Multilane curve superelevation and load difference distribution roadbed dynamic response simulation device

Abstract

The invention relates to a multi-lane curve superelevation and load difference distribution roadbed dynamic response simulation device, which comprises a side slope structure, a simulation load applying system, an annular curve hydraulic system, a data acquisition system and an environment simulation system, and is characterized in that the side slope structure comprises more than one coaxial annular lane; the simulated load applying system comprises a central air column, an inner cavity of the central air column is axially divided into mutually independent air chambers, the outer side of the central air column is movably connected with a guide rod around the axis of the central air column, and a model car is arranged at the tail end of the guide rod; the adjustment of the ultrahigh angle of each lane is realized through an annular curve hydraulic system; according to the invention, the multi-stage traffic load of each lane is regulated and controlled in real time according to the traffic flow change of different lanes in different periods, the adjustment of the ultrahigh angle of the curve can be realized, and the long-term working condition of the curve roadbed slope under the multi-lane traffic load can be simulated; the research on the multi-lane traffic load difference, the curve ultrahigh angle and the long-term dynamic response characteristic is realized.

Description

Technical Field

[0001] The invention relates to a roadbed dynamic response simulation device for multi-lane curve superelevation and load differential distribution, and belongs to the technical field of traffic load testing. Background Art

[0002] With the rapid development of my country's transportation infrastructure, road traffic volume and load capacity are also increasing. To ensure transportation safety and operational efficiency, highways have implemented lane separation regulations based on vehicle type. This has resulted in inconsistent vehicle types, loads, and response characteristics across lanes, creating new challenges for transportation infrastructure design, construction, and operation. Currently, most indoor rutting testers use a loading stress of 0.7 MPa. However, with the rapid development of the transportation industry, this stress level is no longer representative of actual road traffic load intensity, cannot realistically simulate complex service environments, and is difficult to fully evaluate the mechanical properties of road materials.

[0003] my country's vast territory, spanning east, west, south, and north, results in significant seasonal variations in climate across different regions. The north boasts cold, dry winters and hot, rainy summers, with distinct seasons and simultaneous periods of rain and heat. The south, on the other hand, experiences mild, dry, and humid winters, while hot, rainy summers concentrate precipitation. For example, summers in the south are often characterized by high temperatures and humidity. The cyclical wet-dry cycle of rainfall under these conditions can significantly impact the stability of slope geotechnical structures. It is important to consider the impact of multiple factors, including high temperatures, high rainfall, diurnal temperature fluctuations, and vehicle loads, on the dynamic response mechanisms of slopes.

[0004] For example, the "Intelligent Road Construction Traffic Load Engineering Detection Test System and Method" disclosed in Chinese patent number CN113075037B simulates the natural environment and applies multiple traffic loads, which can predict road surface deformation, roadbed settlement and internal road stress in advance.

[0005] During the design service life, roadbed slopes are subject to varying traffic volumes during peak holiday periods, daily morning and evening rush hours, and low nighttime traffic. These changes in traffic volume over time require the slopes to bear varying traffic loads. However, conventional traffic load devices in China are unable to simulate the differential loads on multi-lane slopes and their long-term dynamic response. Furthermore, current tests generally employ a single-wheel loading method, which significantly differs from the combined effects of multiple wheels in actual traffic, leading to discrepancies between test results and actual service conditions.

[0006] As the radius of a curve increases, the centrifugal force on the vehicle becomes greater when passing through the curve. Excessive lateral force or centrifugal force may cause the vehicle to slip or overturn when driving on a circular curve. In order to offset the centrifugal force generated when the vehicle is driving on a circular curve, in practice, it is necessary to set up a super-elevation engineering project to raise the outer side of the lane or lower the inner side of the lane. However, there is currently no simulation device for real-time adjustment of the super-elevation angle of a road curve.

[0007] In summary, a roadbed dynamic response simulation device with multi-lane curve superelevation and load differential distribution is needed. Summary of the Invention

[0008] The purpose of the present invention is to provide a roadbed dynamic response simulation device for multi-lane curve superelevation and load differential distribution to solve the problems raised in the above background technology.

[0009] The technical solutions of the present invention are as follows: A device for simulating the dynamic response of a roadbed with superelevation and differential load distribution on a multi-lane curve, comprising a slope structure, a simulated load application system, a circular curve hydraulic system, a data acquisition system, and an environmental simulation system. The environmental simulation system is used to simulate different weather environments in which the slope is located, and the data acquisition system is used to collect various data generated during the test. The slope structure includes one or more coaxial annular soil layers extending from the inside to the outside, with the upper surface of the annular soil layer forming a circular driveway. Each of the annular soil layers is driven up and down by a respective annular curve hydraulic system. The simulated load application system includes a central air column coaxially arranged with the slope structure. The inner cavity of the central air column is divided into a group of more independent air chambers along its axial direction. The outer side of the central air column is movably connected to a group of more than one guide rods around its axis. The ends of the guide rods are provided with model cars that move on a one-to-one circular track. The model car comprises a vehicle air chamber layer, a vehicle shock-absorbing layer and a self-powered vehicle chassis which are sequentially arranged from top to bottom. The vehicle air chamber layer is connected with one-to-one corresponding air chambers for coordinated use.

[0010] Preferably, the slope structure is a frustoconical structure and is installed on the slope base, and the environmental simulation system is supported on the slope base through load-bearing columns and is located above the slope structure.

[0011] Preferably, a drainage ditch is provided on the slope base and is located on the periphery of the slope structure. The drainage ditch is provided with a drainage outlet and a lane drain outlet respectively. A glass cover made of a transparent material is detachably mounted on the slope base, and the glass cover is used to enclose the slope structure therein.

[0012] Preferably, the environmental simulation system includes a spray system and an air conditioning system.

[0013] Preferably, the spray system includes a spray ring, a sprinkler, a water pipe, and a spray system signal transceiver; the sprinkler of the outer ring is installed below the outer periphery of the spray ring and aligned with the slope surface of the slope structure, and the sprinkler of the inner ring is installed below the inner periphery of the spray ring and aligned with the circular driveway; the spray system signal transceiver is arranged at the top of the spray ring; the spray ring is connected to the external water source through a water pipe.

[0014] Preferably, the air-conditioning system includes an air-conditioning ring, an air-conditioning system signal transceiver, a temperature pipe and an air outlet swing blade; the air-conditioning ring is evenly provided with more than one group of air outlets along its circumference, and each air outlet is provided with a corresponding air outlet swing blade; the air-conditioning system signal transceiver is arranged at the top of the air-conditioning ring; the air-conditioning ring is connected to the external cold and hot air source through the temperature pipe.

[0015] Preferably, the simulated load application system further comprises a top air pressure system located above the central air column, the top air pressure system being connected to an external positive pressure air source via an air pressure tube; The top-level air pressure system is connected to each air chamber one-to-one through a pressure-dividing air pipe. A corresponding pressure valve is provided on the pressure-dividing air pipe, and a pressure relief valve corresponding to each air chamber is installed on the central air column.

[0016] Preferably, the data acquisition system includes a displacement meter, a slope sensor, an air pressure sensor and an air pressure load sensor. The displacement meter is installed on the lower inner side of the load-bearing column, the slope sensor is buried below the slope surface of the slope structure, the air pressure sensor is installed inside each air chamber, and the air pressure load sensor is installed above the wheels of the vehicle's shock-absorbing layer to monitor the air pressure exerted on the model car.

[0017] Preferably, a slope soil layer is provided outside the outermost annular soil layer; The circular curve hydraulic system includes a slope structure drainage pipe, a lane drainage outlet, a hydraulic telescopic module and a lane maintenance net; the slope structure drainage pipe is located inside the slope structure, one end is connected to the lane drainage outlet, and the other end is connected to the lane drain outlet; the lane drainage outlet is arranged on the inner side of the innermost ring of the annular soil layer; each of the annular soil layers is arranged at the output end of the corresponding hydraulic telescopic module; the lane maintenance net is located on both sides of the circular lanes corresponding to each of the annular soil layers.

[0018] Preferably, there is more than one set of model cars at the end of the guide rod, and the model cars are installed at the end of the guide rod through a one-to-one corresponding lifting assembly; the model cars are movably connected to the movable end of the lifting assembly.

[0019] The present invention has the following beneficial effects: The present invention can operate stably over a long period of time. According to the changes in traffic volume in different lanes at different times and with different curve radii, it can adjust the multi-level traffic loads and superelevation angles of each lane in real time. Compared with traditional traffic load devices, it can simulate the long-term working conditions of roadbed slopes with different curve radii under multi-lane traffic loads, and realize the study of multi-lane traffic load differences, superelevation angles and long-term dynamic response characteristics.

[0020] The model car is connected to the air chamber of the central column through a guide rod. A multi-functional air pressure temperature controller is used to inflate and pressurize each air chamber to apply a vertical load to the vehicle. The gas pressurization method can stably simulate vehicle models of various load capacities. The direction of the vehicle is fixed by the guide rod and it moves in a circular motion around the central air column. The vehicle's electric motor can provide kinetic energy to simulate the size of the traffic flow.

[0021] Based on actual weather information, the chassis sends commands to the signal transceiver. The sprinkler system on top simulates real-time rainfall, and the air conditioning system simulates real-time temperature. By repeatedly cyclically raining and drying with heating, the high-temperature rainfall cycle simulates the hot and humid summer climate of southern China. This allows researchers to study the effects of these dry-wet cycles on slope stability. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 This is a schematic diagram of the overall structure of the present invention; Figure 2 for Figure 1 Schematic diagram after installing the glass cover; Figure 3 Schematic diagram of the slope structure and simulated load application system of the present invention; Figure 4 This is a schematic structural diagram of a model car of the present invention; Figure 5 Schematic diagram of the structure of the environmental simulation system of the present invention; Figure 6 This is a schematic diagram of the central air column and its matching components of the present invention; Figure 7 This is a schematic diagram of the slope structure of the present invention; Figure 8 Schematic diagram of multiple groups of model cars at the end of the guide rod of the present invention; Figure 9 This is a schematic diagram of the slope structure of the second embodiment of the present invention; Figure 10 This is a schematic diagram of the annular soil layer structure of the present invention; Figure 11 This is a structural diagram of the circular curve hydraulic system of the present invention.

[0023] The reference numerals in the figures are as follows: 1. Slope structure; 10. Glass cover; 11. Circular driveway; 12. Drainage ditch; 13. Load-bearing column; 14. Displacement meter; 15. Diagonal support; 16. Slope surface; 17. Drainage outlet; 18. Slope sensor; 19. Driveway drain outlet; 110. Slope base; 111, annular soil layer; 112, slope soil layer; 1111, bottom plate; 1112, inner grid; 1113, outer grid; 1114, connecting rod; 2. Central gas column; 20. Gas column base; 21. Guide rod; 211. Lifting assembly; 22. Pressure relief valve; 23. Isolation layer; 24. Gas chamber No. 1; 25. Gas chamber No. 2; 26. Gas chamber No. 3; 27. Gas chamber No. 4; 28. Top-level air pressure system; 281. Pressure-dividing air pipe; 282. Pressure valve; 286. Top-level air inlet; 291. Air pressure sensor; 292. Air pressure data transmission line; 3. Model car; 31. Vehicle air chamber layer; 311. Top air intake; 32. Vehicle shock absorption layer; 321. Air pressure load sensor; 33. Vehicle chassis; 331. Electric motor; 332. Battery; 333. Wheel; 334. Axle; 4. Spray system; 41. Spray ring; 42. Sprinkler; 43. Water pipe; 5. Air conditioning system; 51. Air conditioning ring; 52. Air pressure pipe; 54. Air temperature pipe; 55. Air outlet blade; 6. Multi-function air pressure thermostat; 61. LCD operation screen; 62. Exhaust vent; 63. Top plate outer ring; 64. Top plate connection wall; 81. Computer; 82. Sensor data transmission line; 7. Circular bend hydraulic system; 71. Slope structure drainage pipe; 72. Lane drainage outlet; 73. Hydraulic telescopic cylinder; 74. Lane maintenance net. DETAILED DESCRIPTION

[0024] The present invention will be described in detail below with reference to the accompanying drawings and specific embodiments.

[0025] Example 1: The roadbed dynamic response simulation device with multi-lane curve superelevation and load difference distribution, such as Figure 1-Figure 7 、 Figure 11 As shown: It includes a slope structure 1, a simulated load application system, a circular bend hydraulic system 7, a data acquisition system and an environmental simulation system; The data acquisition system includes a displacement meter 14, a slope sensor 18, an air pressure sensor 291, an air pressure load sensor 321 and a temperature sensor; The slope structure 1 is arranged on the top of the slope base 110. The slope structure 1 is a frustum structure, including multiple coaxial annular soil layers 111 from the inside to the outside. The upper surface of the annular soil layer 111 forms its own circular driveway 11. Each annular soil layer 111 is driven to rise and fall by its own circular curve hydraulic system 7. A slope soil layer 112 is fixedly arranged on the outside of the outermost side annular soil layer 111. The slope soil layer 112 is used to serve as the curved surface of the frustum structure slope structure 1 to form a slope surface 16.

[0026] Several vertically supported columns 13 are installed along the top edge of the side slope base 110. The upper ends of these columns 13 are connected to the outer ring 63 of the top plate. A transparent glass cover 10 is removably mounted on the outside of the side slope base 110. Multiple glass covers 10 are assembled to form a ring-shaped structure that surrounds the side slope structure 1. A drainage ditch 12 is installed around the top of the side slope base 110, surrounding the side slope structure 1. This ditch 12 is equipped with a drainage outlet 17 and a driveway drain outlet 19.

[0027] The slope sensor 18 is buried under the slope surface 16 and is electrically connected to the corresponding sensor data transmission line 82. The slope sensor 18 can adopt any one of the displacement / deformation monitoring sensors, stress / pressure monitoring sensors and groundwater level meters, etc., for real-time collection of monitoring data such as displacement, water level, and stress; the displacement meter 14 and the temperature sensor are installed on the lower inner side of the load-bearing column 13 and are electrically connected to the corresponding sensor data transmission line 82.

[0028] The simulated load application system includes a central air column and a top-level air pressure system 28. The central air column 2 is coaxially positioned at the top of the slope structure 1. The lower end of the central air column 2 is fixed to the center of the slope base 110 via an air column base 20. The inner cavity of the central air column 2 is divided into several independent air chambers by an isolation layer 23, each of which is equipped with a corresponding air pressure sensor 291. The air chambers in this embodiment are divided from top to bottom into air chamber 1 24, air chamber 25, air chamber 3 26, and air chamber 4 27. The sidewalls of the central air column 2 are equipped with pressure relief valves 22 corresponding to each air chamber. The top-level air pressure system 28 is located at the upper end of the central air column 2 and is connected to an external positive pressure air source via an air pressure pipe 52. The top-level air pressure system 28 is connected to each air chamber via a pressure-dividing air pipe 281, and each pressure-dividing air pipe 281 is equipped with a corresponding pressure valve 282. The bottom of the top-level air pressure system 28 is provided with top-level air inlet holes 286, matching the number of pressure-dividing air pipes 281. Each pressure-dividing air pipe 281 is connected to a corresponding air chamber at one end, and to the top-level air pressure system 28 at the other end via the corresponding top-level air inlet hole 286. The guide rod 21 has an L-shaped structure. The inner cavity of the guide rod 21 is hollow, forming an air passage. The lateral end of the guide rod 21 is rotatably connected to the outer wall of the central air column 2 via a rotary connector and communicates with a corresponding air chamber. At least one model car 3 is mounted on the vertical end of the guide rod 21. Multiple model cars 3 on the same guide rod 21 move on the same circular track 11. The guide rods 21 do not interfere with each other during their rotation around the central air column 2.

[0029] The model car 3 includes: a vehicle air chamber layer 31, a vehicle shock absorbing layer 32, an electric motor 331, a battery 332, wheels 333, an axle 334, a roof air intake 311 and a vehicle chassis 33; the wheels 333 are fixedly mounted at both ends of the axle 334, the electric motor 331 is mounted above the axle 334 to drive the axle 334 to rotate, and the battery 332 is electrically connected to the electric motor 331 for power supply; the vehicle shock absorbing layer 32 is located between the vehicle air chamber layer 31 and the vehicle chassis 33, and the vehicle air chamber layer 31 is arranged at the top of the model car 3; two air pressure load sensors 321 are arranged above the wheels 333 of the vehicle shock absorbing layer 32, and the air pressure load sensors 321 can convert the air pressure readings borne by the vehicle air chamber layer 31 into load readings; a roof air intake 311 is arranged on the top of the vehicle air chamber layer 31 and is connected to the corresponding air chamber through the air path channel on the corresponding guide rod 21.

[0030] The model car 3 of this embodiment has at least two axles 334 for simulating a four-wheeled vehicle. A model car 3 with a corresponding number of axles 334 can be selected according to the number of axles to be simulated.

[0031] The environmental simulation system includes a spray system 4 and an air conditioning system 5 .

[0032] The spray system 4 includes a spray ring 41, sprinklers 42, and water pipes 43. The outer ring's set of sprinklers 42 is installed below the inner perimeter of the spray ring 41, aligned with the slope 16 below. The inner ring's set of sprinklers 42 is installed below the outer perimeter of the spray ring 41, aligned with the circular driveway 11 below. The spray ring 41 is connected to an external water source via water pipes 43. Both the inner and outer ring sprinklers 42 are equipped with built-in electronically controlled valves for opening and closing.

[0033] The air-conditioning system 5 includes: an air-conditioning ring 51, a temperature pipe 54, and an air outlet swing blade 55; four air outlets are evenly arranged circumferentially below the air-conditioning ring 51, and each air outlet is provided with an air outlet swing blade 55, and the air outlet swing blade 55 is used to open and close the corresponding air outlet; the air-conditioning ring 51 is connected to the external cold and hot air source through the temperature pipe 54.

[0034] The circular curve hydraulic system 7 includes a slope structure drainage pipe 71, a lane drainage outlet 72, a hydraulic telescopic module 73 and a lane maintenance net 74; the slope structure drainage pipe 71 is located inside the slope structure 1, one end is connected to the lane drainage outlet 72, and the other end is connected to the lane drain outlet 19; the lane drainage outlet 72 is arranged on the inner side of the innermost ring of the annular soil layer 111; each annular soil layer 111 is arranged at the output end of the corresponding hydraulic telescopic module 73, and the hydraulic telescopic module 73 can adopt a hydraulic telescopic cylinder, and each annular soil layer 111 corresponds to two groups of hydraulic telescopic modules 73; the lane maintenance net 74 is located on both sides of the circular lanes 11 corresponding to each annular soil layer 111.

[0035] One end of the inclined support 15 is fixedly mounted on the inner side of the load-bearing column 13 at a 45-degree angle, and the other end is fixed below the air conditioning ring 51, forming a stable triangular structure. The top plate connecting wall 64 is connected between the top plate outer ring 63 and the air conditioning ring 51 of the air conditioning system 5. The surrounding gap forms an exhaust hole 62 for exhausting air. The cold and hot air sources and the positive pressure air source (air compressor) can be combined to form a multifunctional air pressure thermostat 6. A liquid crystal operation screen 61 is installed on the front of the multifunctional air pressure thermostat 6. The multifunctional air pressure thermostat 6 is connected to the air conditioning ring 51 of the air conditioning system 5 through the air temperature pipe 54. The multifunctional air pressure thermostat 6 is connected to the top air pressure system 28 through the air pressure pipe 52. The multifunctional air pressure thermostat 6 is connected to the air pressure sensor 291 through the air pressure data transmission line 292.

[0036] The computer 81 is electrically connected to the displacement meter 14 , the slope sensor 18 , the pressure valve 282 , the air pressure sensor 291 , and the air pressure load sensor 321 through the sensor data transmission line 82 .

[0037] Working principle: Step 1: A truncated cone-shaped slope structure 1 is laid on the slope base 110 with the gas column base 20 as the center, in accordance with relevant design requirements. The angle and height of the slope surface 16 of the slope structure 1, as well as the number of circular lanes 11, can be adjusted according to user needs. In this embodiment, there are four circular lanes 11, and slope sensors 18 are laid at corresponding slope surfaces 16. When an ultra-high angle test is required, the two hydraulic expansion modules 73 of each annular soil layer 111 are controlled to rise and fall according to the preset inclination angle, so that the upper surface of multiple sets of coaxial annular soil layers 111 is lowered from the outside to the inside, forming a circular lane 11 on the upper surface of the annular soil layers 111. An inclined road surface is then laid for each circular lane 11. After the road surface is laid, a displacement meter 14 is installed in the inner slot of the load-bearing column 13. At least one model car 3 is placed on each paved circular lane 11 and fixedly connected to the guide rod 21 through the top air inlet 286. The air pressure tubes 52 and 54 are connected to the multi-function air pressure temperature controller 6. Connect the water pipe 43 to the faucet, and turn on the faucet to add water to the spray system 4.

[0038] Step 2: To verify the safety and performance of the equipment, turn on the main power supply for a preliminary test. The multifunctional air pressure thermostat 6 begins operation, and basic parameters are set through the LCD operation screen 61. The preliminary test pressure is 0.2 MPa. After the outside air enters the multifunctional air pressure thermostat 6, the air is purified and compressed, and then the purified compressed air is filled into the top air pressure system 28 through the air pressure pipe 52. At the same time, each pressure valve 282 begins to inflate and pressurize the No. 1 air chamber 24, No. 2 air chamber 25, No. 3 air chamber 26, and No. 4 air chamber 27. The gas then enters the vehicle air chamber layer 31 through the guide rod 21. When the reading of the air pressure sensor 291 of each air chamber reaches the set air pressure, the corresponding pressure valve 282 of each air chamber is closed.

[0039] Step 3: Computer 81 receives and processes data from the slope sensor 18, displacement meter 14, air pressure sensor 291, and air pressure load sensor 321 to verify accuracy and perform debugging. After confirming that all equipment is functioning properly, the glass cover 10 is securely installed in the slot between the top plate outer ring 63 and the slope base 110. The glass cover 10 allows direct observation of the actual operation of the test equipment and prevents foreign objects from entering during the process, enhancing safety. Computer 81 then resets the data and creates an initial record.

[0040] Step 4: Input the actual weather information into the computer 81 and issue an instruction to the sprinkler system 4. The sprinkler 42 of the sprinkler system 4 sprays according to the set precipitation. The rainwater on the circular lane 11 flows along the slope 16 to the drainage ditch 12 for collection, and then is discharged through the two drainage outlets 17. When performing a super-elevation angle test on a curve, since the height of the multiple groups of circular lanes 11 decreases from the outside to the inside, part of the rainwater on the circular lane 11 flows along the terrain into the lane drainage outlet 72. The rainwater passes through the slope structure drainage pipe 71 and the lane drain outlet 19, and finally flows to the drainage ditch 12 for collection, and then is discharged through the two drainage outlets 17. The temperature is set through the LCD operation screen 61, and the multi-functional air pressure thermostat 6 supplies air to the air conditioning system 5 according to the set temperature through the temperature pipe 54. After receiving the instruction, the air conditioning system 5 controls the air outlet swing blade 55 to open, and the air conditioning system 5 adjusts the temperature in real time according to the received instruction.

[0041] In step 5, the multifunctional air pressure temperature controller 6 fills the top air pressure system 28 with high-pressure purified compressed air, opens the pressure valve 282 and starts to inflate and pressurize the corresponding air chamber of the central air column 2; the high-pressure gas enters the vehicle air chamber layer 31 through the guide rod 21 and the roof air inlet 311, and the vehicle shock-absorbing layer 32 has a certain elasticity in the vertical direction to play a shock-absorbing role, and at the same time ensures that the air pressure load sensor 321 can work through deformation within a certain range; when the air pressure sensor 291 in a certain air chamber and the air pressure load sensor 321 of the corresponding model car 3 reach the set value, the pressure valve 282 corresponding to the air chamber is closed; when the test is over or a certain air chamber needs to be decompressed, the gas is released and the pressure is relieved by opening the corresponding pressure relief valve 22.

[0042] Step 6, the operating computer 81 sends instructions to each model car 3, controls the electric motor 331 to start running to provide kinetic energy, and the guide rod 21 fixes the driving direction. Each model car 3 starts to make circular motion around the central air column 2 at the set speed in the circular lane 11.

[0043] During the test, step 7, the vertical load on model vehicle 3 is varied in real time through gas pressurization, allowing for stable simulation of various vehicle loads. The speed of model vehicle 3 is also varied in real time by controlling the output power of electric motor 331, simulating changes in traffic flow. The applied load and vehicle speed vary depending on the road type and traffic flow being simulated.

[0044] Step 8: When conducting a curve superelevation angle test, the lane maintenance net 79 can further prevent the soil inside the adjacent annular soil layers 111 from being washed away when the two adjacent annular soil layers 111 are set at different heights. By controlling the lifting and lowering of each hydraulic telescopic module 73, real-time adjustment of the superelevation angles of different road curves can be achieved.

[0045] Step 9: During the long-term simulation of the roadbed slope, computer 81 adjusts the output power of electric motor 331 in real time based on traffic data from different time periods to change the speed of model vehicle 3. Simultaneously, by controlling the gas pressure in each chamber, multiple vertical loads are applied simultaneously to different circular lanes 11. Slope sensors 18 collect real-time monitoring data such as displacement, water level, and stress, enabling research into the multi-lane load differences and long-term dynamic response characteristics of the roadbed slope.

[0046] In step 10, the computer 81 records the data sent back by the slope sensor 18 and the displacement meter 14 in real time, monitors the data changes, and calculates and processes the test data to obtain the deformation data and dynamic data of the slope, and performs dynamic analysis based on these data.

[0047] Example 2: Contains all the contents of Example 1, except that Figure 8 As shown: A bracket is provided at the vertical end of the guide rod 21, and the lower part of the bracket is rotatably connected to the corresponding model car 3 through a lifting component 211. The lifting component 211 can adopt a telescopic cylinder, and the lifting component 211 can control the corresponding model car 3 to be lifted and pressed on the circular lane 11 or separated; thereby, the number of model cars 3 pressed on the circular lane 11 at the same time can be controlled; by controlling the number and speed of model cars 3 pressed on the circular lane 11, the real situation can be further realistically simulated.

[0048] The model car 3 is rotatably connected relative to the end of the lifting assembly 211, so that the model car 3 can rotate and adapt to the circular track 11 with different inclination rates.

[0049] Example 3: Contains all the contents of Example 2, except that Figure 9 As shown: The multiple groups of annular soil layers 111 are nested with each other without affecting the movement in the vertical direction.

[0050] The upper surface of the outermost annular soil layer 111 is lower than the upper surface of the slope soil layer 112. The upper surface heights of the multiple nested annular soil layers 111 decrease from the outside to the inside, thereby achieving a slope structure 1 with a high outer surface and a low inner surface. Lane superelevation simulation tests can be performed. By adjusting the expansion and contraction amount of the hydraulic expansion module 73, a superelevation lane with an inclined angle can be formed. Each model car 3 simultaneously spans two sets of annular lanes 11, and there is no need to pave an inclined road surface on the annular lane 11 on the upper surface of the annular soil layer 111. The wheels 333 of the model car 3 move relative to the center of the upper surface of the annular soil layer 111 to avoid step movement formed between two adjacent annular soil layers 111; Lane superelevation refers to the situation where a car, when traveling on a circular curve, may slip or overturn due to lateral or centrifugal forces. In order to offset the centrifugal force generated by the vehicle when traveling on the circular curve section and ensure that the car can pass the circular curve safely, stably, meet the design speed, and economically and comfortably, the outer side of the lane is raised or the inner side of the lane is lowered in the flat curve section of the road, so that the top surface of the lane has a single-sided inclined cross-section toward the inside.

[0051] like Figure 10 As shown, the annular soil layer includes a bottom plate 1111 of an annular structure, an inner grid 1112 is fixedly provided on the inner circle of the bottom plate 1111, an outer grid 1113 is fixedly provided on the outer circle of the bottom plate 1111, and the inner grid 1112 and the outer grid 1113 are connected by a number of connecting rods 1114 to improve the connection strength between the two; soil is filled between the inner grid 1112 and the outer grid 1113 of the bottom plate 1111.

[0052] The above descriptions are merely embodiments of the present invention and are not intended to limit the scope of the present invention. Any equivalent structures or equivalent process changes made using the contents of the present invention's description and drawings, or directly or indirectly applied to other related technical fields, are also included in the scope of the present invention's patent protection.

Claims

1. A device for simulating the dynamic response of a roadbed with superelevation and differential load distribution on a multi-lane curve, comprising a slope structure (1), a simulated load application system, a circular curve hydraulic system (7), a data acquisition system, and an environmental simulation system, wherein the environmental simulation system is used to simulate different weather environments in which the slope is located, and the data acquisition system is used to collect various data generated during the test, and wherein the device is characterized in that: The slope structure (1) includes one or more coaxial annular soil layers (111) extending from the inside to the outside, wherein the upper surface of the annular soil layer (111) forms an annular driveway (11), and each annular soil layer (111) is driven to rise and fall by a respective annular bend hydraulic system (7); The simulated load application system includes a central air column (2) coaxially arranged with the slope structure (1), the inner cavity of the central air column (2) is divided into a group of more than one independent air chambers along its axial direction, the outer side of the central air column (2) is movably connected to a group of more than one guide rods (21) around its axis, and the ends of the guide rods (21) are provided with model cars (3) moving on the corresponding circular lanes (11); The model car (3) comprises a vehicle air chamber layer (31), a vehicle shock absorbing layer (32), and a self-powered vehicle chassis (33) arranged in sequence from top to bottom. The vehicle air chamber layer (31) is connected to the corresponding air chambers for use.

2. The device for simulating the dynamic response of a multi-lane curved road with superelevation and differential load distribution according to claim 1, wherein: The side slope structure (1) is a truncated cone structure and is installed on the side slope base (110). The environmental simulation system is supported on the side slope base (110) through load-bearing columns (13) and is located above the side slope structure (1).

3. The device for simulating the dynamic response of a roadbed with superelevation and differential load distribution on a multi-lane curve as claimed in claim 2, characterized in that: A drainage ditch (12) is provided on the slope base (110) and is located on the periphery of the slope structure (1). A drainage outlet (17) and a lane drain outlet (19) are provided on the drainage ditch (12). A glass cover (10) made of a transparent material is detachably mounted on the slope base (110). The glass cover (10) is used to enclose the slope structure (1) therein.

4. The device for simulating the dynamic response of a roadbed with superelevation and differential load distribution on a multi-lane curve as claimed in claim 2, characterized in that: The environmental simulation system includes a spray system (4) and an air conditioning system (5).

5. The device for simulating the dynamic response of a roadbed with superelevation and differential load distribution on a multi-lane curve as claimed in claim 4, characterized in that: The spray system (4) includes a spray ring (41), a sprayer (42), a water pipe (43), and a spray system signal transceiver (44); the sprayer (42) of the outer ring is installed below the outer periphery of the spray ring (41) and is aligned with the slope surface (16) of the slope structure (1); the sprayer (42) of the inner ring is installed below the inner periphery of the spray ring (41) and is aligned with the circular lane (11); the spray system signal transceiver (44) is set at the top of the spray ring (41); the spray ring (41) is connected to an external water source through the water pipe (43).

6. The device for simulating the dynamic response of a roadbed with superelevation and differential load distribution on a multi-lane curve as claimed in claim 4, characterized in that: The air conditioning system (5) includes an air conditioning ring (51), an air conditioning system signal transceiver (53), a temperature pipe (54) and an air outlet swing blade (55); the air conditioning ring (51) is evenly provided with one or more air outlets along its circumference, and each air outlet is provided with a corresponding air outlet swing blade (55); the air conditioning system signal transceiver (53) is arranged at the top of the air conditioning ring (51); the air conditioning ring (51) is connected to an external cold and hot air source through the temperature pipe (54).

7. The device for simulating the dynamic response of a roadbed with superelevation and differential load distribution on a multi-lane curve as claimed in claim 2, characterized in that: The simulated load application system further includes a top air pressure system (28) located above the central air column (2), and the top air pressure system (28) is connected to an external positive pressure air source through an air pressure tube (52); The top air pressure system (28) is connected to each air chamber in a one-to-one correspondence through a pressure-dividing air pipe (281), and a corresponding pressure valve is provided on the pressure-dividing air pipe (281). A pressure relief valve (22) corresponding to each air chamber is installed on the central air column (2).

8. The device for simulating the dynamic response of a roadbed with superelevation and differential load distribution on a multi-lane curve as claimed in claim 7, characterized in that: The data acquisition system includes a displacement meter (14), a slope sensor (18), an air pressure sensor (291) and an air pressure load sensor (321), wherein the displacement meter (14) is installed below the inner side of the load-bearing column (13), the slope sensor (18) is buried below the slope surface (16) of the slope structure (1), the air pressure sensor (291) is installed inside each air chamber, and the air pressure load sensor (321) is installed above the wheel (333) of the vehicle shock-absorbing layer (32) to monitor the air pressure borne by the model car (3).

9. The device for simulating the dynamic response of a roadbed with superelevation and differential load distribution on a multi-lane curve as claimed in claim 2, characterized in that: A slope soil layer (112) is provided outside the outermost annular soil layer (111); The circular bend hydraulic system (7) comprises a slope structure drainage pipe (71), a lane drainage outlet (72), a hydraulic telescopic module (73) and a lane maintenance net (74); the slope structure drainage pipe (71) is located inside the slope structure (1), one end of which is connected to the lane drainage outlet (72) and the other end of which is connected to the lane drainage outlet (19); the lane drainage outlet (72) is arranged inside the innermost annular soil layer (111); each annular soil layer (111) is arranged at the output end of the corresponding hydraulic telescopic module (73); and the lane maintenance net (74) is located on both sides of the circular lane (11) corresponding to each of the annular soil layers (111).

10. The device for simulating the dynamic response of a roadbed with superelevation and differential load distribution on a multi-lane curve as claimed in claim 1, characterized in that: More than one group of model cars (3) are provided at the end of the guide rod (21), and the model cars (3) are mounted on the end of the guide rod (21) via corresponding lifting assemblies; the model cars (3) are movably connected to the movable end of the lifting assembly (211).

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