaxial load on the bridge is shown in Example 1, which will not be repeated here.

[0129] The design load impact acquisition module is used to obtain the maximum deformation value caused by the design load of the bridge to be passed through. The specific process of obtaining the maximum deformation value caused by the design load of the bridge to be passed through is shown in Example 1 and will not be repeated here.

[0130] The bridge passability judgment module is used to obtain the deformation value of the multi-axle vehicle when passing through the bridge based on the maximum deformation fitting formula and the design load of the bridge to be passed, so as to judge whether the multi-axle vehicle can pass through the bridge to be passed. The specific judgment process is shown in Example 1 and will not be repeated here.

[0131] Those skilled in the art will appreciate that all or part of the processes of the above-mentioned embodiments can be implemented by instructing related hardware through a computer program, and the program can be stored in a computer-readable storage medium, wherein the computer-readable storage medium is a disk, an optical disk, a read-only storage memory, or a random access memory, etc.

[0132] The above description is only a preferred specific implementation manner of the present invention, but the protection scope of the present invention is not limited thereto. Any changes or substitutions that can be easily conceived by any technician familiar with the technical field within the technical scope disclosed by the present invention should be covered within the protection scope of the present invention.

Claims

1. A method for judging the passability of a multi-axle vehicle bridge based on a fitting formula, characterized in that: include: The bridge simulation experiments were carried out for uniaxial load and biaxial load respectively, and the fitting formulas for the maximum deformation of the bridge caused by uniaxial load and biaxial load were obtained; Obtain the maximum deformation value of the bridge to be passed caused by the design load of the bridge to be passed; Based on the maximum deformation fitting formula and the maximum deformation value of the bridge to be passed caused by the design load of the bridge to be passed, the deformation value of the multi-axle vehicle to be passed through the bridge is obtained to determine whether the multi-axle vehicle can pass through the bridge to be passed; Obtaining a deformation value of the multi-axle vehicle on the bridge to be passed, so as to determine whether the multi-axle vehicle can pass through the bridge to be passed, comprises: dividing the multi-axle vehicle into a plurality of sub-load units; For all sub-load units whose total wheelbase is less than or equal to the single span of the bridge to be passed, the deformation value of each sub-load unit generated by the bridge to be passed is calculated in sequence from the smallest sub-load unit to the largest sub-load unit; if there is any sub-load unit whose deformation value generated by the bridge to be passed is greater than the maximum deformation value of the bridge caused by the design load of the bridge to be passed, it is judged that the multi-axle vehicle cannot pass the bridge to be passed; otherwise, it is judged that the multi-axle vehicle can pass the bridge to be passed; Divide a multi-axle vehicle into its sub-load elements by following these steps: Each axle in the multi-axle vehicle is used as a single-axle sub-load unit to obtain N single-axle sub-load units; where N is the number of axles in the multi-axle vehicle; Each two adjacent axles in a multi-axle vehicle are used as a double-axle sub-load unit to obtain a number of double-axle sub-load units; Each three adjacent axles in a multi-axle vehicle are used as a three-axle sub-load unit to obtain a number of three-axle sub-load units; The segmentation is continued according to the method, and finally, the multi-axle vehicle is used as an N-axle sub-load unit to obtain an N-axle sub-load unit.

2. The method for judging the passability of a multi-axle vehicle on a bridge based on a fitting formula according to claim 1 is characterized in that: Calculate the deformation of each sub-load element for the bridge to be passed, including: Based on the fitting formula of the maximum deformation caused by the uniaxial load on the bridge, the deformation value caused by each uniaxial sub-load unit to the bridge to be passed is calculated; Based on the fitting formula of the maximum deformation caused by the biaxial load on the bridge, the deformation value caused by each biaxial sub-load unit to the bridge to be passed is calculated; Each triaxial to N-axis sub-load unit is approximated as a biaxial load. Based on the fitting formula of the maximum deformation caused by the biaxial load on the bridge, the deformation value caused by each triaxial to N-axis sub-load unit on the bridge to be passed is calculated.

3. The method for judging the passability of a multi-axle vehicle on a bridge based on a fitting formula according to claim 2 is characterized in that: Each triaxial to N-axis sub-load unit is approximated as a biaxial load. Based on the fitting formula of the maximum deformation caused by the biaxial load on the bridge, the deformation value caused by each triaxial to N-axis sub-load unit on the bridge to be passed is calculated, including: For the M-axis sub-load unit, a multi-axis merging method is adopted to merge the first M / 2 axes into one axis, and merge the last MM / 2 axes into one axis, so that the M-axis sub-load unit is approximated as a biaxial load; according to the axle weight and wheelbase of the approximate biaxial load, based on the maximum deformation fitting formula caused by the biaxial load on the bridge, the maximum deformation value caused by the approximate biaxial load to the bridge is calculated, which is used as the deformation value caused by the M-axis sub-load unit to the bridge; wherein, 3≤M≤N; the wheelbase of the approximate biaxial load is obtained according to the axis positions of the two axes of the approximate biaxial load.

4. The method for judging the passability of a multi-axle vehicle on a bridge based on a fitting formula according to claim 2 is characterized in that: Each triaxial to N-axis sub-load unit is approximated as a biaxial load. Based on the fitting formula of the maximum deformation caused by the biaxial load on the bridge, the deformation value caused by each triaxial to N-axis sub-load unit on the bridge to be passed is calculated, including: For the M-axis sub-load unit, a multi-axis merging method is adopted to merge the first T axes into one axis, and merge the last MT axes into one axis, so that the M-axis sub-load unit is approximated as M-1 biaxial loads; according to the axle weight and wheelbase of each approximate biaxial load, based on the maximum deformation fitting formula caused by the biaxial load on the bridge, the maximum deformation value caused by each approximate biaxial load to the bridge is calculated, and the smallest number is taken as the deformation value caused by the M-axis sub-load unit to the bridge; among them, 3≤M≤N, T=1,2......M-1; the wheelbase of each approximate biaxial load is obtained according to the axis position of the two axes of each approximate biaxial load.

5. The method for judging the passability of a multi-axle vehicle on a bridge based on a fitting formula according to any one of claims 3 to 4, characterized in that: The multi-axis merging method is: Merge two adjacent axes in the multi-axis pairwise. If the total number of axes after merging is greater than 1, continue merging two adjacent axes pairwise until the total number of axes after merging is 1. The two adjacent axles are combined in pairs, and the combined axle weight and axle position are calculated according to the following formula: F = F1 + F2, Among them, F1 is the axle weight of the front axle among the two adjacent axles, F2 is the axle weight of the rear axle among the two adjacent axles, S0 is the wheelbase of the two adjacent axles, F is the axle weight of the combined axle, and S1 is the distance between the combined axle and the front axle among the two adjacent axles.

6. The method for judging the passability of a multi-axle vehicle on a bridge based on a fitting formula according to claim 2 is characterized in that: Each triaxial to N-axis sub-load unit is approximated as a biaxial load, and based on the fitting formula for the maximum deformation caused by the biaxial load on the bridge, the deformation value caused by each triaxial to N-axis sub-load unit to the bridge is calculated, which also includes reducing the deformation value caused by each triaxial to N-axis sub-load unit to the bridge based on a reduction factor, and using the reduced value as the deformation value caused by each triaxial to N-axis sub-load unit to the bridge.

7. The method for judging the passability of a multi-axle vehicle on a bridge based on a fitting formula according to claim 1 is characterized in that: The method further comprises: obtaining the maximum deformation value caused by the design load of the bridge to be passed through, adjusting the maximum deformation value caused by the design load of the bridge to be passed through based on a control coefficient, and using the adjusted value as the maximum deformation value caused by the design load of the bridge to be passed through.

8. A multi-axle vehicle bridge passability judgment system based on a fitting formula, characterized in that: include: The maximum deformation fitting formula acquisition module is used to perform bridge crossing simulation experiments on uniaxial load and biaxial load respectively, and obtain the maximum deformation fitting formula caused by uniaxial load and biaxial load on the bridge; A design load influence acquisition module is used to obtain the maximum deformation value of the bridge to be passed caused by the design load of the bridge to be passed; A bridge passability judgment module is used to obtain the deformation value of the multi-axle vehicle when passing through the bridge based on the maximum deformation fitting formula and the maximum deformation value of the design load of the bridge to be passed, so as to judge whether the multi-axle vehicle can pass through the bridge to be passed; Obtaining a deformation value of the multi-axle vehicle on the bridge to be passed, so as to determine whether the multi-axle vehicle can pass through the bridge to be passed, comprises: dividing the multi-axle vehicle into a plurality of sub-load units; For all sub-load units whose total wheelbase is less than or equal to the single span of the bridge to be passed, the deformation value of each sub-load unit generated by the bridge to be passed is calculated in sequence from the smallest sub-load unit to the largest sub-load unit; if there is any sub-load unit whose deformation value generated by the bridge to be passed is greater than the maximum deformation value of the bridge caused by the design load of the bridge to be passed, it is judged that the multi-axle vehicle cannot pass the bridge to be passed; otherwise, it is judged that the multi-axle vehicle can pass the bridge to be passed; Divide a multi-axle vehicle into its sub-load elements by following these steps: Each axle in the multi-axle vehicle is used as a single-axle sub-load unit to obtain N single-axle sub-load units; where N is the number of axles in the multi-axle vehicle; Each two adjacent axles in a multi-axle vehicle are used as a double-axle sub-load unit to obtain a number of double-axle sub-load units; Each three adjacent axles in a multi-axle vehicle are used as a three-axle sub-load unit to obtain a number of three-axle sub-load units; The segmentation is continued according to the method, and finally, the multi-axle vehicle is used as an N-axle sub-load unit to obtain an N-axle sub-load unit.

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