Road and bridge construction material transportation device and flow control method

Abstract

The invention relates to the technical field of flow control, in particular to a road and bridge construction material transportation device and a flow control method. According to the method, flow unstable time periods are divided through flow changes, flow velocity and pressure data are combined to evaluate flow irregularity, and problem monitoring points are determined; dynamically distributing the control weight of the moment by analyzing the instability influence degree of the unstable time period and the distribution and flow irregularity trend of problem points; and finally, performing flow control through weighting. According to the method, the influence caused by blockage and segregation in the period of unstable concrete flow is analyzed, the response of the control weight reinforcement control system at each moment is self-adapted, the precision of the control system is improved, and the quality of the concrete transported to a pouring point is guaranteed while stable transportation of the concrete is guaranteed.

Description

Technical Field

[0001] This invention relates to the field of flow control technology, specifically to a material transportation device and flow control method for road and bridge construction. Background Technology

[0002] In road and bridge construction, concrete is widely used due to its good compressive strength, durability, and ease of construction. Pumping is one of the main methods of concrete transportation. Using a concrete pump, concrete can be directly delivered to the pouring point through pipelines. This method is highly efficient, allows for continuous operation, and reduces manual handling. During pumping, controlling the flow rate of concrete is crucial, as it directly affects the quality of the concrete, the safety of the structure, and the efficiency of construction.

[0003] Existing pumping methods monitor concrete flow in real time by installing flow meters on concrete delivery pipelines and feeding the data back to the control system. The control system then automatically adjusts the operating parameters of the pumping equipment to maintain a constant flow rate. However, during transportation, due to vibration, changes in flow velocity, and other factors, coarse aggregate segregation may occur in the concrete, meaning the coarse and fine aggregates separate. This affects the uniformity and workability of the concrete. Furthermore, improper pumping speed or poor pipeline conditions, such as wear, corrosion, or the presence of residues, can lead to initial blockages during pipeline transportation. Failure to address these issues will reduce the effectiveness of concrete flow control. Summary of the Invention

[0004] To address the technical problems in the prior art, the present invention aims to provide a transportation device and flow control method for road and bridge construction materials, the specific technical solution of which is as follows: This invention provides a flow control method for a road and bridge construction material transportation device, the method comprising: During the stable transportation phase, pressure and velocity data at equidistant monitoring points along the transportation pipeline, as well as flow rate data at the pump outlet, are acquired. Based on the degree of stable deviation of the flow data at each time point, the instability index for each time point is obtained; the unstable flow periods before the current time point are selected based on the unstable flow index; in each unstable flow period, the flow irregularity of each monitoring point is obtained based on the degree of deviation and fluctuation of the pressure data and flow velocity data at each monitoring point; and the problem points in each unstable flow period are selected based on the flow irregularity. In each period of unstable traffic, the control weight is obtained based on the density of problem points and the irregularity of their flow, the trend of the irregularity of the flow of consecutive problem points, the duration of the unstable traffic period and the instability index. Flow control is performed based on the control weights and flow data prior to the current moment.

[0005] Furthermore, the method for obtaining the instability index includes: For any time before the current time, calculate the difference in traffic data between that time and the adjacent time, and use the average of all differences as the numerical change rate at each time. The mode of the current flow data is used as the baseline flow data; the difference between the current flow data and the baseline flow data is used as the flow deviation. By combining the flow deviation and numerical mutation at that moment, the instability index at that moment is obtained.

[0006] Furthermore, the method for filtering periods of unstable traffic includes: The moment when the unstable index exceeds the preset unstable threshold is defined as an unstable moment; the time period consisting of consecutive adjacent unstable moments is defined as a period of unstable traffic.

[0007] Furthermore, the method for obtaining the flow irregularity includes: For any given monitoring point, the average pressure data of that monitoring point during all non-unstable flow periods is taken as the baseline pressure value of that monitoring point; the average flow velocity data of that monitoring point during all non-unstable flow periods is taken as the baseline flow velocity value of that monitoring point. During any period of unstable flow, the volatility of the monitoring point is obtained by combining the variance of all pressure data and the variance of all flow velocity data at that monitoring point. During this period of unstable flow, the deviation of the monitoring point is obtained by combining the difference between the average pressure data of all pressure data at the monitoring point and the baseline pressure value, as well as the difference between the average flow velocity data of all flow velocity data and the baseline flow velocity value. By combining the volatility and deviation of the monitoring point, the flow irregularity of the monitoring point during the period of unstable flow is obtained.

[0008] Furthermore, the method for filtering the problem points includes: During each period of unstable traffic, monitoring points where the irregularity of the flow exceeds a preset abnormal threshold are designated as problem points for that period.

[0009] Furthermore, the method for obtaining the control weights includes: For any period of unstable traffic, based on the duration of the unstable traffic period and the magnitude of the instability index, the efficiency impact index of that period of unstable traffic is obtained. Based on the degree of irregularity in the overall flow of the problem points during the period of unstable flow, as well as the distribution distance between the problem points and the number of problem points, significant indicators of transportation problems during the period of unstable flow are obtained. During this period of unstable flow, the severity index of the problem is obtained based on the linear trend of the irregularity of the flow under the continuous distribution of problem points and the number of continuous distributions. By combining efficiency impact indicators, significant transportation problem indicators, and problem severity indicators during this period of unstable traffic flow, the control weights for this period of unstable traffic flow are obtained.

[0010] Furthermore, the method for obtaining the efficiency impact index includes: The proportion of the period of unstable traffic in the total period before the current time is taken as the instability duration of the period of unstable traffic. The average value between the mean and maximum value of the instability index during the period of unstable flow is calculated and normalized to obtain the instability significance of the period of unstable flow. By combining the duration and significance of instability during this period of unstable traffic, an efficiency impact index for this period of unstable traffic is obtained.

[0011] Furthermore, the method for obtaining the significant indicators of the transportation problem includes: During this period of unstable traffic flow, the ratio between the total number of all problem points and the total number of monitoring points is used as the quantity distribution degree for this period of unstable traffic flow. Obtain the number of interval monitoring points between any two adjacent problem points, and calculate the mean of all interval monitoring point numbers to perform a negative correlation mapping to obtain the concentration distribution of the traffic during the unstable period. The mean of the flow irregularity of all problem points during the period of unstable flow is taken as the irregularity fluctuation of that period of unstable flow. By combining the irregularity, quantity distribution, and concentration of traffic flow during this unstable period, significant indicators of transportation problems during this unstable period are obtained.

[0012] Furthermore, the method for obtaining the hazard indicators of the problem includes: During this period of unstable flow, consecutively adjacent problem points are distributed according to the flow velocity direction to form a problem point distribution sequence; When there is only one problem point in the problem point distribution sequence, the number of problem points in the problem point distribution sequence is taken as the local hazard degree of the problem point distribution sequence; For any problem point distribution sequence with two or more problem points, the irregularity of the flow of problem points in the problem point distribution sequence is linearly fitted to obtain the fitting error; the fitting error is negatively correlated and normalized to obtain the regularity hazard coefficient of the problem point distribution sequence; the product of the number of problem points in the problem point distribution sequence and the regularity hazard coefficient is obtained as the continuous hazard; the sum of the number of problem points in the problem point distribution sequence and the continuous hazard is obtained as the local hazard of the problem point distribution sequence. The sum of the local hazard values ​​of all problem point distribution sequences during the unstable traffic period is normalized to obtain the problem hazard index for that unstable traffic period.

[0013] The present invention also provides a road and bridge construction material transportation device, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements the steps of the flow control method for a road and bridge construction material transportation device as described in any of the above claims.

[0014] The present invention has the following beneficial effects: This invention analyzes changes in concrete transport flow rate to identify key periods of flow instability requiring close monitoring. It combines flow velocity and pressure data to assess flow irregularity and pinpoint problematic monitoring points. This allows for targeted analysis of the impact of blockages and segregation during periods of flow instability. By quantifying the impact of the inherent instability of these periods on construction efficiency and analyzing the distribution of problem points and trends in flow irregularity, the invention characterizes the significant hazards of problems in the transport process based on problem type and severity. Control weights are dynamically allocated, with higher weights assigned to periods with more severe problems. Finally, weighted flow control is implemented to enhance response during problematic periods, ensuring flow stability and concrete quality. This invention analyzes the impact of blockages and segregation during periods of unstable concrete flow, adaptively adjusting control weights at each moment to enhance the response of the control system and improve its accuracy. This ensures stable concrete transport while maintaining the quality of concrete delivered to the pouring point. Attached Figure Description

[0015] To more clearly illustrate the technical solutions and advantages in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0016] Figure 1 A flowchart illustrating a flow control method for a road and bridge construction material transportation device according to an embodiment of the present invention; Figure 2 This is a flowchart of a method for obtaining control weights according to an embodiment of the present invention. Detailed Implementation

[0017] To further illustrate the technical means and effects adopted by the present invention to achieve its intended purpose, the following, in conjunction with the accompanying drawings and preferred embodiments, details the specific implementation, structure, features, and effects of a road and bridge construction material transportation device and flow control method proposed according to the present invention. In the following description, different "one embodiment" or "another embodiment" do not necessarily refer to the same embodiment. Furthermore, specific features, structures, or characteristics in one or more embodiments can be combined in any suitable form.

[0018] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains.

[0019] The following description, in conjunction with the accompanying drawings, details the specific scheme of the road and bridge construction material transportation device and flow control method provided by the present invention.

[0020] Ideally, a constant flow rate should be maintained during the pumping and transportation of concrete. A constant flow rate helps ensure uniform distribution of concrete during pouring, preventing concrete accumulation or voids caused by flow fluctuations, thereby improving the uniformity and integrity of the structure. Furthermore, a stable flow rate helps reduce the risk of blockages, avoiding high pressure and equipment damage caused by blockages, ensuring construction safety, and reducing concrete segregation in the pipeline, maintaining the uniformity and workability of the concrete, and ensuring the quality of the final structure. However, in actual transportation, changes in concrete consistency, adjustments to pumping speed, or other factors can cause flow rate fluctuations, thus requiring precise flow control to ensure efficient concrete transportation.

[0021] Since the pumping and transportation of concrete is divided into three stages: the start-up stage, the stable delivery stage, and the stop stage, the start-up stage is the period when the concrete pump starts working and the flow rate gradually increases from 0 to the set flow rate threshold. The stable delivery stage is the period when the flow rate is maintained at the set flow rate threshold. The stop stage is the period when the concrete pump stops working and the flow rate gradually decreases to zero.

[0022] In this embodiment of the invention, fuzzy control algorithm is used for flow control during the start-up and shutdown phases. Furthermore, fuzzy control algorithm is also used for flow control during the first 10 minutes of the stable delivery phase. At this time, the system is transitioning from the start-up phase and may experience transitional fluctuations, such as fine-tuning of pump truck parameters and initial flow adaptation of concrete within the pipeline. These fluctuations are not actual segregation or blockage. Segregation requires aggregate settling and accumulation, while blockage requires the accumulation of concrete residue or pipeline wear, both of which require a certain amount of time. It should be noted that fuzzy control is a well-known technique among those skilled in the art and will not be elaborated upon here.

[0023] Once the system enters a period of sustained stable operation, any instability in traffic flow at this point likely indicates a real problem that has accumulated to a certain extent, requiring precise intervention. Therefore, in this embodiment of the invention, a weighted fuzzy control algorithm is used for precise traffic control 10 minutes after the stable transmission phase, increasing the focus on the problematic portion. The timing of initiating weighted fuzzy control can be adjusted by the implementer based on specific implementation circumstances and is not limited here.

[0024] Please see Figure 1 The diagram illustrates a flow control method for a road and bridge construction material transportation device according to an embodiment of the present invention. The method includes the following steps: S1: During the stable transportation phase, acquire pressure and velocity data at equidistant monitoring points along the transportation pipeline, as well as flow rate data at the pump outlet.

[0025] During the stable delivery phase of concrete pumping and transportation, data is collected for stability analysis. In this embodiment of the invention, a flow meter is installed on the concrete delivery pipeline at a distance of 10 times the pipeline diameter from the pump outlet to monitor the concrete flow rate data in real time.

[0026] Pumping is a highly efficient method of concrete delivery, particularly suitable for long-distance horizontal transport. Generally, the horizontal transport distance of pumped concrete can reach hundreds of meters or even longer. Therefore, multiple monitoring points are set at equal intervals along the concrete delivery pipeline. Each monitoring point is equipped with integrated sensors, including flow velocity sensors and pressure sensors, to collect flow velocity and pressure data in real time.

[0027] In this embodiment of the invention, the data acquisition frequency is set to once per second, and the data of each dimension are standardized to unify the units of measurement and avoid the influence of units. The data acquisition and processing are techniques well known to those skilled in the art, and implementers can adjust them at their own discretion, so they will not be described in detail or limited here.

[0028] S2: Obtain the instability index for each moment based on the stable deviation of the flow data at each moment; filter the unstable flow periods before the current moment based on the unstable index; for each unstable flow period, obtain the flow irregularity for each monitoring point based on the deviation and fluctuation of the pressure data and flow velocity data at each monitoring point; filter out the problem points for each unstable flow period based on the flow irregularity.

[0029] In the pumping and transportation of concrete, unstable flow refers to fluctuations or instability in flow rate during the pumping process. These unstable periods are crucial for flow control because instability can lead to concrete segregation, blockage, or other quality problems, affecting construction efficiency and the quality of the final structure. By analyzing the flow rate fluctuations up to the current moment, unstable flow periods can be identified. Subsequent impact analysis of these unstable periods can then be conducted to refine flow control for these problematic areas.

[0030] In this embodiment of the invention, the method for obtaining the instability index at each moment includes: First, for any time before the current time, calculate the difference in traffic data between that time and the adjacent time. The average of all differences is used as the numerical abrupt change degree of each time. The difference in traffic data between each time and the adjacent time reflects the degree of abrupt change and fluctuation at that time. The greater the numerical abrupt change degree, the higher the instability at that time.

[0031] Since the flow rate during transportation needs to remain constant, the mode of the flow rate data up to the current moment is used as the baseline flow rate data to characterize the current stable flow rate. The difference between the flow rate data at this moment and the baseline flow rate data is used as the flow rate deviation. The larger the flow rate deviation, the greater the difference from the stable flow rate, and the higher the instability.

[0032] Therefore, by combining the flow deviation and numerical change rate at that moment, the instability index at that moment is obtained. In this embodiment of the invention, the product of the flow deviation and numerical change rate is normalized to obtain the instability index at that moment. The larger the instability index, the more likely that the moment is in an unstable state with flow fluctuations.

[0033] It should be noted that normalization is a technique well known to those skilled in the art. The choice of normalization can be linear normalization or standard normalization, etc., and the specific normalization method is not limited here.

[0034] Furthermore, all unstable moments can be filtered out using a threshold to obtain unstable time periods. In this embodiment of the invention, moments with an instability index greater than a preset instability threshold are considered unstable moments, and time periods consisting of consecutive adjacent unstable moments are considered unstable traffic time periods. The preset instability threshold can be set to 0.5, and the specific value can be adjusted by the implementer according to the implementation scenario; no restrictions are imposed here.

[0035] It is understandable that since the segregation or blockage of concrete in the transport pipeline is continuous, in this embodiment of the invention, when the number of times during the unstable flow period is no more than 3, it is considered as noise data during data acquisition and will not be analyzed further.

[0036] Since conventional concrete transportation involves long-distance horizontal transport, further analysis of flow velocity and pressure data at different monitoring points along the concrete delivery pipeline during periods of unstable flow is necessary to identify potential blockages and segregation, and the locations of their impact on transportation. By screening for problem points, it's possible to determine whether the blockage or segregation is in a small area, which can be addressed promptly by reducing pump speed and gradually increasing pressure, or whether it's in a large area where blockage or segregation is more difficult to resolve, thus assigning different levels of importance to different situations.

[0037] The main causes of unstable flow periods are segregation or blockage in concrete. When concrete encounters a blockage point, the flow path is obstructed, causing eddies and backflow to form near the blockage point. These irregular flow patterns cause irregular fluctuations in pressure. Similarly, segregation leads to uneven distribution of mortar and aggregate in the concrete, with some areas having more mortar and others more aggregate. This uneven distribution alters the flow characteristics of the concrete, causing irregular changes in fluid resistance and resulting in irregular fluctuations in flow velocity.

[0038] Therefore, preferably, in this embodiment of the invention, the method for obtaining the flow irregularity of a monitoring point through fluctuations in pressure data and flow velocity data includes: For any given monitoring point, the average pressure data during all non-unstable flow periods is used as the baseline pressure value for that point, and the average flow velocity data during all non-unstable flow periods is used as the baseline flow velocity value for that point. The times during non-unstable flow periods can be considered as stable times, and the pressure and flow data at stable times can be used as standard values ​​for subsequent deviation analysis.

[0039] First, during any period of unstable flow, the volatility of the monitoring point is obtained by combining the variances of all pressure data and all flow velocity data. In this embodiment of the invention, the mean values ​​of the variances of the pressure data and the variances of the flow velocity data at the monitoring point during the period of unstable flow are normalized and used as the volatility of the monitoring point. The larger the variance, the more irregular the concrete flow at the monitoring point.

[0040] Furthermore, during the period of unstable flow, the deviation of the monitoring point is obtained by combining the differences between the average pressure data and the benchmark pressure value, and the differences between the average flow velocity data and the benchmark flow velocity value. In this embodiment of the invention, the difference between the average pressure data and the benchmark pressure value during the period of unstable flow is taken as the pressure deviation, and the difference between the average flow velocity data and the benchmark flow velocity value during the period of unstable flow is taken as the flow velocity deviation. The sum of the pressure deviation and the flow velocity deviation is calculated as the deviation of the monitoring point. When both the flow velocity and pressure differ significantly from the benchmark values, it indicates a higher probability of flow problems at the monitoring point.

[0041] Finally, by combining the volatility and deviation of the monitoring point, the flow irregularity of the monitoring point during the unstable flow period is obtained. In this embodiment of the invention, the product of the volatility and deviation of the monitoring point is normalized to obtain the flow irregularity of the monitoring point during the unstable flow period. The greater the flow irregularity, the higher the probability that there is concrete segregation or blockage at the monitoring point during this unstable period.

[0042] Therefore, monitoring points that may have problems are screened out by threshold judgment. In this embodiment of the invention, during each period of unstable traffic, monitoring points with a flow irregularity greater than a preset abnormal threshold are identified as problem points for that period. The preset abnormal threshold can be set to 0.6, and the specific value can be adjusted by the implementer and is not limited here.

[0043] S3: During each period of unstable traffic, the control weight is obtained based on the density of problem points and the irregularity of their flow, the trend of the irregularity of the flow of consecutive problem points, the duration of the unstable traffic period, and the instability index.

[0044] In concrete pumping, pipe blockage and concrete segregation are both serious problems. Blockage can delay construction progress and may require manual pipe cleaning, which is not only time-consuming and labor-intensive but can also damage the pumping equipment. Concrete segregation affects concrete quality and pumping efficiency, and may lead to a decrease in concrete strength and durability, affecting the safety of the engineering structure. Therefore, this analysis not only focuses on the efficiency impact caused by unstable periods but also on the degree of potential hazards posed by the problem points, assigning greater weight to these factors to enhance the response of the control system and make it more attentive to changes in state during these critical moments.

[0045] Preferably, in this embodiment of the invention, the method for obtaining the control weight during periods of unstable traffic is described in the following reference: Figure 2 The diagram illustrates a flowchart of a method for obtaining control weights according to an embodiment of the present invention, the method comprising the following steps: S301: For any period of unstable traffic, obtain the efficiency impact index of that period of unstable traffic based on the duration of the unstable traffic period and the magnitude of the instability index.

[0046] An overall analysis of periods of unstable traffic flow shows that the longer the period of unstable traffic flow lasts and the greater the instability, the greater the impact on road and bridge construction efficiency, and the higher the level of attention this period needs to receive.

[0047] In this embodiment of the invention, the proportion of the unstable traffic period in the total time period before the current time is taken as the instability duration of the unstable traffic period. The higher the proportion, the longer the instability lasts and the greater the impact of the fluctuation during that period.

[0048] Furthermore, the average value between the mean and maximum value of the instability index during the unstable flow period is calculated and normalized to obtain the instability significance of the unstable flow period. The mean value of the instability index reflects the overall instability of the unstable flow period, and the maximum value reflects the highest instability. The greater the overall instability and the highest instability, the greater the impact of the fluctuations during that period.

[0049] Finally, by combining the instability duration and instability significance of the unstable flow period, an efficiency impact index for the unstable flow period is obtained. In this embodiment of the invention, the product of the instability duration and instability significance of the unstable flow period is used as the efficiency impact index for the unstable flow period. The larger the efficiency impact index, the higher the impact of the fluctuation of the unstable flow period itself on the construction efficiency, and the more attention needs to be paid to the control situation during this period.

[0050] S302: Based on the degree of irregularity in the overall flow of problem points during the period of unstable flow, as well as the distribution distance between problem points and the number of problem points, obtain the significant indicators of transportation problems during the period of unstable flow.

[0051] To address potential blockage and segregation issues, from the perspective of long-distance transportation problems, the more numerous and concentrated the problem locations are when the flow is unstable, the greater the impact on concrete transportation and the higher the impact on construction efficiency. Therefore, the significance of the problem parts in transportation is assessed based on the distribution of problem points and the degree of flow irregularity.

[0052] In this embodiment of the invention, during the period of unstable traffic, the ratio between the total number of all problem points and the total number of monitoring points is used as the quantity distribution degree of the period of unstable traffic. The larger the ratio, the larger the problem area and the more serious the impact.

[0053] Furthermore, the number of interval monitoring points between any two adjacent problem points is obtained. The fewer the interval monitoring points between adjacent problem points, the more concentrated the locations of the two problem points are. The mean of the number of all interval monitoring points is calculated and negatively correlated to obtain the concentration distribution degree of the unstable flow period. The smaller the overall interval monitoring points, the higher the concentration of the problem, and the more serious the concrete transportation problem.

[0054] It should be noted that negative correlation mapping is a technique well known to those skilled in the art, such as using inverse proportional values ​​or negative exponent forms, etc., and will not be limited or elaborated here.

[0055] Furthermore, the mean of the flow irregularity of all problem points during the period of unstable flow is taken as the irregularity fluctuation of that period of unstable flow. By combining the flow irregularity of all problem points, the significance of the irregularity of concrete flow is reflected. The greater the irregularity fluctuation, the more irregular the concrete flow and the more serious the problem impact.

[0056] Finally, by combining the irregular fluctuation, quantity distribution, and concentration distribution of the unstable flow period, a significant indicator of the transportation problem during the unstable flow period is obtained. In this embodiment of the invention, the product of the quantity distribution and concentration distribution of the unstable flow period is normalized to obtain the significant indicator of the transportation problem during the unstable flow period. The larger the significant indicator of the transportation problem, the greater the impact of the monitoring points with problems during this unstable period on concrete transportation, and the greater the need for attention.

[0057] S303: During this period of unstable flow, based on the degree of linear trend of flow irregularity under the continuous distribution of problem points and the number of continuous distributions, the problem severity index for this period of unstable flow is obtained.

[0058] Concrete can form eddies and backflows near blockage points, causing irregular flow, while it flows smoothly in non-blockage areas. Segregation leads to uneven distribution of mortar and aggregate in the concrete, with some areas having more mortar and others more aggregate. This uneven distribution alters the flow characteristics of the concrete, causing irregular flow. Furthermore, when pressure fluctuations occur at the segregation point, these fluctuations propagate downstream along the pipe. Because concrete flow is a continuous process, upstream pressure changes directly affect downstream flow. As pressure fluctuations propagate downstream, pipe friction and concrete viscosity absorb some of the fluctuation energy with increasing distance, gradually reducing the amplitude of the fluctuations.

[0059] Therefore, compared to congestion-related issues, continuous problems caused by segregation are more harmful. Thus, by quantifying the degree of irregular linear change in the presence of continuous problem points, the severity of problem points during unstable periods can be improved. This allows subsequent flow control to focus more on data periods with higher severity, ensuring that flow control has more data references during these periods and can address problems caused by segregation and congestion in a timely manner.

[0060] In this embodiment of the invention, during the period of unstable flow, consecutively adjacent problem points are distributed according to the flow velocity direction to form a problem point distribution sequence. Problem points are arranged along the concrete flow direction in the pipeline to facilitate the analysis of possible problem continuation and propagation. Each consecutively distributed problem point is treated as a sequence for irregularity analysis.

[0061] When there is only one problem point in the problem point distribution sequence, the number of problem points in the problem point distribution sequence is taken as the local hazard of the problem point distribution sequence. The existence of only a single problem point is very likely to be a blockage point, and its hazard is relatively small. The number of problem points, i.e., the value of 1, is taken as the local hazard of this sequence.

[0062] For any problem point distribution sequence containing two or more problem points, a linear fit is performed on the flow irregularity of the problem points in the sequence to obtain the fitting error. Multiple consecutive problem points may be caused by segregation, or they may be due to adjacent blockage points.

[0063] The irregularity in concrete flow caused by blockage points is random, while the irregularity caused by segregation points is linearly variable and gradually decreases along the pipe direction. Therefore, the probability of segregation can be analyzed by examining the error of the linear fitting. The smaller the fitting error, the more likely the irregularity in concrete flow caused by segregation is.

[0064] In this embodiment of the invention, linear fitting can be obtained using the least squares method. Both linear fitting and linear error are well-known techniques familiar to those skilled in the art, and will not be elaborated here.

[0065] Therefore, the fitting error is negatively correlated and normalized to serve as the hazard coefficient of the problem point distribution sequence. The smaller the fitting error, the higher the hazard coefficient.

[0066] The product of the number of problem points in the problem point distribution sequence and the regularity hazard coefficient is used as the continuous hazard degree. By combining the possibility of continuous hazard with the degree of continuity (i.e., the number of problem points in the sequence), the potential for improvement in hazard assessment is quantified. Furthermore, the sum of the number of problem points in the problem point distribution sequence and the continuous hazard degree is used as the local hazard degree of the problem point distribution sequence. After adjusting for the irregularities in the continuous distribution, the hazard assessment result for multiple continuous problem point distributions is obtained.

[0067] Finally, the sum of the local hazard values ​​of all problem point distribution sequences during the unstable traffic period is normalized to obtain the problem hazard index for that period. Combining the hazard degree of all problem point distributions, the overall hazard of the problem point locations during the unstable traffic period is quantified. The larger the problem hazard index, the higher the degree of attention required.

[0068] S304: Combine the efficiency impact indicators, transportation problem significance indicators, and problem severity indicators of the unstable traffic flow period to obtain the control weight of the unstable traffic flow period.

[0069] Ultimately, considering the impact of the unstable traffic flow period itself and the severity of the transportation impact of the problem points, the degree to which this period deserves special attention is characterized. In this embodiment of the invention, the product of the efficiency impact index, the transportation problem significance index, and the problem severity index of the unstable traffic flow period is normalized to obtain the control weight of the unstable traffic flow period. The larger the control weight, the higher its weight in the weighted fuzzy control.

[0070] S4: Perform flow control based on the control weights and flow data before the current time.

[0071] In weighted fuzzy control of concrete pumping flow rate, assigning different weights to each moment highlights those moments that have a significant impact on the pumping process, especially in cases of blockage or segregation. When blockage or segregation is detected, assigning greater weight to these moments strengthens the control system's response, making it more attentive to state changes at these critical moments. Greater weights mean that data from these moments plays a more significant role in control decisions, contributing to improved control system accuracy and ensuring rapid response to problems, better adapting to the challenges posed by blockage or segregation, thereby improving overall pumping efficiency and quality.

[0072] In this embodiment of the invention, the sum of the control weight and the preset basic weight for each unstable traffic period is used as the weighted value for each moment in the unstable traffic period, and the preset basic weight is used as the weighted value for each moment in the non-unstable traffic period. The preset basic weight is set to 1.

[0073] From the start of the stable delivery phase to the current moment, the weighted values ​​of all moments and the concrete flow rate data are used as inputs to the fuzzy controller. The controller outputs a flow control command for the next moment and sends this command to the concrete pump truck for execution. Control methods include, for example, appropriately reducing the pumping speed to decrease shear forces within the concrete, helping to maintain its homogeneity, reduce segregation, and decrease pressure on clogged areas, preventing further blockage. Simultaneously, the pumping pressure can be gradually increased to push the concrete through the clogged area with lower pressure, and so on.

[0074] In summary, this invention analyzes changes in concrete transport flow rate to identify key periods of flow instability requiring close monitoring. It then combines flow velocity and pressure data to assess flow irregularity and pinpoint problematic monitoring points. This allows for targeted analysis of the impact of blockages and segregation during periods of flow instability. By quantifying the impact of the inherent instability of these periods on construction efficiency and analyzing the distribution of problem points and trends in flow irregularity, the invention characterizes the significant hazards of problems during transport by problem type and severity. Control weights are dynamically allocated, with higher weights assigned to periods with more severe problems. Finally, weighted flow control is implemented to enhance response during problematic periods, ensuring flow stability and concrete quality. This invention analyzes the impact of blockages and segregation during periods of unstable concrete flow, adaptively adjusting control weights at each moment to enhance the response of the control system and improve its accuracy. This ensures stable concrete transport while maintaining the quality of concrete delivered to the pouring point.

[0075] The present invention also provides a road and bridge construction material transportation device, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements the steps of the flow control method for a road and bridge construction material transportation device as described in any of the above claims.

[0076] It should be noted that the order of the above embodiments of the present invention is merely for descriptive purposes and does not represent the superiority or inferiority of the embodiments. The processes depicted in the accompanying drawings do not necessarily require a specific or sequential order to achieve the desired result. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0077] The various embodiments in this specification are described in a progressive manner. The same or similar parts between the various embodiments can be referred to each other. Each embodiment focuses on describing the differences from other embodiments.

Claims

1. A flow control method for a material transport device for road and bridge construction, characterized in that, The method includes: During the stable transportation phase, pressure and velocity data at equidistant monitoring points along the transportation pipeline, as well as flow rate data at the pump outlet, are acquired. Based on the degree of stable deviation of the flow data at each time point, the instability index for each time point is obtained; the unstable flow periods before the current time point are selected based on the unstable flow index; in each unstable flow period, the flow irregularity of each monitoring point is obtained based on the degree of deviation and fluctuation of the pressure data and flow velocity data at each monitoring point; and the problem points in each unstable flow period are selected based on the flow irregularity. In each period of unstable traffic, the control weight is obtained based on the density of problem points and the irregularity of their flow, the trend of the irregularity of the flow of consecutive problem points, the duration of the unstable traffic period and the instability index. Flow control is performed based on the control weights and flow data prior to the current moment.

2. The flow control method for a road and bridge construction material transportation device according to claim 1, characterized in that, The method for obtaining the instability index includes: For any time before the current time, calculate the difference in traffic data between that time and the adjacent time, and use the average of all differences as the numerical change rate at each time. The mode of the current flow data is used as the baseline flow data; the difference between the current flow data and the baseline flow data is used as the flow deviation. By combining the flow deviation and numerical mutation at that moment, the instability index at that moment is obtained.

3. The flow control method for a road and bridge construction material transportation device according to claim 1, characterized in that, The method for filtering periods of unstable traffic includes: The moment when the unstable index exceeds the preset unstable threshold is defined as an unstable moment; the time period consisting of consecutive adjacent unstable moments is defined as a period of unstable traffic.

4. The flow control method for a road and bridge construction material transportation device according to claim 1, characterized in that, The method for obtaining the flow irregularity includes: For any given monitoring point, the average pressure data of that monitoring point during all non-unstable flow periods is taken as the baseline pressure value of that monitoring point; the average flow velocity data of that monitoring point during all non-unstable flow periods is taken as the baseline flow velocity value of that monitoring point. During any period of unstable flow, the volatility of the monitoring point is obtained by combining the variance of all pressure data and the variance of all flow velocity data at that monitoring point. During this period of unstable flow, the deviation of the monitoring point is obtained by combining the difference between the average pressure data of all pressure data at the monitoring point and the baseline pressure value, as well as the difference between the average flow velocity data of all flow velocity data and the baseline flow velocity value. By combining the volatility and deviation of the monitoring point, the flow irregularity of the monitoring point during the period of unstable flow is obtained.

5. The flow control method for a road and bridge construction material transportation device according to claim 1, characterized in that, The methods for filtering the problem points include: During each period of unstable traffic, monitoring points where the irregularity of the flow exceeds a preset abnormal threshold are designated as problem points for that period.

6. The flow control method for a road and bridge construction material transportation device according to claim 1, characterized in that, The method for obtaining the control weights includes: For any period of unstable traffic, based on the duration of the unstable traffic period and the magnitude of the instability index, the efficiency impact index of that period of unstable traffic is obtained. Based on the degree of irregularity in the overall flow of the problem points during the period of unstable flow, as well as the distribution distance between the problem points and the number of problem points, significant indicators of transportation problems during the period of unstable flow are obtained. During this period of unstable flow, the severity index of the problem is obtained based on the linear trend of the irregularity of the flow under the continuous distribution of problem points and the number of continuous distributions. By combining efficiency impact indicators, significant transportation problem indicators, and problem severity indicators during this period of unstable traffic flow, the control weights for this period of unstable traffic flow are obtained.

7. The flow control method for a road and bridge construction material transportation device according to claim 6, characterized in that, The methods for obtaining the efficiency impact indicators include: The proportion of the period of unstable traffic in the total period before the current time is taken as the instability duration of the period of unstable traffic. The average value between the mean and maximum value of the instability index during the period of unstable flow is calculated and normalized to obtain the instability significance of the period of unstable flow. By combining the duration and significance of instability during this period of unstable traffic, an efficiency impact index for this period of unstable traffic is obtained.

8. The flow control method for a road and bridge construction material transportation device according to claim 6, characterized in that, The methods for obtaining the significant indicators of the transportation problem include: During this period of unstable traffic flow, the ratio between the total number of all problem points and the total number of monitoring points is used as the quantity distribution degree for this period of unstable traffic flow. Obtain the number of interval monitoring points between any two adjacent problem points, and calculate the mean of all interval monitoring point numbers to perform a negative correlation mapping to obtain the concentration distribution of the traffic during the unstable period. The mean of the flow irregularity of all problem points during the period of unstable flow is taken as the irregularity fluctuation of that period of unstable flow. By combining the irregularity, quantity distribution, and concentration of traffic flow during this unstable period, significant indicators of transportation problems during this unstable period are obtained.

9. The flow control method for a road and bridge construction material transportation device according to claim 6, characterized in that, The methods for obtaining the hazard indicators of the aforementioned problem include: During this period of unstable flow, consecutively adjacent problem points are distributed according to the flow velocity direction to form a problem point distribution sequence; When there is only one problem point in the problem point distribution sequence, the number of problem points in the problem point distribution sequence is taken as the local hazard degree of the problem point distribution sequence; For any problem point distribution sequence with two or more problem points, the irregularity of the flow of problem points in the problem point distribution sequence is linearly fitted to obtain the fitting error; the fitting error is negatively correlated and normalized to obtain the regularity hazard coefficient of the problem point distribution sequence; the product of the number of problem points in the problem point distribution sequence and the regularity hazard coefficient is obtained as the continuous hazard; the sum of the number of problem points in the problem point distribution sequence and the continuous hazard is obtained as the local hazard of the problem point distribution sequence. The sum of the local hazard values ​​of all problem point distribution sequences during the unstable traffic period is normalized to obtain the problem hazard index for that unstable traffic period.

10. A material transportation device for road and bridge construction, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the steps of the flow control method for a road and bridge construction material transportation device as described in any one of claims 1 to 9.

Images