A ramp type reinforced concrete trestle heavy vehicle load impact coefficient analysis method

Abstract

The application discloses a kind of slope type reinforced concrete trestle heavy vehicle load impact coefficient analysis method, the method includes: obtaining trestle drawing data and load parameter data, and based on the trestle drawing data establishes trestle model and based on the load parameter data establishes vehicle model;Based on the trestle model and the vehicle model, establish vehicle bridge coupling model, the vehicle bridge coupling model is used to reflect the displacement of vehicle bridge contact point;Based on the vehicle bridge coupling model, dynamic and static load analysis is carried out on the slope type reinforced concrete trestle, and the heavy vehicle load impact coefficient of the slope type reinforced concrete trestle is determined.The heavy vehicle load impact coefficient is more accurate by establishing vehicle bridge coupling model and determining heavy vehicle load impact coefficient based on dynamic and static load analysis, and the analysis and value of actual slope type reinforced concrete trestle impact coefficient are more targeted, reliable and practical.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of pier load impact coefficient analysis, and particularly relates to a slope type reinforced concrete pier heavy vehicle load impact coefficient analysis method. BACKGROUND

[0002] The reinforced concrete pier refers to a temporary structure arranged in a deep foundation pit to improve the efficiency of earthwork excavation and transportation, shorten the construction period and save the engineering cost, and a commonly used form thereof is a slope type pier. The earthwork vehicle is the main live load of the pier in the foundation pit, and the main characteristic thereof is heavy weight. At present, there are specific design specifications for urban bridges and highway bridges in China, and whether the existing bridge specifications are applicable to the reinforced concrete pier needs to be verified, and it is also necessary to standardize the design of the foundation pit pier. During the service period of the reinforced concrete pier, the main live load thereof is the earthwork vehicle, and the research on the impact coefficient under the action of the live load has important practicality for the design of the pier structure, and thus plays an important role in the static and dynamic characteristic analysis of the reinforced concrete pier.

[0003] However, the existing bridge design specifications are mainly directed to the commonly used simply supported beam bridge, continuous beam bridge and cable-stayed bridge in urban bridges and highway bridges, but the slope type pier in the foundation pit has its own characteristics, such as the heavy vehicle load as the main live load, large slope, beam-slab-column structure, small beam-column size, poor bridge deck pavement grade and small span, and the research on the slope type reinforced concrete pier is still relatively insufficient, and most of the engineering designs rely on experience. Therefore, in the prior art, there is a lack of analysis method for the heavy vehicle load impact coefficient of the slope type reinforced concrete pier, which affects the analysis of the static and dynamic characteristics of the slope type reinforced concrete pier.

[0004] Therefore, the prior art still needs to be improved and enhanced. SUMMARY

[0005] The present application aims to solve the problem of the lack of analysis method for the heavy vehicle load impact coefficient of the slope type reinforced concrete pier in the prior art.

[0006] In order to solve the above technical problems, the technical scheme adopted by the present application is as follows:

[0007] In a first aspect, the present application provides a slope type reinforced concrete pier heavy vehicle load impact coefficient analysis method, wherein the method comprises:

[0008] obtaining pier drawing data and load parameter data, and establishing a pier model based on the pier drawing data and a vehicle model based on the load parameter data;

[0009] Based on the trestle model and the vehicle model, a vehicle-trestle coupling model is established, which is used to reflect the displacement of the vehicle-trestle contact point;

[0010] Based on the vehicle-trestle coupling model, dynamic and static load analysis is performed on the slope-type reinforced concrete trestle, and the heavy vehicle load impact coefficient of the slope-type reinforced concrete trestle is determined.

[0011] In an implementation manner, the trestle model is established based on the trestle drawing data, which comprises:

[0012] According to the trestle drawing data, the trestle size data and the trestle material data are determined;

[0013] Based on the preset finite element analysis tool, the trestle size data and the trestle material data are analyzed to establish the trestle model.

[0014] In an implementation manner, the trestle model is established based on the trestle drawing data, which comprises:

[0015] The network division is performed on the trestle model using solid elements.

[0016] In an implementation manner, the vehicle-trestle coupling model is established based on the trestle model and the vehicle model, which comprises:

[0017] According to the trestle model, the trestle solid element is determined, and the displacement of any position on the trestle solid element is determined;

[0018] According to the vehicle model, the vehicle-trestle contact point is determined, and the displacement of the vehicle-trestle contact point is determined;

[0019] Based on the relationship between the displacement of any position on the trestle solid element and the displacement of the corresponding vehicle-trestle contact point, the vehicle-trestle coupling is performed to obtain the vehicle-trestle coupling model.

[0020] In an implementation manner, the dynamic and static load analysis is performed on the slope-type reinforced concrete trestle based on the vehicle-trestle coupling model, and the heavy vehicle load impact coefficient of the slope-type reinforced concrete trestle is determined, which comprises:

[0021] Based on the vehicle-trestle coupling model, the vehicle is controlled to travel on the trestle at an actual traveling speed to determine the maximum dynamic response value;

[0022] The static loading process of the vehicle at different positions on the trestle is simulated to determine the maximum static response value;

[0023] According to the maximum dynamic response value and the maximum static response value, the heavy vehicle load impact coefficient is determined.

[0024] In an implementation, the simulation vehicle determines the maximum static response value in a static loading process of different positions of a full bridge, including:

[0025] The vehicle is controlled to travel on the bridge at a speed of 1 km / h to simulate the static loading state and obtain a quasi-static response;

[0026] The quasi-static response is substituted for the static response, and the maximum static response value is determined.

[0027] In an implementation, the method further includes:

[0028] The span and slope of the ramp reinforced concrete bridge are changed, and the bridge model is re-established;

[0029] The vehicle weight and speed of the vehicle are changed, and the vehicle model is re-established;

[0030] Based on the re-established bridge model and the re-established vehicle model, the heavy vehicle load impact coefficient of the ramp reinforced concrete bridge under different conditions is determined.

[0031] In a second aspect, the embodiments of the present application further provide a ramp reinforced concrete bridge heavy vehicle load impact coefficient analysis device, and the device includes:

[0032] A model establishing module is configured to acquire bridge drawing data and load parameter data, and establish a bridge model based on the bridge drawing data and a vehicle model based on the load parameter data;

[0033] A bridge coupling module is configured to establish a bridge coupling model based on the bridge model and the vehicle model, and the bridge coupling model is used to reflect the displacement of the bridge contact point;

[0034] A coefficient analysis module is configured to perform dynamic and static load analysis on the ramp reinforced concrete bridge based on the bridge coupling model, and determine the heavy vehicle load impact coefficient of the ramp reinforced concrete bridge.

[0035] In a third aspect, the embodiments of the present application further provide a terminal device, which includes a memory, a processor, and a ramp reinforced concrete bridge heavy vehicle load impact coefficient analysis program stored in the memory and executable on the processor. When the processor executes the ramp reinforced concrete bridge heavy vehicle load impact coefficient analysis program, the steps of the ramp reinforced concrete bridge heavy vehicle load impact coefficient analysis method in any of the above solutions are implemented.

[0036] In a fourth aspect, the embodiments of the present application further provide a computer readable storage medium, wherein the computer readable storage medium stores a ramp reinforced concrete trestle heavy vehicle load impact coefficient analysis program, and the ramp reinforced concrete trestle heavy vehicle load impact coefficient analysis program, when executed by a processor, implements the steps of the ramp reinforced concrete trestle heavy vehicle load impact coefficient analysis method in any of the above solutions.

[0037] Beneficial effects: Compared with the prior art, the present application provides a ramp reinforced concrete trestle heavy vehicle load impact coefficient analysis method. The present application first acquires trestle drawing data and load parameter data, and establishes a trestle model based on the trestle drawing data and a vehicle model based on the load parameter data. A vehicle-bridge coupling model is established based on the trestle model and the vehicle model, which is used to reflect the displacement of the vehicle-bridge contact point. The ramp reinforced concrete trestle is analyzed under dynamic and static loads based on the vehicle-bridge coupling model, and the heavy vehicle load impact coefficient of the ramp reinforced concrete trestle is determined. The present application establishes a vehicle-bridge coupling model and determines the heavy vehicle load impact coefficient based on dynamic and static load analysis, realizes the analysis of the heavy vehicle load impact coefficient of the ramp reinforced concrete trestle, and makes the heavy vehicle load impact coefficient more accurate, and more targeted, reliable and practical for the analysis and determination of the actual ramp reinforced concrete trestle impact coefficient. BRIEF DESCRIPTION OF DRAWINGS

[0038] Figure 1 The flowchart of the specific implementation of the ramp reinforced concrete trestle heavy vehicle load impact coefficient analysis method provided by the embodiments of the present application is shown.

[0039] Figure 2 The schematic diagram of the vehicle model in the ramp reinforced concrete trestle heavy vehicle load impact coefficient analysis method provided by the embodiments of the present application is shown.

[0040] Figure 3 The schematic diagram of the vehicle-bridge coupling model in the ramp reinforced concrete trestle heavy vehicle load impact coefficient analysis method provided by the embodiments of the present application is shown.

[0041] Figure 4 The principle block diagram of the ramp reinforced concrete trestle heavy vehicle load impact coefficient analysis device provided by the embodiments of the present application is shown.

[0042] Figure 5 The principle diagram of the terminal device provided by the embodiments of the present application is shown. DETAILED DESCRIPTION

[0043] In order to make the objectives, technical solutions and effects of the present application clearer and more explicit, the present application is further described in detail below with reference to the accompanying drawings and examples. It should be understood that the specific examples described herein are only used to explain the present application and not to limit the present application.

[0044] The embodiment provides a method for analyzing heavy vehicle load impact coefficient of a ramp type reinforced concrete trestle. The embodiment first acquires trestle drawing data and load parameter data, and establishes a trestle model based on the trestle drawing data and a vehicle model based on the load parameter data. A vehicle-bridge coupling model is established based on the trestle model and the vehicle model, and the vehicle-bridge coupling model is used to reflect displacement of a vehicle-bridge contact point. Dynamic and static load analysis is performed on the ramp type reinforced concrete trestle based on the vehicle-bridge coupling model, and the heavy vehicle load impact coefficient of the ramp type reinforced concrete trestle is determined. The embodiment establishes a vehicle-bridge coupling model, and determines the heavy vehicle load impact coefficient based on dynamic and static load analysis, so as to analyze the heavy vehicle load impact coefficient of the ramp type reinforced concrete trestle, and make the heavy vehicle load impact coefficient more accurate, and more targeted, reliable and practical for actual ramp type reinforced concrete trestle impact coefficient analysis and determination.

[0045] Exemplary method

[0046] The method for analyzing heavy vehicle load impact coefficient of a ramp type reinforced concrete trestle according to the embodiment can be applied to a terminal device, such as a computer, a mobile phone or other intelligent product terminal. Specifically, as shown in FIG. 1, the method for analyzing heavy vehicle load impact coefficient of a ramp type reinforced concrete trestle according to the embodiment specifically includes the following steps: Figure 1

[0047] Step S100, acquire trestle drawing data and load parameter data, and establish a trestle model based on the trestle drawing data and a vehicle model based on the load parameter data.

[0048] In the embodiment, in order to accurately analyze the heavy vehicle load impact coefficient of a ramp type reinforced concrete trestle, the ramp type reinforced concrete trestle needs to be analyzed first, and a corresponding trestle model is established, so as to analyze the trestle structure of the ramp type reinforced concrete trestle based on the trestle model. Similarly, since the embodiment is to determine the heavy vehicle load impact coefficient, the vehicle load condition is analyzed, and the embodiment can acquire load parameter data, which is determined by a vehicle driving on the trestle, so that the embodiment can establish a vehicle model based on the load parameter data.

[0049] In one implementation manner, the embodiment includes the following steps when establishing the trestle model:

[0050] ​Step S101, determining the size data of the trestle and the material data of the trestle according to the trestle drawing data;

[0051] Step S102, analyzing the size data of the trestle and the material data of the trestle based on a preset finite element analysis tool to establish a trestle model.

[0052] Specifically, the embodiment first acquires the trestle drawing data in actual engineering, which reflects the size data of the trestle, such as the span, span, length, width and other size data of the slope reinforced concrete trestle. The trestle drawing data also reflects the material data for building the slope reinforced concrete trestle. After obtaining the size data of the trestle and the material data of the trestle, the embodiment can analyze the size data of the trestle and the material data of the trestle based on a preset finite element analysis tool to establish a trestle model. In specific application, the embodiment can use ANSYS finite element analysis software (which is a large general finite element analysis software integrating structure, fluid, electric field, magnetic field and acoustic field analysis) to establish the trestle model. After establishing the trestle model, the embodiment uses solid element (solid185) to divide the network of the trestle model, so as to be coupled with the vehicle model in the subsequent steps. Solid185 is used to construct a three-dimensional solid structure, and the element is defined by 8 nodes, each node having three degrees of freedom along the xyz direction.

[0053] Then, the embodiment can also acquire the load parameter data, which is the related vehicle data of the actual earthmoving vehicle, and then can also use the element library in the ANSYS finite element software to establish a vehicle model. The element library includes the ANSYS element type of the vehicle model components, as shown in Table 1 below.

[0054] Vehicle model components ANSYS element types Vehicle body MASS21 Suspension and shock absorber COMBIN14 Unsprung mass MASS21 Wheel spring and damper COMBIN14 Vehicle body mass and suspension connection MPC184

[0055] Table 1

[0056] The vehicle model of the embodiment is a double-axle half-vehicle model, and the specific vehicle model and the used element type are shown in Table 1. Figure 2 Figure 2 M c is the vehicle body mass; I c is the vehicle body nodding stiffness; m1, m2 are the sum of the front and rear suspension system mass and wheelset mass, respectively; k si , k ti (i=1, 2) are the vertical stiffness coefficients of the upper and lower suspension systems, respectively; c si , c +i (i=1, 2) are the vertical damping coefficients of the upper and lower suspension systems, respectively.

[0057] ​Step S200, based on the stack bridge model and the vehicle model, a vehicle bridge coupling model is established, which is used to reflect the displacement of the vehicle bridge contact point.

[0058] When the stack bridge model and the vehicle model are established, the embodiment can couple the relationship between the vehicle and the bridge contact point and the node in the above-mentioned entity unit, so as to obtain the vehicle bridge coupling model.

[0059] In an implementation manner, the embodiment includes the following steps when coupling the vehicle bridge:

[0060] Step S201, according to the stack bridge model, a stack bridge entity unit is determined, and the displacement of any position on the stack bridge entity unit is determined:

[0061] Step S202, according to the vehicle model, a vehicle and stack bridge vehicle bridge contact point is determined, and the displacement of the vehicle bridge contact point is determined;

[0062] Step S203, based on the relationship between the displacement of any position on the stack bridge entity unit and the displacement of the corresponding vehicle bridge contact point, the vehicle bridge is coupled, and the vehicle bridge coupling model is obtained.

[0063] Specifically, the embodiment can determine the stack bridge entity unit according to the stack bridge model, and determine the displacement of any position on the stack bridge entity unit. The displacement can be the displacement of any position of the stack bridge entity unit under load when the vehicle drives on the slope type reinforced concrete stack bridge. Then, according to the vehicle model, the vehicle and stack bridge vehicle bridge contact point is determined, and the displacement of the vehicle bridge contact point is determined. Then, the embodiment determines the relationship between the displacement of any position on the stack bridge entity unit and the displacement of the corresponding vehicle bridge contact point, and performs vehicle bridge coupling based on the relationship between the displacement of any position on the stack bridge entity unit and the displacement of the corresponding vehicle bridge contact point, so as to obtain the vehicle bridge coupling model. Specifically, the vehicle bridge coupling model is shown in Figure 3 Figure 3 (x, y, z) in the formula (1) is the vehicle and contact point coordinate; a, b, c are the length, width and height of the stack bridge model bridge surface entity unit respectively; 1-8 nodes are 8 nodes of the solid 185 entity unit.

[0064] In the embodiment, the displacement size at the vehicle bridge contact point can be solved by the relationship between the point and the entity unit node displacement, and the specific formula is as follows formula (1) and formula (2), and then the bridge displacement at the contact point and the wheel displacement are coupled.

[0065]

[0066]

[0067] wherein, N i ​The bridge node displacement at the contact point of the vehicle and the bridge; x i x is the x coordinate of each node of the solid element; a is the length of the x axis direction corresponding to the solid element; x is the x coordinate of the contact point; y i y is the y coordinate of each node of the solid element, and b is the length of the y axis direction corresponding to the solid element; z i z is the z coordinate of each node of the solid element, and c is the length of the z axis direction corresponding to the solid element; z u is the vertical displacement of the solid element at any position; i u is the vertical displacement of the node of the solid element.

[0068] Step S300, based on the vehicle-bridge coupling model, performing dynamic and static load analysis on the slope type reinforced concrete trestle, and determining the heavy vehicle load impact coefficient of the slope type reinforced concrete trestle.

[0069] In an implementation manner, the above step S300 specifically includes the following steps:

[0070] Step S301, based on the vehicle coupling model, controlling the vehicle to drive on the trestle at the actual driving speed, and determining the maximum dynamic response value;

[0071] Step S302, simulating the static loading process of the vehicle at different positions of the whole bridge, and determining the maximum static response value;

[0072] Step S303, determining the heavy vehicle load impact coefficient according to the maximum dynamic response value and the maximum static response value.

[0073] When a vehicle travels through the slope reinforced concrete trestle bridge at a certain speed, the stress or deflection generated to the bridge structure is greater than the stress or deflection generated to the bridge structure in the static state, and the increment of the stress or deflection is called dynamic influence. In order to analyze the heavy vehicle load impact factor of the slope reinforced concrete trestle bridge, the embodiment first controls the vehicle to travel on the trestle bridge at the actual traveling speed, and the stress or deflection generated to the bridge structure at this time can be determined based on the vehicle coupling model, and when the vehicle repeatedly passes through the same position on the bridge structure, the maximum dynamic response value, that is, the maximum stress or deflection, can be determined. Then, the embodiment simulates the static loading process of the vehicle at different positions of the whole bridge to determine the maximum static response value. In specific application, the embodiment can simulate the vehicle traveling on the trestle bridge at a speed of 1 km / h by using the ANSYS finite element software, realize the simulation of the static loading state, obtain the quasi-static response, that is, the stress or deflection of the bridge structure when the vehicle travels at a speed of 1 km / h is automatically obtained by using the ANSYS finite element software. The embodiment can replace the static response with the quasi-static response, and the maximum static response value can also be determined. When the maximum dynamic response value and the maximum static response value are obtained, the embodiment can determine the heavy vehicle load impact factor based on the following formula (3).

[0074]

[0075] Wherein, u is the impact factor; R Dmax , R Smax are the maximum dynamic response value and the maximum static response value of the bridge structure at the same position when the vehicle passes through the bridge, respectively.

[0076] In addition, the embodiment can also change the span and slope of the slope reinforced concrete trestle bridge, and reestablish the trestle bridge model. The vehicle weight and speed can also be changed, and the vehicle model can be reestablished. Then, based on the reestablished trestle bridge model and the reestablished vehicle model, the heavy vehicle load impact factor of the slope reinforced concrete trestle bridge under different conditions is determined. Then, by summarizing the relevant rules, the impact factor suitable for the slope reinforced concrete trestle bridge under the action of heavy vehicle load is obtained for the reference of designers.

[0077] In summary, the embodiment first acquires the data of the trestle drawing and the data of the load parameter, and establishes a trestle model based on the data of the trestle drawing and a vehicle model based on the data of the load parameter; a vehicle bridge coupling model is established based on the trestle model and the vehicle model, and the vehicle bridge coupling model is used to reflect the displacement of the vehicle bridge contact point; the dynamic and static load analysis is performed on the slope type reinforced concrete trestle based on the vehicle bridge coupling model, and the heavy vehicle load impact coefficient of the slope type reinforced concrete trestle is determined. The heavy vehicle load impact coefficient of the slope type reinforced concrete trestle is analyzed by establishing the vehicle bridge coupling model and determining the heavy vehicle load impact coefficient based on the dynamic and static load analysis, and the value of the heavy vehicle load impact coefficient is more accurate, and the analysis and value of the actual slope type reinforced concrete trestle impact coefficient are more targeted, reliable and practical.

[0078] Exemplary device

[0079] Based on the above embodiment, the present application also provides a slope type reinforced concrete trestle heavy vehicle load impact coefficient analysis device, as shown in Figure 4 The device comprises a model establishing module 10, a vehicle bridge coupling module 20 and a coefficient analysis module 30. Specifically, the model establishing module 10 is used to acquire the data of the trestle drawing and the data of the load parameter, and establish a trestle model based on the data of the trestle drawing and a vehicle model based on the data of the load parameter. The vehicle bridge coupling module 20 is used to establish a vehicle bridge coupling model based on the trestle model and the vehicle model, and the vehicle bridge coupling model is used to reflect the displacement of the vehicle bridge contact point. The coefficient analysis module 30 is used to perform dynamic and static load analysis on the slope type reinforced concrete trestle based on the vehicle bridge coupling model, and determine the heavy vehicle load impact coefficient of the slope type reinforced concrete trestle.

[0080] In an implementation manner, the model establishing module 10 comprises:

[0081] The data acquisition unit is used to determine the trestle size data and the trestle material data according to the data of the trestle drawing.

[0082] The trestle model establishing unit is used to analyze the trestle size data and the trestle material data based on a preset finite element analysis tool, and establish a trestle model.

[0083] In an implementation manner, the model establishing module 10 further comprises:

[0084] The mesh division unit is used to divide the trestle model using a solid element network.

[0085] In an implementation manner, the vehicle bridge coupling module 20 comprises:

[0086] The first displacement determining unit is configured to determine a pier entity unit according to the pier model, and determine the displacement of any position on the pier entity unit.

[0087] The second displacement determining unit is configured to determine a vehicle-pier bridge contact point according to the vehicle model, and determine the displacement of the vehicle-pier bridge contact point.

[0088] The bridge coupling unit is configured to perform bridge coupling based on the relationship between the displacement of any position on the pier entity unit and the displacement of the corresponding vehicle-pier bridge contact point, to obtain the bridge coupling model.

[0089] In an implementation, the coefficient analysis module 30 comprises:

[0090] The dynamic response analysis unit is configured to control the vehicle to travel on the pier at an actual traveling speed based on the vehicle coupling model, and determine a maximum dynamic response value.

[0091] The static response analysis unit is configured to simulate the static loading process of the vehicle at different positions on the pier, and determine a maximum static response value.

[0092] The impact coefficient determining unit is configured to determine the heavy vehicle load impact coefficient according to the maximum dynamic response value and the maximum static response value.

[0093] In an implementation, the static response analysis unit comprises:

[0094] The quasi-static response analysis unit is configured to control the vehicle to travel on the pier at a speed of 1 km / h, to simulate the static loading state, and obtain a quasi-static response.

[0095] The static response value determining unit is configured to replace the quasi-static response with the static response, and determine the maximum static response value.

[0096] In an implementation, the device further comprises:

[0097] The pier model rebuilding module is configured to change the span and slope of the slope reinforced concrete pier, and rebuild the pier model.

[0098] The vehicle model rebuilding module is configured to change the vehicle weight and vehicle speed, and rebuild the vehicle model.

[0099] The impact coefficient analysis module is configured to determine the heavy vehicle load impact coefficient of the slope reinforced concrete pier under different conditions based on the rebuilt pier model and the rebuilt vehicle model.

[0100] The working principle of each module in the inclined reinforced concrete trestle bridge heavy vehicle load impact coefficient analysis device of this embodiment is the same as the principle of each step in the above method embodiment, and will not be repeated here.

[0101] Based on the above embodiments, the present invention also provides a terminal device, the principle block diagram of which is shown in Figure 5. The terminal device may include one or more processors 100 (… Figure 5 (Only one is shown in the image), a memory 101, and a computer program 102 stored in the memory 101 and executable on one or more processors 100, such as a program for analyzing the impact coefficient of heavy vehicle loads on a ramp-type reinforced concrete trestle bridge. When one or more processors 100 execute the computer program 102, they can implement the various steps in the embodiment of the method for analyzing the impact coefficient of heavy vehicle loads on a ramp-type reinforced concrete trestle bridge. Alternatively, when one or more processors 100 execute the computer program 102, they can implement the functions of each module / unit in the apparatus embodiment for analyzing the impact coefficient of heavy vehicle loads on a ramp-type reinforced concrete trestle bridge, which is not limited here.

[0102] In one embodiment, the processor 100 may be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The general-purpose processor may be a microprocessor or any conventional processor.

[0103] In one embodiment, memory 101 may be an internal storage unit of an electronic device, such as a hard drive or RAM. Memory 101 may also be an external storage device of the electronic device, such as a plug-in hard drive, smart media card (SMC), secure digital (SD) card, flash card, etc. Furthermore, memory 101 may include both internal and external storage units. Memory 101 is used to store computer programs and other programs and data required by the terminal device. Memory 101 can also be used to temporarily store data that has been output or will be output.

[0104] Those skilled in the art will understand that Figure 5The principle block diagram shown in the figure is only a block diagram of part of the structure related to the technical scheme of the present application, and does not constitute a limitation on the terminal device to which the technical scheme of the present application is applied. The specific terminal device can include more or less components than those shown in the figure, or combine certain components, or have a different arrangement of components.

[0105] Those skilled in the art can understand that all or part of the processes in the above-mentioned embodiments can be completed by a computer program instructing relevant hardware. The computer program can be stored in a non-volatile computer readable storage medium. When the computer program is executed, it can include the processes of the above-mentioned embodiments. Any reference to memory, storage, operating database or other medium used in the embodiments of the present application can include non-volatile and / or volatile memory. Non-volatile memory can include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM) or flash memory. Volatile memory can include random access memory (RAM) or external cache memory. As an illustration but not limitation, RAM is available in various forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), double data rate SDRAM (DDR SDRAM), enhanced SDRAM (ESDRAM), synchronous link (Synchlink) DRAM (SLDRAM), memory bus (Rambus) direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM) and memory bus dynamic RAM (RDRAM), etc.

[0106] Finally, it should be noted that: the above embodiments 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 embodiments, those skilled in the art should understand that: it can still modify the technical solutions recorded in the foregoing embodiments, or make equivalent replacement for part of the technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present application.

Claims

1. A method for analyzing the impact factor of heavy vehicle load on a ramped reinforced concrete trestle, characterized in that, The method comprises: acquiring stack bridge drawing data and load parameter data, and establishing a stack bridge model based on the stack bridge drawing data and a vehicle model based on the load parameter data; based on the stack bridge model and the vehicle model, a vehicle-bridge coupling model is established, which is used to reflect the displacement of the vehicle-bridge contact point; based on the vehicle-bridge coupling model, dynamic and static load analysis is performed on the slope type reinforced concrete stack bridge, and the heavy vehicle load impact coefficient of the slope type reinforced concrete stack bridge is determined; the stack bridge model is established based on the stack bridge drawing data, which further comprises: network partitioning of the stack bridge model using solid elements; the vehicle-bridge coupling model is established based on the stack bridge model and the vehicle model, which comprises: determining stack bridge solid elements according to the stack bridge model, and determining the displacement of any position on the stack bridge solid elements; determining the vehicle-bridge contact point of the vehicle and the stack bridge according to the vehicle model, and determining the displacement of the vehicle-bridge contact point; based on the relationship between the displacement of any position on the stack bridge solid elements and the displacement of the corresponding vehicle-bridge contact point, vehicle-bridge coupling is performed to obtain the vehicle-bridge coupling model; wherein the displacement of the vehicle-bridge contact point is solved by the relationship with the node displacement of the stack bridge solid elements, and the formula for solving is: The pier entity unit is a solid 185 entity unit, Take 1~8, 1~8 as 8 nodes of the solid 185 entity unit; a is the length of the X-axis direction corresponding to the trestle entity unit; ; b is the width of the trestle entity unit in the Y-axis direction, ​ c is the height of the trestle entity unit in the Z-axis direction, ; ( , , ) is the first unit on the trestle entity. The coordinates of each node, (x, y, z) are the coordinates of the vehicle-axle contact point; vertical displacement of a bridge contact point; vertical displacement of a node on a bridge entity unit vertical displacement of a node on a bridge entity unit 2. The method of analyzing the impact factor of heavy vehicle load on a ramp-type reinforced concrete trestle according to claim 1, characterized in that, the stack bridge model is established based on the stack bridge drawing data, which comprises: determining the stack bridge size data and the stack bridge material data according to the stack bridge drawing data; based on a preset finite element analysis tool, the stack bridge size data and the stack bridge material data are analyzed to establish the stack bridge model.

3. The method of claim 1, wherein the method is characterized by, based on the vehicle-bridge coupling model, dynamic and static load analysis is performed on the slope type reinforced concrete stack bridge, and the heavy vehicle load impact coefficient of the slope type reinforced concrete stack bridge is determined, which comprises: based on the vehicle-bridge coupling model, the vehicle is controlled to travel on the stack bridge at the actual driving speed to determine the maximum dynamic response value; the static loading process of the vehicle at different positions on the whole bridge is simulated to determine the maximum static response value; based on the maximum dynamic response value and the maximum static response value, the heavy vehicle load impact coefficient is determined.

4. The method of claim 3, wherein the ramped reinforced concrete trestle heavy vehicle load impact factor analysis method is characterized by, the static loading process of the vehicle at different positions on the whole bridge is simulated to determine the maximum static response value, which comprises: controlling the vehicle to travel on the stack bridge at a speed of 1 km / h to simulate the static loading state to obtain the quasi-static response; the quasi-static response is replaced by the static response, and the maximum static response value is determined.

5. The method of analysis of the impact factor of the truck load on the ramped reinforced concrete trestle according to claim 1, characterized in that, the method further comprises: changing the span and slope of the slope type reinforced concrete stack bridge, and re-establishing the stack bridge model; changing the vehicle weight and speed of the vehicle, and re-establishing the vehicle model; based on the re-established stack bridge model and the re-established vehicle model, the heavy vehicle load impact coefficient of the slope type reinforced concrete stack bridge under different conditions is determined.

6. A ramped reinforced concrete trestle heavy vehicle load impact factor analysis device, characterized by, The device is used to implement the steps of the slope type reinforced concrete stack bridge heavy vehicle load impact coefficient analysis method according to any one of claims 1-5, and the device comprises: a model establishment module for acquiring stack bridge drawing data and load parameter data, and establishing a stack bridge model based on the stack bridge drawing data and a vehicle model based on the load parameter data; The axle coupling module is configured to establish an axle coupling model based on the trestle model and the vehicle model, the axle coupling model being configured to reflect displacement of a contact point between the axle and the vehicle; The coefficient analysis module is configured to perform dynamic and static load analysis on the slope reinforced concrete trestle based on the axle coupling model, and determine the heavy vehicle load impact coefficient of the slope reinforced concrete trestle.

7. A terminal device, characterized by comprising: The terminal device comprises a memory, a processor, and a slope reinforced concrete trestle heavy vehicle load impact coefficient analysis program stored in the memory and executable on the processor. When the processor executes the slope reinforced concrete trestle heavy vehicle load impact coefficient analysis program, the steps of the slope reinforced concrete trestle heavy vehicle load impact coefficient analysis method according to any one of claims 1-5 are implemented.

8. A computer-readable storage medium, characterized in that, The computer readable storage medium stores a slope reinforced concrete trestle heavy vehicle load impact coefficient analysis program. When the processor executes the slope reinforced concrete trestle heavy vehicle load impact coefficient analysis program, the steps of the slope reinforced concrete trestle heavy vehicle load impact coefficient analysis method according to any one of claims 1-5 are implemented.

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