Method and device for determining the ship collision resistance of a coal wharf superstructure

Abstract

The present application relates to the field of bridge anti-collision, more particularly, to a method for determining the anti-ship collision capacity of the upper structure of a coal conveying trestle, which comprises the following steps: step one: judging the risk level of collision between a navigation ship and the upper structure of a bridge according to the navigation information of the navigation ship and the highest navigation water level of the bridge; step two: simulating the collision between the navigation ship and the upper structure of the bridge, extracting the acceleration time history curve of the upper structure of the bridge after being hit, obtaining the first five natural frequencies of the bridge, and estimating the damage condition of the upper structure of the bridge; and step three: determining the anti-ship collision capacity of the upper structure of the bridge according to the damage condition of the upper structure of the bridge; the method is used to solve the technical problems that the probability of collision between the navigation ship and the upper structure of the bridge is uncertain, the damage degree of the upper structure of the bridge cannot be directly calculated, the anti-ship collision capacity level of the upper structure of the bridge cannot be judged, and safety hazards are caused.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of bridge anti-impact ability, more particularly, to a method and device for determining the anti-ship impact ability of a coal conveying trestle superstructure. BACKGROUND

[0002] Nowadays, the bridge industry has made significant progress, and the number of bridges has increased exponentially in recent years. Various large bridges across rivers and seas have also been put into use. In some regions, the rainy season is longer, and the annual average rainfall is large. When the flood breaks out, the river water rises rapidly. The ship may collide with the bridge due to the wrong estimation of the water level height, causing significant losses. Looking at the research results and research focus at home and abroad, most of them are concentrated on the ship impact on the bridge substructure-pier, and there is no high attention to the ship impact on the bridge superstructure.

[0003] The bridge superstructure is also part of the bridge structure in the waterway. There have been many events in which the bridge superstructure is hit by the ship due to the judgment error or inaccurate information of the water level by the operator, which seriously damages the bridge structure and causes casualties, and even causes the ship to be stuck under the bridge and affect normal navigation. In the existing research on the anti-ship impact ability of the bridge superstructure, since the probability of collision between the navigation ship and the bridge superstructure is uncertain, the damage degree of the bridge superstructure cannot be directly calculated, so the anti-ship impact ability level of the bridge superstructure cannot be judged, and safety hazards are caused. SUMMARY

[0004] The present application provides a method and device for determining the anti-ship impact ability of a coal conveying trestle superstructure, which solves the technical problem that the probability of collision between the navigation ship and the bridge superstructure is uncertain, the damage degree of the bridge superstructure cannot be directly calculated, so the anti-ship impact ability level of the bridge superstructure cannot be judged, and safety hazards are caused. The method comprises:

[0005] Step one: according to the navigation information of the navigation ship and the highest navigation water level of the bridge, the risk level of collision between the navigation ship and the bridge superstructure is judged, and the navigation information includes the height of the navigation ship and the navigation route;

[0006] Step two: when the risk level of collision between the navigation ship and the bridge superstructure reaches the preset risk level, the collision between the navigation ship and the bridge superstructure is simulated, the navigation ship model and the bridge superstructure model are established, the navigation ship model impacts different positions of the bridge superstructure model, the acceleration time history curve of the bridge superstructure after being impacted is extracted, the first five natural frequencies of the bridge are obtained, and the damage condition of the bridge superstructure is estimated;

[0007] Step three: according to the damage condition of the bridge superstructure, the damage degree of the bridge superstructure is obtained, so as to determine the grade of the bridge superstructure anti-ship collision capacity.

[0008] In some embodiments of the present application, in step one, the risk level of collision between the navigational ship and the bridge superstructure is determined, specifically:

[0009] According to the highest navigable water level of the bridge and the navigable clearance dimension, h1 is set as the first limit height, h2 is set as the second limit height, and h3 is set as the third limit height, wherein h1

[0010] When the height h of the navigational ship is less than h1, it is determined that the risk level of collision between the navigational ship and the bridge superstructure is the first risk level;

[0011] When the height h of the navigational ship is greater than h1 and less than h2, it is determined that the risk level of collision between the navigational ship and the bridge superstructure is the second risk level;

[0012] When the height h of the navigational ship is greater than h2 and less than h3, it is determined that the risk level of collision between the navigational ship and the bridge superstructure is the third risk level;

[0013] When the navigational ship deviates from the navigation or reverses in the navigation route, it is determined that the risk level of collision between the navigational ship and the bridge superstructure is the third risk level.

[0014] In some embodiments of the present application, the method further comprises the following steps before step two:

[0015] According to the risk level of collision between the navigational ship and the bridge superstructure, different warning signals are sent, specifically:

[0016] The warning signal is set as a low-risk warning signal, a medium-risk warning signal, and a high-risk warning signal;

[0017] When the risk level of collision between the navigational ship and the bridge superstructure is the first risk level, the low-risk warning signal is sent;

[0018] When the risk level of collision between the navigational ship and the bridge superstructure is the second risk level, the medium-risk warning signal is sent;

[0019] When the risk level of collision between the navigational ship and the bridge superstructure is the third risk level, the high-risk warning signal is sent.

[0020] In some embodiments of the present application, before the step two, the method further comprises the following steps:

[0021] Real-time monitoring of the acceleration response amplitude, and compared with the preset threshold, when the acceleration response amplitude is greater than the preset threshold, the acceleration time history curve of the bridge superstructure after being hit is automatically extracted, and the preset threshold is set according to the dynamic response under the most unfavorable wind load and the minimum response of ship collision.

[0022] In some embodiments of the application, the step two mentioned navigation ship model hits different positions of the bridge superstructure model, and the acceleration time history curve of the bridge superstructure after being hit is extracted, which is specifically:

[0023] The different positions are set as multiple impact points, and the acceleration time history curve under different impact velocities of each impact point is obtained, when the acceleration response amplitude is greater than the preset threshold, the change rule of the acceleration response amplitude is automatically analyzed, and the first five natural frequencies of the bridge are obtained, and the stiffness of the bridge superstructure changes with the natural frequency, which is specifically:

[0024] The natural frequency ω1 is set as the first natural frequency, ω2 is set as the second natural frequency, and ω3 is set as the third natural frequency, wherein ω1<ω2<ω3, the stiffness A1 of the bridge superstructure is set as the first stiffness, A2 is set as the second stiffness, and A3 is set as the third stiffness;

[0025] When the natural frequency of the bridge is the first natural frequency ω1, the stiffness of the bridge superstructure is the first stiffness A1;

[0026] When the natural frequency of the bridge is the second natural frequency ω2, the stiffness of the bridge superstructure is the second stiffness A2;

[0027] When the natural frequency of the bridge is the third natural frequency ω3, the stiffness of the bridge superstructure is the third stiffness A3.

[0028] In some embodiments of the application, in step three, according to the damage condition of the bridge superstructure, the damage grade of the bridge superstructure is obtained, and the anti-ship collision capacity grade of the bridge superstructure is determined, which is specifically:

[0029] The damage grade of the bridge superstructure is set as the first damage grade, the second damage grade and the third damage grade, and the anti-ship collision capacity grade of the bridge superstructure is set as the first anti-collision capacity, the second anti-collision capacity and the third anti-collision capacity;

[0030] When the stiffness of the bridge superstructure is the first stiffness A1, the damage grade of the bridge superstructure is obtained as the first damage grade, and the anti-ship collision capacity grade of the bridge superstructure is determined as the first anti-collision grade;

[0031] When the stiffness of the bridge superstructure is the second stiffness A2, the damage grade of the bridge superstructure is obtained as the second damage grade, and the anti-ship collision capacity grade of the bridge superstructure is determined as the second anti-collision grade;

[0032] When the bridge superstructure rigidity is the third rigidity A3, the bridge superstructure damage level is obtained as the third damage level, and the bridge superstructure anti-ship collision capacity level is determined as the third anti-collision level;

[0033] In some embodiments of the present application, the method further comprises verifying the anti-ship collision capacity level determined by the simulation, specifically:

[0034] After the bridge superstructure is subjected to the collision, the performance of multiple parts of the bridge superstructure is checked, and the performance of the multiple parts includes the limit bearing capacity of the superstructure key section, the superstructure displacement, and the support shear and horizontal deformation capacity;

[0035] The anti-ship collision capacity of the bridge superstructure is calculated according to the checking results, the level of the anti-ship collision capacity of the bridge superstructure is judged, and the level is compared with the level of the anti-ship collision capacity judged in step three, if the levels are the same, the simulation judgment of the anti-ship collision capacity level is accurate.

[0036] In some embodiments of the present application, the limit bearing capacity of the superstructure key section, the superstructure displacement, and the support shear and horizontal deformation capacity are checked, specifically:

[0037] The limit bearing capacity checking result of the superstructure key section is recorded as P1, the superstructure displacement checking result is recorded as P2, the support shear capacity checking result is recorded as P3, and the support horizontal deformation capacity checking result is recorded as P4;

[0038] Different weights are set according to the importance of the multiple parts, the weight coefficient of the limit bearing capacity of the superstructure key section is set as α1, the weight coefficient of the superstructure displacement is set as α2, the weight coefficient of the support shear capacity is set as α3, and the weight coefficient of the support horizontal deformation capacity is set as α4;

[0039] Then the comprehensive performance value is: W=P1·α1+P2·α2+P3·α3+P4·α4

[0040] In some embodiments of the present application, the level of the anti-ship collision capacity of the bridge superstructure is judged according to the comprehensive performance value, specifically:

[0041] The level interval of the anti-ship collision capacity is set, that is, (a, b) is set as the first anti-collision level interval, (c, d) is set as the second anti-collision level interval, and (e, f) is set as the third anti-collision level interval, wherein b≤c, d≤e;

[0042] When the comprehensive performance value W is in the first anti-collision level interval (a, b), it indicates that the bridge superstructure is in a state of complete loss of safety function;

[0043] When the comprehensive performance value W is in the second anti-impact level interval (c, d), it indicates that the bridge superstructure is in a state of partial loss of safety function;

[0044] When the comprehensive performance value W is in the third anti-impact level interval (e, f), it indicates that the bridge superstructure is in a state of complete retention of safety function.

[0045] In some embodiments of the present application, a coal conveying trestle superstructure anti-ship impact capability determination device is also included, characterized by comprising:

[0046] A judgment module is configured to judge the risk level of collision between the navigational ship and the bridge superstructure according to the navigation information of the navigational ship and the highest navigable water level of the bridge;

[0047] A warning module is configured to send different warning signals according to the risk level of collision between the navigational ship and the bridge superstructure;

[0048] An estimation module is configured to simulate the collision between the navigational ship and the bridge superstructure, and the estimation module obtains the bridge first five natural frequencies and estimates the damage condition of the bridge superstructure by establishing a navigational ship model and a bridge superstructure model, and extracting the acceleration time history curve of the bridge superstructure after being impacted;

[0049] A determination module is configured to obtain the damage degree level of the bridge superstructure according to the damage condition of the bridge superstructure, and determine the anti-ship impact capability level of the bridge superstructure.

[0050] Compared with the prior art, the embodiments of the present application have the following beneficial effects:

[0051] The present application provides a coal conveying trestle superstructure anti-ship impact capability determination method, which comprises the following steps: step one: judging the risk level of collision between the navigational ship and the bridge superstructure according to the navigation information of the navigational ship and the highest navigable water level of the bridge, wherein the navigation information includes the height of the navigational ship and the navigation route; step two: when the risk level of collision between the navigational ship and the bridge superstructure reaches a preset risk level, simulating the collision between the navigational ship and the bridge superstructure, establishing a navigational ship model and a bridge superstructure model, impacting different positions of the bridge superstructure model by the navigational ship model, extracting the acceleration time history curve of the bridge superstructure after being impacted, obtaining the bridge first five natural frequencies, and estimating the damage condition of the bridge superstructure; and step three: obtaining the damage degree level of the bridge superstructure according to the damage condition of the bridge superstructure, and determining the anti-ship impact capability of the bridge superstructure. This method is used to solve the technical problem of uncertain probability of collision between the navigational ship and the bridge superstructure, which cannot directly calculate the damage degree of the bridge superstructure, so as to determine the anti-ship impact capability level of the bridge superstructure and cause safety hazards. Attached Figure Description

[0052] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0053] Figure 1 This is a flowchart illustrating a method for determining the ship impact resistance of the superstructure of a coal conveying trestle in an embodiment of this application.

[0054] Figure 2 This is a system schematic diagram of a device for determining the ship impact resistance of the upper structure of a coal conveying trestle in an embodiment of the present invention;

[0055] Figure 3 This is a schematic diagram of a complete system for determining the ship impact resistance of the upper structure of a coal conveying trestle in an embodiment of the present invention. Detailed Implementation

[0056] The specific embodiments of the present invention will be described in further detail below with reference to the accompanying drawings and examples. The following examples are for illustrative purposes only and are not intended to limit the scope of the invention.

[0057] In the description of this application, it should be understood that the terms "center", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application.

[0058] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, unless otherwise stated, "a plurality of" means two or more.

[0059] like Figure 1 As shown, an embodiment of the present invention provides a method for determining the ship impact resistance of the superstructure of a coal conveying trestle, comprising:

[0060] Step one S101: according to the navigation information of the navigation ship and the highest navigation water level of the bridge, the risk level of collision between the navigation ship and the bridge superstructure is judged, and the navigation information includes the height of the navigation ship and the navigation route;

[0061] Step two S102: when the risk level of collision between the navigation ship and the bridge superstructure reaches the preset risk level, the simulation of the navigation ship hitting the bridge superstructure is carried out, the navigation ship model and the bridge superstructure model are established, the navigation ship model hits different positions of the bridge superstructure model, the acceleration time history curve of the bridge superstructure after being hit is extracted, and the first five natural frequencies of the bridge are obtained. The damage condition of the bridge superstructure is estimated;

[0062] Step three S103: according to the damage condition of the bridge superstructure, the damage degree of the bridge superstructure is obtained, so as to determine the ship impact resistance of the bridge superstructure.

[0063] In step two S102 of the embodiment, when the risk level of collision between the navigation ship and the bridge superstructure reaches the preset risk level, the preset risk level is the third risk level, and when the third risk level is reached, it is judged that the navigation ship collides with the bridge superstructure.

[0064] In some embodiments of the present application, in step one S101, the risk level of collision between the navigation ship and the bridge superstructure is judged, specifically:

[0065] According to the highest navigation water level of the bridge and the navigation clearance dimension, h1 is set as the first limit height, h2 is set as the second limit height, and h3 is set as the third limit height, wherein h1 < h2 < h3, and the risk level of collision is set as the first risk level, the second risk level and the third risk level;

[0066] When the height h of the navigation ship is less than h1, it is determined that the risk level of collision between the navigation ship and the bridge superstructure is the first risk level;

[0067] When the height h of the navigation ship is h1 < h < h2, it is determined that the risk level of collision between the navigation ship and the bridge superstructure is the second risk level;

[0068] When the height h of the navigation ship is h2 < h < h3, it is determined that the risk level of collision between the navigation ship and the bridge superstructure is the third risk level;

[0069] When the navigation route of the navigation ship deviates from the navigation or reverses, it is determined that the risk level of collision between the navigation ship and the bridge superstructure is the third risk level.

[0070] In the embodiment, the highest navigable water level of the bridge is a highest water level allowing a standard ship to normally navigate in a certain river section or specific position, the navigable clearance scale is a general term of the navigable clearance height and the navigable clearance width, the navigable clearance height refers to a vertical distance between the lowest point of the beam bottom of the navigable hole of the crossing waterway structure and the highest navigable water level within the control range of the pier column on both sides of the navigable hole, and the navigable clearance width refers to an effective width for the safe navigation of the ship within the control range of the pier column on both sides of the navigable hole of the crossing waterway structure.

[0071] In some embodiments of the present application, before step two S102, the method further comprises:

[0072] According to the risk level of the collision between the navigable ship and the bridge superstructure, different early warning signals are sent, specifically:

[0073] The early warning signal is set as a low-risk early warning signal, a medium-risk early warning signal, and a high-risk early warning signal.

[0074] When the risk level of the collision between the navigable ship and the bridge superstructure is the first risk level, the low-risk early warning signal is sent.

[0075] When the risk level of the collision between the navigable ship and the bridge superstructure is the second risk level, the medium-risk early warning signal is sent.

[0076] When the risk level of the collision between the navigable ship and the bridge superstructure is the third risk level, the high-risk early warning signal is sent.

[0077] In some embodiments of the present application, before the step two S102 of automatically extracting the acceleration time history curve of the bridge superstructure after being hit, the method further comprises:

[0078] The acceleration response amplitude is monitored in real time and compared with a preset threshold value, and when the acceleration response amplitude is greater than the preset threshold value, the acceleration time history curve of the bridge superstructure after being hit is automatically extracted, and the preset threshold value is set according to the dynamic response under the most unfavorable wind load and the minimum ship collision response.

[0079] In the embodiment, the dynamic response under the most unfavorable wind load is the maximum wind load acceleration response value, and the minimum ship collision response is the minimum ship collision acceleration response value.

[0080] In some embodiments of the present application, the ship model mentioned in the step two S102 hits different positions of the bridge superstructure model, and the acceleration time history curve of the bridge superstructure after being hit is extracted specifically as follows:

[0081] Different positions are set as multiple impact points, acceleration time history curves at different impact velocities of each impact point are obtained, when the acceleration response amplitude is greater than a preset threshold, the change rule of the acceleration response amplitude is automatically analyzed, the first five natural frequencies of the bridge are obtained, the stiffness of the bridge superstructure changes with the natural frequency, specifically;

[0082] The natural frequency ω1 is set as the first natural frequency, ω2 is set as the second natural frequency, and ω3 is set as the third natural frequency, wherein ω1<ω2<ω3, the stiffness A1 of the bridge superstructure is set as the first stiffness, A2 is set as the second stiffness, and A3 is set as the third stiffness;

[0083] When the natural frequency of the bridge is the first natural frequency ω1, the stiffness of the bridge superstructure is the first stiffness A1.

[0084] When the natural frequency of the bridge is the second natural frequency ω2, the stiffness of the bridge superstructure is the second stiffness A2.

[0085] When the natural frequency of the bridge is the third natural frequency ω3, the stiffness of the bridge superstructure is the third stiffness A3.

[0086] In the embodiment, when the bridge superstructure is damaged under the impact, the stiffness of the bridge is reduced, and the natural frequency changes accordingly. Through backstepping, the stiffness changes with the change of the natural frequency.

[0087] In some embodiments of the present application, in step three S103, according to the damage condition of the bridge superstructure, the damage level of the bridge superstructure is obtained, and the anti-ship impact capacity level of the bridge superstructure is determined, specifically:

[0088] The damage level of the bridge superstructure is set as the first damage level, the second damage level and the third damage level, and the anti-ship impact capacity level of the bridge superstructure is set as the first anti-impact capacity, the second anti-impact capacity and the third anti-impact capacity.

[0089] When the stiffness of the bridge superstructure is the first stiffness A1, the damage level of the bridge superstructure is obtained as the first damage level, and the anti-ship impact capacity level of the bridge superstructure is determined as the first anti-impact level.

[0090] When the stiffness of the bridge superstructure is the second stiffness A2, the damage level of the bridge superstructure is obtained as the second damage level, and the anti-ship impact capacity level of the bridge superstructure is determined as the second anti-impact level.

[0091] When the stiffness of the bridge superstructure is the third stiffness A3, the damage level of the bridge superstructure is obtained as the third damage level, and the anti-ship impact capacity level of the bridge superstructure is determined as the third anti-impact level.

[0092] In the embodiment, the rigidity determines the damage level of the bridge superstructure, the anti-impact capacity is determined according to the damage level, the first anti-impact level indicates that the bridge superstructure is in a state of complete loss of safety function, the second anti-impact level indicates that the bridge superstructure is in a state of partial loss of safety function, and the third anti-impact level indicates that the bridge superstructure is in a state of complete retention of safety function. Therefore, it can be known that the first anti-impact level is higher than the second anti-impact level, the second anti-impact level is higher than the third anti-impact level, the first damage level is lower than the second damage level, and the second damage level is lower than the third damage level.

[0093] In some embodiments of the present application, the method further comprises verifying the level of the anti-ship impact capacity determined by the simulation, specifically:

[0094] After the bridge superstructure is impacted, the performance of multiple parts of the bridge superstructure is checked, and the performance of the multiple parts includes the ultimate bearing capacity of the key section of the superstructure, the displacement of the superstructure, and the shear and horizontal deformation capacity of the support;

[0095] According to the checking result, the anti-ship impact capacity of the bridge superstructure is calculated, the level of the anti-ship impact capacity of the bridge superstructure is determined, and the level of the anti-ship impact capacity determined in step three S103 is compared. If the levels are the same, the level of the anti-ship impact capacity determined by the simulation is accurate.

[0096] In some embodiments of the present application, the ultimate bearing capacity of the key section of the superstructure, the displacement of the superstructure, and the shear and horizontal deformation capacity of the support are checked, specifically:

[0097] The checking result of the ultimate bearing capacity of the key section of the superstructure is recorded as P1, the checking result of the displacement of the superstructure is recorded as P2, the checking result of the shear capacity of the support is recorded as P3, and the checking result of the horizontal deformation capacity of the support is recorded as P4;

[0098] Different weights are set according to the importance of the multiple parts, the weight coefficient of the ultimate bearing capacity of the key section of the superstructure is α1, the weight coefficient of the displacement of the superstructure is α2, the weight coefficient of the shear capacity of the support is α3, and the weight coefficient of the horizontal deformation capacity of the support is α4;

[0099] Therefore, the comprehensive performance value is W=P1·α1+P2·α2+P3·α3+P4·α4

[0100] In the embodiment, the checking formula of the ultimate bearing capacity of the key section of the superstructure is:

[0101]

[0102] The checking formula of the displacement of the superstructure is:

[0103]

[0104] The formula for verifying the horizontal resistance of a bearing is:

[0105]

[0106] In some embodiments of this application, the level of the bridge superstructure's resistance to ship impact is determined based on a comprehensive performance value, specifically as follows:

[0107] Set the collision resistance level ranges, that is, set (a, b) as the first collision resistance level range, (c, d) as the second collision resistance level range, and (e, f) as the third collision resistance level range, where b≤c and d≤e;

[0108] When the comprehensive performance value W is in the first impact resistance level range (a, b), it indicates that the bridge superstructure is in a state of complete loss of safety function.

[0109] When the comprehensive performance value W is in the second impact resistance level range (c, d), it indicates that the bridge superstructure is in a state of partial loss of safety function.

[0110] When the comprehensive performance value W is in the third impact resistance level range (e, f), it indicates that the bridge superstructure is in a state where the safety function is fully maintained.

[0111] Through the above description of the embodiments, those skilled in the art can clearly understand that the present invention can be implemented in hardware or by means of software plus necessary general-purpose hardware platforms. Based on this understanding, the technical solution of the present invention can be embodied in the form of a software product, which can be stored in a non-volatile storage medium (such as a CD-ROM, USB flash drive, external hard drive, etc.) and includes several instructions to cause a computer device (such as a personal computer, server, or network device, etc.) to execute the methods described in the various embodiments of the present invention.

[0112] like Figure 2 As shown, in some embodiments of this application, a device for determining the ship impact resistance of the superstructure of a coal conveying trestle is also included, characterized in that it includes:

[0113] The judgment module is used to determine the risk level of a collision between a navigable vessel and the bridge superstructure based on the navigation information of the vessel and the highest navigable water level of the bridge.

[0114] The early warning module is used to send different early warning signals based on the risk level of a collision between a navigable vessel and the bridge superstructure;

[0115] An estimation module is configured to simulate the collision of a navigation ship with a bridge superstructure. The estimation module is configured to establish a model of the navigation ship and a model of the bridge superstructure, extract an acceleration time history curve of the bridge superstructure after being hit, and obtain the first five natural frequencies of the bridge, so as to estimate the damage condition of the bridge superstructure.

[0116] A determination module is configured to determine the damage degree of the bridge superstructure according to the damage condition of the bridge superstructure, so as to determine the ship collision resistance level of the bridge superstructure.

[0117] In the embodiment, the modules mentioned in the claim 1 further include the modules corresponding to the claims 2-9, such as Figure 3 The comparison module is configured to monitor the acceleration response amplitude in real time, and compare the acceleration response amplitude with a preset threshold. When the acceleration response amplitude is greater than the preset threshold, the acceleration time history curve of the bridge superstructure after being hit is extracted automatically. The inspection module is configured to inspect the level of the ship collision resistance ability of the simulation.

[0118] Those skilled in the art can understand that the modules in the system in the implementation scenario can be distributed in the system in the implementation scenario according to the description of the implementation scenario, or can be changed and located in one or more systems different from the implementation scenario. The modules in the above implementation scenario can be combined into one module, or can be further split into multiple sub-modules.

[0119] Finally, it should be noted that: the above examples are only used to illustrate the technical solutions of the present application, and not to limit them; although the present application has been described in detail with reference to the foregoing examples, those skilled in the art can understand that the technical solutions recorded in the foregoing examples can be modified, or some technical features can be replaced by equivalents; and these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present application.

Claims

1. A method for determining the ship collision resistance of a coal wharf superstructure, characterized by, The method comprises the following steps: Step 1: judging the risk level of collision between the navigation ship and the bridge superstructure according to the navigation information of the navigation ship and the highest navigation water level of the bridge, wherein the navigation information comprises the height of the navigation ship and the navigation route; Step 2: when the risk level of collision between the navigation ship and the bridge superstructure reaches a preset risk level, simulating the collision between the navigation ship and the bridge superstructure, establishing a navigation ship model and a bridge superstructure model, and the navigation ship model collides with different positions of the bridge superstructure model to obtain the acceleration time history curve of the bridge superstructure after being collided, and the first five natural frequencies of the bridge are obtained to estimate the damage condition of the bridge superstructure; Step 3: obtaining the damage degree level of the bridge superstructure according to the damage condition of the bridge superstructure to determine the ship collision resistance level of the bridge superstructure. In step 1, the risk level of collision between the navigation ship and the bridge superstructure is determined as follows: According to the highest navigation water level of the bridge and the navigation clearance dimension, h1 is set as the first limit height, h2 is set as the second limit height, and h3 is set as the third limit height, wherein h1 < h2 < h3, and the risk level of collision is set as the first risk level, the second risk level and the third risk level; When the height h of the navigation ship is less than h1, it is determined that the risk level of collision between the navigation ship and the bridge superstructure is the first risk level; When the height h of the navigation ship is between h1 and h2, it is determined that the risk level of collision between the navigation ship and the bridge superstructure is the second risk level; When the height h of the navigation ship is between h2 and h3, it is determined that the risk level of collision between the navigation ship and the bridge superstructure is the third risk level; When the navigation route of the navigation ship deviates from the navigation route or reverses, it is determined that the risk level of collision between the navigation ship and the bridge superstructure is the third risk level. Before extracting the acceleration time history curve of the bridge superstructure after being collided in step 2, the method further comprises the following steps: Real-time monitoring of the acceleration response amplitude and comparison with a preset threshold value, when the acceleration response amplitude is greater than the preset threshold value, the acceleration time history curve of the bridge superstructure after being collided is automatically extracted, and the preset threshold value is set according to the dynamic response under the most unfavorable wind load and the minimum response of ship collision.

2. The method of determining the barge impact resistance of a coal conveyor trestle superstructure according to claim 1, characterized in that, Before step 2, the method further comprises the following steps: According to the risk level of collision between the navigation ship and the bridge superstructure, different early warning signals are sent, specifically as follows: Setting the early warning signal as a low-risk early warning signal, a medium-risk early warning signal and a high-risk early warning signal; When the risk level of collision between the navigation ship and the bridge superstructure is the first risk level, the low-risk early warning signal is sent; When the risk level of collision between the navigation ship and the bridge superstructure is the second risk level, the medium-risk early warning signal is sent; When the risk level of collision between the navigation ship and the bridge superstructure is the third risk level, the high-risk early warning signal is sent.

3. The method of determining the barge impact resistance of a coal trestle superstructure according to claim 2, wherein, In step 2, the navigation ship model collides with different positions of the bridge superstructure model to extract the acceleration time history curve of the bridge superstructure after being collided, specifically as follows: Different positions are set as multiple impact points, and acceleration time history curves at different impact velocities of each impact point are obtained, when the acceleration response amplitude is greater than a preset threshold, the change rule of the acceleration response amplitude is automatically analyzed, and the first five order natural frequencies of the bridge are obtained, the stiffness of the bridge superstructure changes with the natural frequency, specifically: Set the first natural frequency ω1 as the first natural frequency, the second natural frequency ω2 as the second natural frequency, and the third natural frequency ω3, wherein ω1<ω2<ω3, set the stiffness A1 of the bridge superstructure as the first stiffness, the stiffness A2 as the second stiffness, and the stiffness A3 as the third stiffness; When the bridge natural frequency is the first natural frequency ω1, the stiffness of the bridge superstructure is the first stiffness A1. When the bridge natural frequency is the second natural frequency ω2, the stiffness of the bridge superstructure is the second stiffness A2. When the bridge natural frequency is the third natural frequency ω3, the stiffness of the bridge superstructure is the third stiffness A3.

4. The method of determining the barge impact resistance of a coal conveyor trestle superstructure according to claim 3, characterized in that, In step three, according to the damage condition of the bridge superstructure, the damage level of the bridge superstructure is obtained, and the anti-ship impact capacity level of the bridge superstructure is determined, specifically: Set the damage level of the bridge superstructure as the first damage level, the second damage level, and the third damage level, and set the anti-ship impact capacity level of the bridge superstructure as the first anti-impact capacity, the second anti-impact capacity, and the third anti-impact capacity; When the stiffness of the bridge superstructure is the first stiffness A1, the damage level of the bridge superstructure is the first damage level, and the anti-ship impact capacity level of the bridge superstructure is the first anti-impact level; When the stiffness of the bridge superstructure is the second stiffness A2, the damage level of the bridge superstructure is the second damage level, and the anti-ship impact capacity level of the bridge superstructure is the second anti-impact level; When the stiffness of the bridge superstructure is the third stiffness A3, the damage level of the bridge superstructure is the third damage level, and the anti-ship impact capacity level of the bridge superstructure is the third anti-impact level.

5. The method of determining the barge impact resistance of a coal trestle superstructure of claim 1, wherein, The method further comprises verifying the anti-ship impact capacity level determined by simulation, specifically: After the bridge superstructure is impacted, the performance of multiple parts of the bridge superstructure is calculated, and the performance of the multiple parts includes the ultimate bearing capacity of the key section of the superstructure, the displacement of the superstructure, and the shear and horizontal deformation capacity of the support; According to the calculation results, the anti-ship impact capacity of the bridge superstructure is calculated, the level of the anti-ship impact capacity of the bridge superstructure is judged, and the level is compared with the level of the anti-ship impact capacity judged in step three, if the levels are the same, the level of the anti-ship impact capacity judged by simulation is accurate.

6. The method of determining the barge impact resistance of a coal conveyor trestle superstructure according to claim 5, characterized in that, The ultimate bearing capacity of the key section of the superstructure, the displacement of the superstructure, and the shear and horizontal deformation capacity of the support are calculated, specifically: The ultimate bearing capacity of the key section of the superstructure is denoted as P1, the displacement calculation result of the superstructure is denoted as P2, the shear capacity calculation result of the support is denoted as P3, and the horizontal deformation capacity calculation result of the support is denoted as P4; According to the importance of different parts, different weights are set, the weight coefficient of the ultimate bearing capacity of the key section of the superstructure is α1, the weight coefficient of the displacement of the superstructure is α2, the weight coefficient of the shear resistance of the support is α3, and the weight coefficient of the horizontal deformation resistance of the support is α4; Then the comprehensive performance value is: W = P1·α1+P2·α2+P3·α3+P4·α4.

7. The method of determining the barge impact resistance of a coal conveyor trestle superstructure according to claim 6, characterized in that, According to the comprehensive performance value, the grade of the bridge superstructure anti-ship collision capacity is determined, specifically: set the anti-ship collision capacity grade interval, that is, set (a, b) as the first anti-collision grade interval, (c, d) as the second anti-collision grade interval, and (e, f) as the third anti-collision grade interval, wherein b≤c, d≤e; When the comprehensive performance value W is in the first anti-collision grade interval (a, b), it indicates that the bridge superstructure is in a state of complete loss of safety function; When the comprehensive performance value W is in the second anti-collision grade interval (c, d), it indicates that the bridge superstructure is in a state of partial loss of safety function; When the comprehensive performance value W is in the third anti-collision grade interval (e, f), it indicates that the bridge superstructure is in a state of complete safety function.

8. A device for determining the ship impact resistance of a coal wharf superstructure, characterized by It comprises: A judgment module for judging the risk level of collision between the navigational ship and the bridge superstructure according to the navigation information of the navigational ship and the highest navigational water level of the bridge; A warning module for sending different warning signals according to the risk level of collision between the navigational ship and the bridge superstructure; An estimation module for simulating the collision between the navigational ship and the bridge superstructure, which extracts the acceleration time history curve of the bridge superstructure after being hit, obtains the first five natural frequencies of the bridge, and estimates the damage condition of the bridge superstructure by establishing a model of the navigational ship and a model of the bridge superstructure; A determination module for determining the grade of the bridge superstructure anti-ship collision capacity according to the damage condition of the bridge superstructure; The risk level of collision between the navigational ship and the bridge superstructure is determined as follows: According to the highest navigational water level of the bridge and the navigational clearance dimension, set h1 as the first limit height, h2 as the second limit height, and h3 as the third limit height, wherein h1 When the height h of the navigational ship is less than h1, it is determined that the risk level of collision between the navigational ship and the bridge superstructure is the first risk level; When the height h of the navigational ship is between h1 and h2, it is determined that the risk level of collision between the navigational ship and the bridge superstructure is the second risk level; When the height h of the navigational ship is between h2 and h3, it is determined that the risk level of collision between the navigational ship and the bridge superstructure is the third risk level; When the navigation route of the navigational ship deviates from the navigation or reverses, it is determined that the risk level of collision between the navigational ship and the bridge superstructure is the third risk level; Before extracting the acceleration time history curve of the bridge superstructure after being hit, it further comprises: The acceleration response amplitude is monitored in real time, and compared with a preset threshold value; when the acceleration response amplitude is greater than the preset threshold value, the acceleration time-history curve after the bridge superstructure is hit is automatically extracted, and the preset threshold value is set according to the dynamic response under the most unfavorable wind load and the minimum response of ship collision.

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