Road surface load analysis method, electronic device, and medium

Abstract

The application provides a road surface load analysis method, an electronic device and a medium, and the load analysis method comprises the following steps: determining various transport vehicles of various cargos according to the cargo types, calculating representative axle loads of various axle types of the various transport vehicles, and determining design axle loads; and calculating the cumulative action times of 100KN single-axle design axle loads at critical load positions within a design service life of the road surface; the design axle loads are calculated and determined in combination with different transport vehicle types, total weights of the transport vehicles, axle load coefficients, various axle types and the like, the main vehicle conditions of the road surface can be actually reflected, the accuracy of the road surface load calculation is high, and more accurate design basis can be provided for the road surface design; and according to the load analysis, the double-index traffic load grade grading range of the calculated and determined double-axle design axle loads and 100KN single-axle design axle loads is established, and the problem that the road surface design error is large due to the excessive conversion of the axle loads caused by the serious overload of the transport vehicles can be avoided.

Description

Technical Field

[0001] This invention belongs to the field of hydropower and water conservancy engineering technology, and in particular relates to a road surface load analysis method, electronic equipment and medium. Background Technology

[0002] Currently, the most common form of road surface structure in hydropower and water conservancy project hub areas (including internal traffic roads and external dedicated highways) is cement concrete pavement. However, the traffic load analysis and traffic level classification of the corresponding pavement structure design directly apply the outdated "Design Code for Factory and Mining Roads" (GBJ 22-87) or "Design Code for Highway Cement Concrete Pavement" (JTGD40-2011), without fully considering the special environmental conditions and road load conditions of roads in hydropower and water conservancy hub areas.

[0003] Currently, hydropower projects often use heavy-duty dump trucks of Class 40, Class 60, Class 80, Class 110, and even heavier single-axle loads. The single-axle load has long exceeded the upper limit of the design load selected in the "Design Code for Factory and Mine Roads" (GBJ 22-87). There is no clear indication of the selection of design load for axle loads exceeding the upper limit of the code. Moreover, the occasional large axle load vehicles will directly affect the selection of design load. Using the maximum axle load as the design axle load cannot actually reflect the mainstream vehicles on the road.

[0004] There are many types of vehicles traveling on highways in my country, which can be divided into 11 categories. However, the main types of vehicles traveling on roads used for hydropower and water conservancy projects are double-rear-axle dump trucks, three-axle and five-axle trucks and trailers. If the 100kN single-axle dual-wheel design axle load of the "Specification for Design of Cement Concrete Pavement of Highways" is adopted, it will lead to an over-conversion of the number of axle load actions, resulting in an excessively thick pavement structure and poor economic efficiency. In addition, the traffic volume on roads used for hydropower and water conservancy projects lacks regularity, and the cumulative number of design axle load actions and traffic load level within the design reference period are difficult to determine according to the "Specification for Design of Cement Concrete Pavement of Highways".

[0005] Patent application CN116561877A discloses a design calculation method for cement concrete pavement of on-site roads. It calculates the number of vehicle transport trips by considering the total transport volume and vehicle load, selects the maximum axle load of the predominantly used transport vehicle type as the design axle load, and proposes a formula for calculating the cumulative number of axle load applications. However, this method only uses the maximum axle load of the predominantly used transport vehicle as the design axle load, without considering the influence of vehicle type, axle type, etc. Using the maximum axle load of the predominantly used transport vehicle as the design axle load leads to low accuracy in pavement load calculations due to excessive pavement structure thickness. Furthermore, with an increasing number of hub area roads also functioning as local highways, this method fails to consider the impact of other vehicles. Summary of the Invention

[0006] The purpose of this invention is to address the shortcomings of existing technologies by providing a road load analysis method, electronic equipment, and medium to improve the accuracy of road load calculation and provide a more accurate design basis for road design.

[0007] To achieve the above objectives, the technical solution adopted by the present invention is as follows:

[0008] A pavement load analysis method includes the following steps:

[0009] S1: Obtain the types of goods to be transported on the road and the total transport volume of each type of goods, and determine the transport vehicles for each type of goods based on the types of goods;

[0010] S2: Calculate the representative axle load P for various axle types of transport vehicles. i,k The representative axle load P of the i-th type of transport vehicle with k-th axle type i,k The expression is as follows:

[0011]

[0012]

[0013] S3: Calculate the dual-axle design axle load P based on the representative axle loads of various axle types for different types of transport vehicles. s Dual-axis design axle load P s The expression is as follows:

[0014]

[0015] Calculate the cumulative number of times the 100kN single-axle design axle load is applied at the critical load position within the pavement's design service life, and calculate N, the cumulative number of times the 100kN single-axle design axle load is applied. e The expression is as follows:

[0016]

[0017]

[0018] S4: Based on the biaxial design axle load P s The cumulative number of applications N of a 100KN single-axis design axle load. e Determine the traffic load level and select the highest traffic load level as the road surface traffic load level;

[0019] in, Let be the average load capacity of the i-th type of transport vehicle; Let be the weight of the i-th type of transport vehicle. η is the axle load coefficient for the i-th type of transport vehicle with k-type axle, where k is the axle type, k=1 is a single rear axle, k=2 is a double rear axle, and k=3 is a triple rear axle; η is the axle load unevenness correction coefficient, and k2 is the second guarantee rate coefficient. f represents the average axle load of the i-th type of transport vehicle with axle type k. e η is the lane coefficient. e Let be the lateral distribution coefficient of vehicle wheel tracks, and m be the number of types of transport vehicles. Let represent the number of transport trips made by the i-th type of transport vehicle. The number of times a single axle with two wheels and a design load of 100 kN is applied to a road that also serves as a local highway, in order to convert social traffic into the design lane.

[0020] This invention calculates and determines the design axle load by combining different types of transport vehicles, total vehicle weight, axle load coefficient, and various axle types. It accurately reflects the main vehicle traffic conditions on the road, providing a high degree of accuracy in road load calculation and offering a more precise design basis for road design. Based on load analysis, this invention establishes a dual-index traffic load level classification range for calculated and determined dual-axle design axle loads and 100KN single-axle design axle loads. This avoids the problem of large road design errors caused by excessive axle load conversion due to severe overloading of transport vehicles.

[0021] Furthermore, the types of transport vehicles include dual rear axle dump trucks, concrete mixer trucks, cement tankers, fly ash tankers, fuel tankers, and five-axle rear tailgate trailers.

[0022] Furthermore, if the axle load spectrum of the transport vehicles is known, the representative axle load P of the i-th type of transport vehicle k-type axle is... i,k It is calculated using the following formula:

[0023]

[0024] in, This is the 70% quantile of the axle load for the i-th type of vehicle with k-th axle type.

[0025] Furthermore, if the standard deviation of axle loads for various axle types of transport vehicles is known, the representative axle load P of the i-th type of transport vehicle with k-th axle type is... i,k It is calculated using the following formula:

[0026]

[0027] in, Let be the standard deviation of axle load for the i-th type of vehicle with k-th axle type, and k1 be the first guarantee rate coefficient.

[0028] Based on the same inventive concept, the present invention also provides an electronic device, comprising:

[0029] One or more processors;

[0030] A memory having stored one or more programs that, when executed by one or more processors, cause the one or more processors to implement the steps of a road load analysis method.

[0031] Based on the same inventive concept, the present invention also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the steps of a road load analysis method.

[0032] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0033] This invention calculates and determines the design axle load by combining different types of transport vehicles, total weight of transport vehicles, axle load coefficient, and various axle types. It can actually reflect the main vehicle conditions on the road and has high accuracy in road load calculation, which can provide a more accurate design basis for road design.

[0034] Based on load analysis, this invention establishes a dual-index traffic load level classification range for calculated bi-axle design axle load and 100KN single-axle design axle load, which can avoid the problem of large road design errors caused by excessive axle load conversion due to severe overloading of transport vehicles.

[0035] This invention is designed for hub area roads that also function as local highways, taking into account the impact of power station traffic and social traffic, thus having a wider range of applications and being more in line with actual engineering needs. Attached Figure Description

[0036] Figure 1 This is a schematic flowchart of the road load analysis method of the present invention;

[0037] Figure 2 This is a schematic diagram of a dual rear axle structure;

[0038] Figure 3 This is a schematic diagram of the rear three-axis structure;

[0039] Figure 4 This is a schematic diagram of the rear five-axis structure. Detailed Implementation

[0040] The present invention will be described in detail below with reference to embodiments. It should be noted that, unless otherwise specified, the embodiments and features in the embodiments of the present invention can be combined with each other. For ease of description, the words "upper," "lower," "left," and "right" appearing below only indicate that they are consistent with the upper, lower, left, and right directions of the drawings themselves, and do not limit the structure.

[0041] Example 1

[0042] like Figure 1The traffic load analysis steps applicable to the road pavement structure design of hydropower and water conservancy project hub areas in this embodiment are as follows:

[0043] (1) Investigate the types of goods that need to be transported by roads for hydropower and water conservancy projects and the total transport volume of various goods. Determine the appropriate transport vehicles and their weights for various types of goods. .

[0044] (2) Determine the rated load or average load of various transport vehicles. Calculate the number of transport trips for various types of transport vehicles. .

[0045] (3) Based on the total weight of the transport vehicle ( ) and the axle load factor of the transport vehicle, calculate the average axle load of the i-th type of vehicle with k-type axle (single rear axle k=1, double rear axle k=2, three rear axles k=3). , Let be the axle load factor for the i-th type of transport vehicle with axle type k.

[0046] (4) Determine the representative axle load P for the i-th type of vehicle with k-type axle configuration (single rear axle k=1, double rear axle k=2, triple rear axle k=3). i,k .

[0047] (5) Determine the design axle load.

[0048] (6) Calculate the cumulative number of times N of the 100KN single-axis design axle load at the critical load position within the design service life. e .

[0049] If a biaxial design axle load is used, it is not necessary to calculate N, the cumulative number of times the 100kN single-axle design axle load is applied at the critical load position within the design service life. e .

[0050] (7) Based on the cumulative number of axle loads N of a 100KN single-axis design load. e For dual-axle design axle loads, determine the traffic load level according to Table 1.

[0051] When the road traffic level is determined based on the cumulative number of times the design axle load of 100KN per axle differs from that determined based on the design axle load of two axles, the higher traffic level shall be used.

[0052] Table 1 Traffic Classification Range

[0053]

[0054] Step (1) The main cargo types and corresponding transport vehicles for hydropower and water conservancy projects are determined according to Table 2 based on the survey results of road load conditions in hub areas of different types and levels of domestic hydropower and water conservancy projects. The data in parentheses in Table 2 are the tare weight data of some vehicles that are severely overweight in the survey.

[0055] Table 2 Major Goods and Corresponding Transport Vehicles for Hydropower and Water Conservancy Projects

[0056]

[0057] Vehicles transporting other goods are smaller in tonnage and can be ignored in road design.

[0058] Axle load coefficients for different vehicle models in step (3) Based on the survey results of road load conditions in hub areas of different types and levels of hydropower and water conservancy projects in China, the following criteria are used: Table 3. Overloaded tank trucks in Table 3 refer to five-axle bulk cement and fly ash tank trucks with a total weight of 70-90t. Tank trucks that are not overloaded are referred to as flatbed trailers.

[0059] Table 3 Axle load coefficients for different vehicle models

[0060]

[0061] The structures of the dual rear axle (wheelbase 3800+1400mm), triple rear axle (wheelbase 2100+2750+1400mm), and five rear axle (wheelbase 3450+1350+5600+1400+1400mm) are as follows: Figure 2 , Figure 3 , Figure 4 As shown.

[0062] The expression for the representative axle load in step (4) is as follows:

[0063]

[0064] In the formula: η is the average axle load of the i-th type of vehicle with k-type axle configuration; η is the axle load unevenness correction coefficient; k2 is the second guarantee rate coefficient.

[0065] For vehicles with two rear axles and three rear axles, the axle load unevenness correction factor η=1.

[0066] The axle load unevenness correction factor η for the rear five-axle vehicle is determined according to Table 4 based on the survey results of road load conditions in hub areas of different types and levels of hydropower and water conservancy in China.

[0067] Table 4 Correction coefficient η for uneven axle load of rear five-axle vehicles

[0068]

[0069] The second guarantee rate coefficient k2 for the axle load of various vehicles is determined according to Table 5 based on the survey results of road load conditions in hub areas of different types and levels of hydropower and water conservancy in China.

[0070] Table 5. Second Guarantee Rate Coefficient k2 for Representative Axle Load of Various Vehicles

[0071]

[0072] If axle load spectrum is known or available for reference, the representative axle load can be calculated using the following formula:

[0073]

[0074] In the formula: This is the 70% quantile of the axle load for the i-th type of vehicle with k-th axle type.

[0075] Axle load spectrum refers to the probability distribution of different axle loads of a vehicle.

[0076] If the average axle load and standard deviation of the i-th type of vehicle with k-th axle type are known, the representative axle load can be calculated using the following formula:

[0077]

[0078] In the formula: Let K1 be the standard deviation of axle load for the i-th type of vehicle and k-type axle, and K1 be the first guarantee rate coefficient.

[0079] The first guarantee rate coefficient k1 for the axle load of various vehicles is based on the road load condition survey results. For double rear axle dump trucks, it is taken as 0.5; for five-axle rear flap trailers, it is taken as 0.4; and for concrete mixer trucks, cement fly ash tank trucks, and fuel tank trucks, it is taken as 0.

[0080] The method for determining the design axle load in step (5) is as follows:

[0081] (5.1) For the on-site roads and external dedicated highways with slag and gravel transportation, the design axle type is the dual rear axle, and the design axle load is the maximum value between the dual rear axle representative axle load and the three rear axle representative axle load in step (4) of all vehicle types, i.e. , Let be the representative axle load of the dual rear axles of the i-th type of transport vehicle. Let be the representative axle load of the last three axles of the i-th type of transport vehicle.

[0082] (5.2) For concrete mixer trucks with three rear axles (1+1+2), cement mixer trucks, fly ash tankers, and fuel tankers with five rear axles (1+2+3), the on-site roads and external dedicated highways can use the rear double axle as the design axle type. The design axle load can be the maximum value between the representative axle load of the double rear axle and 2 / 3 of the representative axle load of the three rear axles in step (4) of all vehicle types, that is... Alternatively, a 100kN single-axle double-wheel load can be taken as the design axle load.

[0083] (5.3) For other non-heavy-load on-site roads and external dedicated highways, a single-axle double-wheel load of 100kN should be taken as the design axle load.

[0084] Step (6) involves the cumulative number of times the 100KN single-axle design axle load is applied at the critical load position (middle of the edge of the longitudinal joint of the pavement) within the design service life. e The calculation formula is as follows:

[0085]

[0086]

[0087] Where: N s The cumulative number of times the design axle load of road power station transport vehicles is applied within the design service life; f represents the representative axle load of type i vehicle and class k axle type; e η is the lane coefficient, taken as 1 for single or two lanes, and 0.7 for four lanes in both directions; e The lateral distribution coefficient of vehicle wheel tracks is 0.40 when the width of a one-way lane is ≥4m and 0.70 when the width of a one-way lane is ≤3.5m.

[0088] For roads that also function as local highways, the number of times the social traffic is subjected to the design axle load of 100kN single axle dual wheel set is converted into the design lane according to the "Specifications for Design of Cement Concrete Pavement of Highway" (JTG D40-2011).

[0089] The method in this embodiment investigates and analyzes the road load conditions of roads in hub areas of hydropower and water conservancy projects of different types and levels in China, and determines the main vehicle types on roads in hydropower and water conservancy hub areas. From the aspects of transport vehicle type, vehicle load type, axle load conversion method, and traffic load level range, a traffic load analysis and classification method suitable for road surface structure design in hydropower and water conservancy project hub areas is proposed.

[0090] For the main transport vehicles in hydropower and water conservancy projects, an axle load factor is introduced, and the axle load of various axle types can be quickly calculated by combining the total weight of the transport vehicles. Furthermore, the axle load variation guarantee rate coefficient and the axle load unevenness coefficient are introduced, and a representative axle load calculation method for various axle types is established. The calculation method is simple and practical.

[0091] Based on the characteristics of the transportation tasks undertaken by the road and the load survey and analysis, two design axle loads and their determination methods are proposed: rear dual axle and 100kN single axle dual wheel set. A dual-index traffic load level classification range for dual axle design axle load and 100kN single axle dual wheel set design axle load is established. The method is simple and can avoid the problem of large road surface design errors caused by excessive axle load conversion due to serious overloading of transport vehicles in hub areas.

[0092] In addition, for hub area roads that also function as local highways, the impact of power station traffic and social traffic is taken into account, making them more applicable and better suited to the actual needs of the project.

[0093] Example 2

[0094] This embodiment uses a road within a hydropower station as an example for specific calculations. The specific steps are as follows:

[0095] (1) The main road transported goods are crushed stone and concrete mixtures. The total transport volume of crushed stone is... =4,094,900 tons, transported by dual rear-axle dump trucks; total transport volume of concrete mixture =542,800 tons, transported by concrete mixer trucks.

[0096] (2) Average loading capacity of dual rear axle dump trucks =32t, number of transports =127,965 times, average loading rate of concrete mixer trucks =17.64t, number of transports =30841 times.

[0097] (3) The weight of a dual rear axle dump truck 12.5t, total vehicle weight = (12.5 + 32) = 44.5t, total axle load factor for dual rear axles =0.82, average axle load of dual rear axles =364KN; tare weight of concrete mixer truck 13.4t, total vehicle weight =31.04t, single axle load factor in concrete mixer truck =0.31, rear biaxial axle load factor =0.50, average axle load per axle =96KN, average axle load of the rear dual axles =154KN.

[0098] (4) The unevenness correction coefficient η=1 for the rear axle of the dual rear axle dump truck, representing the second guarantee rate coefficient K2=1.04, representing the axle load. =1×1.04×364=378 KN; The unevenness correction coefficient for single axle and rear dual axle in a concrete mixer truck is η=1, and the second guarantee rate coefficient representing the axle load is K2=1. Therefore, the single axle in a concrete mixer truck represents the axle load. =1×1×96=96KN, where the rear dual axle represents the axle load. =1×1×154=154 KN.

[0099] (5) The dual axle shall be used as the design axle type and the design axle load shall be specified thereafter. =378KN.

[0100] (6) According to Table 1 Traffic Classification Range Table, when designing axle load index based on dual axle load, the traffic load level is heavy.

[0101] Example 3

[0102] This embodiment uses a dedicated external highway of a hydropower station as an example for specific calculations. The specific steps are as follows:

[0103] (1) The main goods transported by road are steel bars, bagged cement, and bagged fly ash, with a total transport volume of =804,500 tons, transported by five-axle tailgate trailers.

[0104] (2) Average load capacity of rear five-axle tailgate trailer =35t, number of transports =22986 times.

[0105] (3) The tare weight of the rear five-axle tailgate trailer =14.5t, total vehicle weight ( = (14.5 + 35) = 49.5t, the axle load factor of the dual axle of the five-axle tailgate trailer. =0.34, rear three axle load factor =0.53, average axle load of dual axles =168KN, average axle load of the rear three axles =262KN

[0106] (4) The unevenness correction coefficient for the two axles in the rear five-axle baffle trailer is η=1.14, and the unevenness correction coefficient for the three axles is η=1.60; the second guarantee rate coefficient representing the axle load of the rear five-axle baffle trailer is K2=1.03, and the double axle represents the axle load. =1.03×1.14×168=197KN, the last three axles represent axle loads. =1.03×1.60×262=432 KN.

[0107] (5) When the two axles are used as design axle loads in the future =288 KN.

[0108] (6) This road is a Class IV highway for external use only, with a road surface width of 6.5m (two lanes in both directions) and a lane coefficient f. e =1, lateral distribution coefficient of vehicle wheel tracks η e =0.7, when a 100kN single-axle dual-wheel set is used as the design axle load, the cumulative number of times the 100kN design axle load is applied at the critical load position within the design service life. =1×0.7×2341.31+0=16,389,200 times (of which =23,413,100 times).

[0109] (7) According to Table 1, when the traffic load classification index is based on the dual-axle design axle load, the traffic load level is medium; when the traffic load classification index is based on the cumulative number of times the 100KN single-axle dual-wheel set design axle load is applied, the traffic load level is heavy. Therefore, the traffic level of this road is determined as heavy traffic.

[0110] Example 4

[0111] This embodiment provides an electronic device, including:

[0112] One or more processors;

[0113] A memory that stores one or more programs, which, when executed by one or more processors, cause the one or more processors to implement the steps of a road load analysis method.

[0114] In some implementations, the memory may be high-speed random access memory (RAM), and may also include non-volatile memory, such as at least one disk storage device.

[0115] In other implementations, the processor can be any type of general-purpose processor, such as a central processing unit (CPU) or a digital signal processor (DSP), and there is no limitation here.

[0116] This embodiment provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the steps of a road load analysis method.

[0117] The above embodiments should be understood as being used only to illustrate the present invention more clearly, and not to limit the scope of the present invention. After reading the present invention, any modifications of the present invention in various equivalent forms by those skilled in the art fall within the scope defined by the appended claims.

Claims

1. A method of analyzing road loads, characterized by, The method comprises the following steps: S1: obtaining the types of goods to be transported on the road and the total transportation volume of various goods, and determining the transportation vehicles of various goods according to the types of goods; S2: Calculate the representative axle load P of each type of axle of each type of transport vehicle i,k , the representative axle load P of the i-th type of axle of the k-th type of transport vehicle i,k is expressed as follows: ； ； S3: Calculate the dual-axle design axle load P according to the representative axle load of each axle type of various transport vehicles s , the expression of the dual-axle design axle load P s is as follows: ； The accumulated action frequency of 100KN single axle design axle load at the critical load position within the design service life of the road surface is calculated, and the accumulated action frequency N of 100KN single axle design axle load is calculated e The expression is as follows: ； ； S4: determine the traffic load grade, and select the high-grade traffic load grade as the traffic load grade of the pavement s and 100KN single axle design axle load cumulative action times N e determine the traffic load grade, and select the high-grade traffic load grade as the traffic load grade of the pavement wherein, is the average load of the i-th transport vehicle; is the dead weight of the i-th transport vehicle, is the axle load coefficient of the k-th axle type of the i-th transport vehicle, k is the axle type, k = 1 is single rear axle, k = 2 is double rear axle, k = 3 is rear tri-axle; η is the axle load unevenness correction coefficient, k2 is the second guarantee rate coefficient; is the average axle load of the k-th axle type of the i-th transport vehicle; f e is the lane coefficient, η e is the vehicle track lateral distribution coefficient, m is the type number of the transport vehicle, is the transport frequency of the i-th transport vehicle, is the action frequency of the 100KN single axle double wheel group design axle load borne by the design lane in the road converted from the social traffic of the local road function.

2. The road load analysis method according to claim 1, characterized by, The types of transportation vehicles include double-rear-axle dump trucks, concrete mixers, cement tank trucks, fly ash tank trucks, fuel tank trucks and rear five-axle baffle trailers.

3. The road load analysis method according to claim 1, characterized by, If the axle load spectrum of the transport vehicles is known, the representative axle load P of the i-th transport vehicle of the k-th axle type i,k is calculated by the following equation: ； wherein, is the 70% quantile value of the axle load for the ith vehicle of the kth axle type.

4. The road load analysis method according to claim 1, characterized by, If the standard deviation of axle load of each type of axle of the transport vehicle is known, the representative axle load P of the kth type of axle of the ith transport vehicle is calculated by the following equation. i,k is calculated by the following equation. ； wherein, is the standard deviation of the axle load of the i-th vehicle of the k-th axle type, and k1 is the first guarantee rate coefficient.

5. An electronic device, comprising: The method comprises: one or more processors; a memory having stored thereon one or more programs that, when executed by the one or more processors, cause the one or more processors to implement the steps of the method of any one of claims 1-4.

6. A computer-readable storage medium, characterized in that, a computer program stored thereon, which, when executed by a processor, implements the steps of the method of any one of claims 1-4.

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