A method and system for load analysis of transport steel beams

Abstract

This invention relates to the field of structural engineering testing technology, and particularly to a load analysis method and system for transported steel beams. The method includes: establishing a coupled finite element model; generating a spatial avoidance region based on pre-embedded obstacles and marking it as a constraint release domain; when the transport vehicle enters the spatial avoidance region, releasing the node constraints of the temporary support components corresponding to the constraint release domain; recalculating the load distribution based on the state of the coupled finite element model to generate a node stress dataset; calculating the mean node stress in the non-thickened area of ​​the bridge deck based on the node stress dataset to determine the offset of the main load transmission path; calculating the ratio of the sum of the support reactions of the temporary support components to the total load of the steel beam to determine if the load bearing ratio exceeds the limit; and generating stiffness adjustment commands for the temporary support components and vehicle posture correction commands. This invention effectively solves the structural safety risk problem caused by the dynamic changes in temporary support constraints during steel beam transportation.

Description

Technical Field

[0001] This invention relates to the field of structural engineering testing technology, and in particular to a load analysis method and system for transport steel beams. Background Technology

[0002] In the field of bridge engineering, dynamic load analysis during the transportation of steel beams is a core aspect of ensuring structural safety. Its core lies in using finite element models to simulate the mechanical interaction between the vehicle, temporary support components, and the bridge structure, thereby predicting the risk of structural failure caused by abnormal load distribution.

[0003] Traditional methods primarily rely on two types of technologies: static finite element modeling, which builds a model based on preset fixed boundary conditions but cannot respond to dynamic changes in support constraints during transportation; and real-time stress monitoring, which collects local stress data through sensors but only provides early warnings based on single-point thresholds. Existing technologies suffer from a lack of dynamic constraint response. When the vehicle passes over pre-embedded obstacles, traditional models maintain rigid constraints, causing finite element calculations to deviate from the actual mechanical state. Furthermore, the judgment logic is one-sided; stress over-limit judgment only focuses on local node peak values, failing to calculate and quantify the over-limit risk. This leads to a disconnect between control commands and judgment results, making it impossible to dynamically correct the vehicle's posture and resulting in delayed structural safety control. These shortcomings make it difficult for traditional methods to achieve collaborative judgment and closed-loop control of abnormal load distribution risks when facing dynamic constraints caused by pre-embedded obstacles.

[0004] The information disclosed in this background section is intended only to enhance the understanding of the general background of this disclosure and should not be construed as an admission or in any way implying that the information constitutes prior art known to those skilled in the art. Summary of the Invention

[0005] This invention provides a load analysis method and system for transporting steel beams, which can effectively solve the problems in the background art.

[0006] To achieve the above objectives, the technical solution adopted by the present invention is as follows:

[0007] A load analysis method for transport steel beams, the method comprising:

[0008] Simultaneously import the vehicle's geometric parameters and the steel beam's load properties to establish a coupled finite element model that includes the bridge structure, temporary support components, and the transport vehicle;

[0009] Identify the pre-embedded obstacles on the bridge deck, generate a spatial avoidance area based on the physical boundary of the pre-embedded obstacles, and mark it as the constraint release domain in the coupled finite element model;

[0010] When the vehicle pose data indicates that the transport vehicle has entered the space avoidance area, the node constraints of the temporary support component corresponding to the constraint release domain are released.

[0011] Based on the state of the coupled finite element model after the constraints are removed, the load distribution is recalculated to generate a nodal stress dataset.

[0012] Based on the node stress dataset, the mean node stress in the non-thickened area of ​​the bridge deck is calculated. When the mean node stress reaches the critical proportion of the yield strength of the bridge steel, the main load transmission path is determined to be offset.

[0013] Calculate the ratio of the sum of the support reactions of the temporary support components to the total load of the steel beam. When the ratio exceeds the proportional threshold corresponding to the safety factor of the design bearing capacity, it is determined that the load bearing ratio exceeds the limit.

[0014] When the load main transmission path offset and the load bearing ratio exceed the limit are both met simultaneously, a stiffness adjustment command for the temporary support component and a vehicle posture correction command are generated.

[0015] Furthermore, a coupled finite element model is established, including:

[0016] The bridge structure is discretized using shell elements, and the temporary support components are discretized using beam elements.

[0017] Based on the vehicle's geometric parameters, the transport vehicle is constructed using rigid body elements;

[0018] The bridge structure, the temporary support components, and the transport vehicle are assembled into an overall model.

[0019] Contact conditions are applied between the transport vehicle and the bridge structure, and the load properties of the steel beam are applied to the bearing surface of the transport vehicle.

[0020] Furthermore, a spatial avoidance zone is generated, including:

[0021] The three-dimensional geometric contour of the pre-embedded obstacle is obtained as the reference of the physical boundary, and the projection orientation of the physical boundary in the bridge deck coordinate system is determined based on the topological relationship of the bridge structure.

[0022] The physical boundary is mapped along the projection orientation to the bridge surface mesh element of the coupled finite element model to generate an initial projection area covering the influence range of the pre-embedded obstacle.

[0023] An adaptive densification operation is performed on the bridge surface mesh cells within the initial projection area to generate a locally densified mesh with gradient density characteristics;

[0024] The constraint release region is marked in the geometric center region of the localized encrypted mesh, and the boundary coordinates of the constraint release region are associated with the installation location of the temporary support component.

[0025] Further, releasing the node constraints of the temporary support component corresponding to the constraint release domain includes:

[0026] The pose data stream of the transport vehicle is acquired in real time, and the spatial coordinates and attitude angle parameters in the pose data stream are parsed.

[0027] The spatial coordinates are matched with the boundary coordinates of the constraint release domain to generate the relative positional relationship between the vehicle and the region.

[0028] When the relative positional relationship between the vehicle and the area meets the preset intrusion conditions, the constraint release command of the temporary support component associated with the constraint release domain is activated;

[0029] According to the constraint release command, the node database of the coupled finite element model is traversed to locate the set of target nodes bound to the installation location;

[0030] Remove the displacement constraint attributes of the target node set and update the boundary condition state of the coupled finite element model.

[0031] Furthermore, the load distribution is recalculated based on the state of the coupled finite element model after the constraints are removed, including:

[0032] Obtain the current boundary condition state of the coupled finite element model after the constraints are removed, and identify the set of constraint-removed nodes of the temporary support component;

[0033] Based on the load properties of the steel beam and the geometric parameters of the vehicle, a dynamic load distribution pattern is configured at the load application point of the coupled finite element model;

[0034] Perform the static equilibrium solution process of the coupled finite element model to calculate the displacement response and stress distribution of each node of the bridge structure;

[0035] By integrating the displacement response and the stress distribution, a nodal stress dataset is generated that includes nodal locations and stress values.

[0036] Furthermore, the mean stress at the nodes in the non-thickened areas of the bridge deck is calculated, including:

[0037] Based on the topological relationship and geometric features of the bridge structure, the boundary coordinate range of the non-thickened area of ​​the bridge deck is obtained;

[0038] The boundary coordinate range is spatially matched with the node positions in the node stress dataset to filter the target node set located in the non-thickened area of ​​the bridge deck.

[0039] The arithmetic mean of the stress values ​​at all node locations in the target node set is calculated to generate the mean node stress.

[0040] Furthermore, determining if the load-bearing ratio exceeds the limit includes:

[0041] Based on the current solution state of the coupled finite element model, obtain the support reaction force dataset of the temporary support component;

[0042] Obtain the static value of the total load of the steel beam from the load properties of the steel beam;

[0043] Perform a summation operation on each support reaction value in the support reaction data set to generate a total support reaction, and calculate the ratio of the total support reaction to the total load of the steel beam;

[0044] Based on the design parameters of the temporary support components, determine the proportional threshold corresponding to the safety factor of the design bearing capacity;

[0045] The ratio is compared with the ratio threshold. When the ratio is greater than the ratio threshold, it is determined that the load bearing ratio exceeds the limit.

[0046] Further, generating the stiffness adjustment command for the temporary support component and the vehicle pose correction command includes:

[0047] Based on the determination results of the load main transmission path offset and the load bearing ratio exceeding the limit, the difference between the current stiffness state and the target stiffness state of the temporary support component is analyzed to determine the stiffness adjustment strategy.

[0048] Based on the determination results of the load main transmission path offset and the load bearing ratio exceeding the limit, the deviation between the current value and the safe pose value of the vehicle pose data is analyzed to determine the pose correction strategy.

[0049] Based on the stiffness adjustment strategy, a stiffness adjustment instruction for the temporary support component is generated, including the adjustment range and direction;

[0050] Based on the pose correction strategy, the vehicle pose correction command is generated, including correction parameters and direction.

[0051] A load analysis system for transporting steel beams, the system comprising:

[0052] The model building module synchronously imports the vehicle's geometric parameters and the steel beam's load properties to establish a coupled finite element model that includes the bridge structure, temporary support components, and the transport vehicle.

[0053] The constraint marking module identifies pre-embedded obstacles on the bridge deck, generates spatial avoidance areas based on the physical boundaries of the pre-embedded obstacles, and marks them as constraint release regions in the coupled finite element model;

[0054] The constraint release module releases the node constraints of the temporary support components corresponding to the constraint release domain when the vehicle pose data indicates that the transport vehicle has entered the spatial avoidance area.

[0055] The load calculation module recalculates the load distribution based on the state of the coupled finite element model after the constraints are removed, and generates a nodal stress dataset.

[0056] The offset determination module calculates the average node stress in the non-thickened area of ​​the bridge deck based on the node stress dataset. When the average node stress reaches the critical proportion of the yield strength of the bridge steel, the offset of the main load transmission path is determined.

[0057] The load determination module calculates the ratio of the sum of the support reactions of the temporary support components to the total load of the steel beam. When the ratio exceeds the proportional threshold corresponding to the safety factor of the design bearing capacity, it is determined that the load bearing ratio exceeds the limit.

[0058] The instruction adjustment module generates stiffness adjustment instructions for temporary support components and vehicle posture correction instructions when both the main load transmission path offset and the load bearing ratio exceed the limit.

[0059] Furthermore, the model building module includes:

[0060] Physical discrete elements are used, with shell elements used to discretize the bridge structure and beam elements used to discretize the temporary support components;

[0061] Virtual vehicle unit: Based on the vehicle's geometric parameters, a transportation vehicle is constructed using rigid body elements;

[0062] The model assembly unit assembles the bridge structure, temporary support components, and transport vehicles into a complete model.

[0063] The condition application unit applies contact conditions between the transport vehicle and the bridge structure, and applies the load properties of the steel beam to the bearing surface of the transport vehicle.

[0064] The technical solution of this invention can achieve the following technical effects:

[0065] By constructing a coupled finite element model with dynamic identification and constraint marking, and generating a nodal stress dataset through nodal constraint conditions, the system quantifies the load main transmission path offset and load bearing ratio exceeding limits. Simultaneously, it comprehensively considers the calculation and judgment results from multiple aspects to implement command control, enabling the correction command to be correlated with the judgment results. This achieves the goal of dynamically correcting the vehicle's posture, ensuring the timeliness and accuracy of structural safety control. It effectively solves the structural safety risk problem that traditional methods cannot collaboratively determine load transmission path offset and load bearing ratio exceeding limits when temporary support constraints change dynamically due to pre-embedded obstacles on the bridge deck during steel beam transportation, thus failing to generate closed-loop control commands in real time.

[0066] The above description is only an overview of the technical solution of this application. In order to better understand the technical means of this application and to implement it in accordance with the contents of the specification, and to make the above and other objects, features and advantages of this application more obvious and understandable, the following are specific embodiments of this application. Attached Figure Description

[0067] To more clearly illustrate the technical solutions 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 recorded in the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0068] Figure 1 This is a flowchart illustrating a load analysis method for transporting steel beams.

[0069] Figure 2 A flowchart illustrating the process of establishing a coupled finite element model;

[0070] Figure 3 A flowchart illustrating the process of generating spatial avoidance zones;

[0071] Figure 4 This is a flowchart illustrating the calculation of load distribution;

[0072] Figure 5 This is a flowchart illustrating the process of handling load-bearing ratio exceeding limits. Detailed Implementation

[0073] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments.

[0074] 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. The terminology used in this specification is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0075] Example 1;

[0076] like Figure 1 As shown, this application provides a load analysis method for transport steel beams, the method including:

[0077] Simultaneously import the vehicle's geometric parameters and the steel beam's load properties to establish a coupled finite element model that includes the bridge structure, temporary support components, and the transport vehicle;

[0078] Identify the pre-embedded obstacles on the bridge deck, generate a spatial avoidance area based on the physical boundary of the pre-embedded obstacles, and mark it as the constraint release domain in the coupled finite element model;

[0079] When the vehicle pose data indicates that the transport vehicle has entered the spatial avoidance zone, the node constraints of the temporary support component corresponding to the constraint release domain are released.

[0080] The load distribution is recalculated based on the state of the coupled finite element model after the constraints are removed, and a nodal stress dataset is generated.

[0081] Based on the nodal stress dataset, the mean nodal stress in the non-thickened area of ​​the bridge deck is calculated. When the mean nodal stress reaches the critical proportion of the yield strength of the bridge steel, the main load transmission path is determined to be offset.

[0082] Calculate the ratio of the sum of the support reactions of the temporary support components to the total load of the steel beam. When the ratio exceeds the proportional threshold corresponding to the safety factor of the design bearing capacity, it is determined that the load bearing ratio exceeds the limit.

[0083] When both the load main transmission path offset and the load bearing ratio exceed the limit are met, a stiffness adjustment command for the temporary support component and a vehicle posture correction command are generated.

[0084] Specifically, firstly, in the implementation process, to ensure the real-time and accurate acquisition of the geometric parameters of the transport vehicle and the load properties of the steel beams, high-precision 3D scanning equipment can be used to digitally model the basic attributes of the transport vehicle, such as its external dimensions, support distribution, and the dimensions, weight, and material of the steel beams, generating corresponding specific datasets of geometric parameters and load properties. Then, using modern finite element analysis technology, a holistic coupled finite element model of the bridge structure, temporary support components, and transport vehicle is established using computer design software. During the modeling process, it is ensured that the steel selection, connection node strength, and spatial position parameters of the temporary support components meet the actual engineering requirements, prioritizing the selection of high-performance materials. To improve structural rigidity and load distribution stability, and to enhance modeling efficiency, a typical bridge structure model library can be built-in to support rapid reconstruction of finite element analysis models when transporting steel beams of different sizes. To further optimize the bridge deck pre-embedded obstacle recognition function in the aforementioned technical solution, a combination of high-precision sensors and cameras can be used to scan and acquire images of the bridge deck structure from multiple angles, accurately locating obstacle specifications and spatial distribution. Subsequently, based on the acquired physical data, a preset algorithm analyzes the parameters of the bridge deck pre-embedded obstacles and the trajectory of the transported steel beams, thereby generating a spatial avoidance area that matches the actual physical dimensions. This area is then marked on the coupled finite element model. The constraint release domain is defined as follows: preferably, it can be dynamically defined by combining parameter markings with pose data, making the process of releasing constraints on specific temporary support component nodes more flexible. When the real-time pose data of the transport vehicle is detected to enter the spatial avoidance area, the preferred execution method is to achieve bidirectional real-time data transmission through sensors, attitude detection systems, and data communication modules installed on the transport vehicle, thereby timely releasing the node constraints of the temporary support components corresponding to the constraint release domain, ensuring the uniformity of the bridge load near the obstacle. If there is an error in the path the vehicle enters, the optimal travel route can be calculated through position calibration and path correction techniques to avoid the consequences of vehicle deviation. Stress concentration; next, in order to efficiently and accurately complete the recalculation of load distribution, it is preferable to equip a structural mechanics analysis module, which is dynamically linked with the above finite element model in real time, and automatically generates a load distribution update algorithm. Preferably, a multi-step step-by-step calculation method is adopted, that is, according to the stress redistribution results, multi-point stress sampling is performed on the non-thickened area in the bridge deck to form a nodal stress dataset, and then the mean value of nodal stress is accurately calculated. By comparing this mean value with the critical ratio of the yield strength of the bridge steel, the mean value of nodal stress should generally not exceed 80% of the yield strength of the bridge steel. Real-time monitoring of potential load main transmission path changes during steel beam transportation and identification of load transfer anomalies caused by stress differences are also possible.When assessing the load-bearing capacity of temporary support components, it is preferable to combine data fitting and sample comparison analysis. By observing the changing trend of the ratio of its support reaction force data to the total load of the steel beam, it is determined whether it exceeds the proportional threshold set by the design load-bearing capacity safety factor. The proportional threshold is a limit value set in load analysis to ensure structural safety by calculating the ratio of the total load of the steel beam to the support reaction force of the temporary support component. This value is determined based on the design load-bearing capacity multiplied by the safety factor, to determine whether it exceeds the safe operating range. The safety factor is a parameter used in engineering design to measure whether a structure or material has sufficient safety margin when bearing actual working loads. It represents the ratio between the design allowable strength and the maximum actual possible load. If necessary, it can be... Based on the response speed requirements, multiple proportional thresholds are calculated in advance, and warning intervals are set to dynamically track changes in support reaction forces. Finally, when both the main load transmission path deviation and the temporary support component's load-bearing ratio exceeding the limit occur simultaneously, data feedback and adjustment command functions can be used to achieve real-time calibration of the temporary support component and the transport vehicle's posture. For the stiffness adjustment command of the temporary support component, a step-by-step adjustment mode is preferred, gradually restoring load balance through multiple small-amplitude stiffness adjustments to reduce structural durability issues that may be caused by frequent adjustments. For the vehicle's posture correction command, path planning technology based on physical simulation can be preferred, and the automatic control system can be used to precisely adjust the vehicle's travel attitude to ensure the stable completion of the steel beam transport task.

[0085] The technical solution of this invention effectively solves the structural safety risk problem that traditional methods cannot collaboratively determine the load transfer path deviation and the over-limit of the bearing ratio when the temporary support constraints are dynamically changed due to the pre-embedded obstacles on the bridge deck during the transportation of steel beams, thus making it impossible to generate closed-loop control commands in real time.

[0086] Furthermore, such as Figure 2 As shown, a coupled finite element model is established, including:

[0087] The bridge structure is discretized using shell elements, and the temporary support components are discretized using beam elements.

[0088] Based on the vehicle's geometric parameters, rigid body elements are used to construct the transport vehicle;

[0089] The bridge structure, temporary support components, and transport vehicles were assembled into a single model.

[0090] Contact conditions are applied between the transport vehicle and the bridge structure, and the load properties of the steel beams are applied to the bearing surface of the transport vehicle.

[0091] As a preferred embodiment of the above, firstly, considering the complex geometry and stress conditions of the bridge structure, shell elements are used to discretize the bridge structure to obtain higher computational accuracy. Shell elements can better simulate the bending and shearing behavior of various bridge components. To achieve accurate modeling, software tools with high-precision computational capabilities are preferred, and reasonable element sizes are set to balance computational complexity and accuracy. During the discretization process, the material properties, thickness, and connection relationships of each shell element are defined in detail to ensure that the model truly reflects the vertical and lateral stiffness characteristics of the bridge structure. For temporary support components, their support characteristics and load-bearing capacity can be determined using beam elements. The simulation is performed using a discretization method. Beam elements are suitable for studying the linear characteristics of slender components. Therefore, during the discretization process, the cross-sectional shape, size, and connection points of each component of the temporary support assembly must be specified to ensure that the support system exhibits mechanical properties consistent with reality and can accurately simulate the force transmission path. Simultaneously, the transport vehicle is constructed as a rigid body element to reduce problems caused by vehicle deformation. Based on the previously collected vehicle geometric parameters, a vehicle model is established, and the stiffness and mass properties of each part of the vehicle are set. During the construction process, rigid body elements are introduced to integrate the various components of the vehicle, such as the frame, axles, and suspension system, thereby simplifying the force analysis of the entire model. Stress transfer calculations are performed. After the individual components are constructed, the bridge structure, temporary support components, and transport vehicle are assembled into a single model. During this process, the connections between each sub-model need to be carefully checked to ensure their relative positions in three-dimensional space are as accurate as possible, and to ensure precise docking of the nodes between each subsystem. Particular attention should be paid to the connection points between the temporary support components and the bridge structure, as well as the fine-tuning of the contact points between the vehicle and the bridge deck, to ensure accurate stress transfer during loading. In the constructed overall model, the contact conditions between the transport vehicle and the bridge structure also need to be specifically set. This can be achieved by defining the friction coefficient of the contact surface and the allowed relative motion, enabling the model to... To realistically simulate the actual interaction between the two, unreasonable mechanical responses should be avoided. In particular, precise contact conditions should be set for the contact surface between the bridge deck and the vehicle tires to effectively simulate the effect of wheel pressure on the bridge structure. Finally, the load properties of the steel beams need to be applied to the bearing surface of the transport vehicle. According to the set load properties, the corresponding weight distribution should be accurately applied to the stress nodes of the vehicle to ensure that the load is applied accurately and evenly and transferred to the bridge structure through an optimized path, so as to truly reflect the actual stress state of the transport steel beams. In order to further improve the accuracy of the analysis, iterative load adjustment technology can be applied during the calculation process to verify and optimize the rationality of the load distribution.

[0092] Furthermore, such as Figure 3 As shown, the generated spatial avoidance zone includes:

[0093] The three-dimensional geometric contours of the pre-embedded obstacles are obtained as the reference for the physical boundary, and the projection orientation of the physical boundary in the bridge deck coordinate system is determined based on the topological relationship of the bridge structure.

[0094] The physical boundary is mapped along the projection orientation to the bridge deck mesh element of the coupled finite element model to generate an initial projection area covering the influence range of the pre-embedded obstacle.

[0095] An adaptive refinement operation is performed on the bridge surface mesh elements within the initial projection area to generate a locally refined mesh with gradient density characteristics;

[0096] Mark the constraint release domain in the geometric center region of the locally refined mesh, and associate the boundary coordinates of the constraint release domain with the installation location of the temporary support component.

[0097] As a preferred embodiment of the above, firstly, a three-dimensional scan is performed on the pre-embedded obstacles on the bridge deck to obtain precise geometric contours. This process can employ laser scanning or stereo vision technology to acquire data including height, width, and position, which is then established as the reference for the physical boundary. Based on the collected geometric information and combined with the topological relationship of the bridge structure, the projection orientation of the physical boundary in the bridge deck coordinate system is determined, enabling the obstacles to be effectively mapped into the coupled finite element model. Next, the acquired physical boundary is mapped along the projection orientation onto the bridge deck mesh elements of the coupled finite element model. To ensure analytical accuracy, an initial projection region is generated for the influence range of the pre-embedded obstacles. This process requires careful consideration of the bridge deck mesh division accuracy for reasonable mapping, and spatial geometric calculations are used to ensure that the initial projection region accurately and completely covers the possible influence range of the obstacles, avoiding boundary effects during structural mechanics analysis. Within the determined initial projection region, to improve computational efficiency and local analysis accuracy, an adaptive densification operation is performed on the bridge deck mesh elements. In the mesh division within the initial projection region, a local densification method is adopted, i.e., densification is applied near the obstacle... By creating a finer mesh at the edge and center of the obstacle, the local mesh is made gradient-density, allowing for more precise capture of stress changes in that area. This method improves local calculation accuracy while keeping the overall computational load under control. Then, constraint release domains are marked in the geometric center of the local mesh. To enable dynamic adjustment of temporary support components, the boundary coordinates of these domains are correlated with the installation positions of the temporary support components. This allows for dynamic matching with the actual construction state within the obstacle's influence area, ensuring that the temporary support components exhibit consistent stress and response in the model. This correlation also allows the system to automatically release relevant node constraints when a vehicle enters the area, laying the foundation for better path control and adjustment. To further enhance system intelligence, this scheme preferably incorporates sensors or positioning markers within the local mesh areas related to the obstacle. Real-time feedback provides pose verification data, enabling intelligent adjustment of the constraint state based on actual sensor data when needed, ensuring the safety of the steel beams, bridge deck, and support components during transportation.

[0098] Furthermore, the node constraints of the temporary support components corresponding to the constraint release domain include:

[0099] Real-time acquisition of the pose data stream of the transport vehicle, and parsing of the spatial coordinates and attitude angle parameters in the pose data stream;

[0100] Spatial coordinates are matched with the boundary coordinates of the constraint release domain to generate the relative positional relationship between the vehicle and the region.

[0101] When the relative positional relationship between the vehicle and the area meets the preset intrusion conditions, the constraint release command of the temporary support component associated with the constraint release domain is activated;

[0102] Based on the constraint release command, traverse the node database of the coupled finite element model to locate the set of target nodes bound to the installation position;

[0103] Remove the displacement constraint properties of the target node set and update the boundary condition state of the coupled finite element model.

[0104] As a preferred embodiment of the above, in order to acquire the pose data stream of the transport vehicle in real time, a high-precision positioning module and attitude measurement sensor, such as a GPS system and an inertial measurement unit, are required to ensure continuous acquisition and updating of spatial coordinates and attitude angle parameters. The acquired data is analyzed to obtain the real-time position of the vehicle in the bridge coordinate system and its driving attitude angle. The real-time analyzed spatial coordinates are compared with the boundary coordinates of a predefined constraint release domain. The relative position relationship between the vehicle and the area is generated through spatial position matching calculation. The calculation is performed by accurately comparing the current position of the vehicle with the spatial boundary of the constraint release domain in one go to determine whether the current pose has entered the preset intrusion condition. When the matching result shows that the spatial coordinates of the vehicle have entered the agreed boundary condition, the constraint release command of the temporary support component associated with the constraint release domain is activated. This command is used to trigger subsequent constraint release operations, thereby ensuring the smooth passage of the transport vehicle. According to the activated constraint release command, the node database of the coupled finite element model is traversed to locate the target node set bound to the installation position of the temporary support component. In a preferred embodiment, data is used. The library indexing mechanism quickly identifies target nodes, ensuring the real-time and accurate response of the system. The release process mainly targets the displacement constraint attributes of the target node set. Specifically, it removes the conditions that restrict the free movement of these nodes in the parameter settings to restore their complete dynamic properties in the finite element model. After releasing the constraints, the boundary condition states of the coupled finite element model need to be updated to reflect the current structural dynamic characteristics. The model update should include redefining the boundary conditions for nodes with allowed motion degrees of freedom. At the same time, by updating the model, comprehensive monitoring and calculation of stress diffusion, path load, and dynamic changes that occur during actual transportation can be achieved, ensuring that the structural system can still complete the task smoothly and safely under complex and changing physical environment conditions. To ensure operational stability, the preferred technical solution incorporates a fault detection mechanism. If an abnormal signal is detected during the release process, an automated recovery program is triggered or the operator is prompted to intervene manually, further ensuring the robustness and reliability of the entire system and improving the safety factor of transportation operations, thus providing important protection for the entire engineering operation and subsequent analysis.

[0105] Furthermore, such as Figure 4 As shown, the load distribution is recalculated based on the state of the coupled finite element model after constraint removal, including:

[0106] Obtain the current boundary condition state of the coupled finite element model after constraint removal, and identify the set of constraint removal nodes of the temporary support components;

[0107] Based on the load properties of the steel beam and the geometric parameters of the vehicle, a dynamic load distribution pattern is configured at the load application point of the coupled finite element model.

[0108] Perform the static equilibrium solution process of the coupled finite element model to calculate the displacement response and stress distribution of each node of the bridge structure;

[0109] By integrating displacement response and stress distribution, a nodal stress dataset including nodal location and stress value is generated.

[0110] As a preferred embodiment of the above, firstly, after the node constraints of the temporary support component are released, the current boundary condition state of the coupled finite element model needs to be obtained in real time. This process can be achieved through a calculation module with fast response, especially by integrating the interconnection relationship between the temporary support component and the bridge structure to obtain the latest spatial parameters of the entire finite element model after the constraints are released. Once a constraint is released, the set of constraint-released nodes of the temporary support component is identified, and the corresponding node parameters and node identifiers pre-set according to the support position are retrieved from the database to update the motion state of the nodes. Subsequently, based on the current state of the coupled finite element model and the configuration information of the steel beam load properties and the vehicle geometry parameters, the load is determined. To achieve more accurate dynamic analysis, a multi-point load application strategy is preferably defined in the model. By introducing the distribution weights of the node group, a load distribution diagram closer to reality for the steel beam is constructed. This process utilizes the geometry of the vehicle and the actual shape and weight distribution of the steel beam, combined with dynamic data such as the axle load changes of the current transport vehicle, to generate a load distribution mode that conforms to the actual motion characteristics within the time and space range, ensuring the load transfer capability and accuracy of the steel beam under motion. Next, a static equilibrium solution method is used to calculate and analyze the entire coupled finite element model, generating the displacement response and stress distribution of each node of the bridge structure. An advanced finite element solver is preferred. First, the boundary conditions and mechanical state within the solution area are redefined. Then, an iterative algorithm is used to calculate the mechanical response of all bridge deck mesh elements and related nodes of temporary support components, thereby obtaining the displacement and stress characteristics of the bridge under dynamic loads. To ensure convergence and accuracy, a stepwise optimization constraint adjustment method is preferred, that is, gradually approaching the accurate load distribution through hierarchical calculations to avoid simulation errors caused by the instability of a single calculation. After obtaining the displacement response and stress distribution of each node of the bridge structure, the results are integrated to generate a node stress dataset. This step is based on the output data of the model analysis, and the spatial position of each bridge deck mesh element node is integrated with the corresponding stress data. The dataset is integrated into a unified structure and categorized or filtered according to actual application needs. For example, only areas with high load peaks or the most significant load distribution are selected for subsequent analysis. The preferred approach is to generate a stress data report with time and spatial markers, including the nodal stress change trends at multiple time points, for subsequent structural performance evaluation and adjustment decision support. In addition, a stress monitoring and alarm system is integrated during the recalculation of load distribution. When the displacement and stress distribution in the calculation results exceed the preset allowable range, an early warning is immediately triggered to generate countermeasure suggestions, including instructions for adjusting the stiffness of temporary support components or suggestions for correcting the position of transport vehicles, further improving the safety of transporting steel beams.

[0111] Furthermore, calculating the mean nodal stress in the non-thickened area of ​​the bridge deck includes:

[0112] Based on the topological relationships and geometric features of the bridge structure, the boundary coordinate range of the non-thickened area of ​​the bridge deck is obtained;

[0113] Spatial matching calculations were performed between the boundary coordinate range and the node positions in the node stress dataset to filter the target node set located in the non-thickened area of ​​the bridge deck.

[0114] The arithmetic mean of stress values ​​at all node locations in the target node set is calculated to generate the mean stress value at each node.

[0115] As a preferred embodiment of the above, firstly, based on the topological relationship and geometric features of the bridge structure, the boundary of the non-thickened area of ​​the bridge deck is defined. Specifically, it is necessary to combine the three-dimensional geometric model during bridge design to extract the area of ​​the bridge deck that has not been designed with additional steel reinforcement or thickening, and define it as the non-thickened area. In order to improve the accuracy and efficiency of the calculation operation, it is preferable to extract the specific coordinate range of the boundary, including the spatial position of each vertex and the area features of the boundary. By parsing these geometric data into a spatial description compatible with the finite element model, the clarity and consistency of the region's extent are further ensured. After obtaining the boundary coordinates of the non-thickened region, the next step is to perform spatial matching calculations between this location range and the positions of each node in the nodal stress dataset. To achieve efficient spatial matching, a calculation algorithm based on three-dimensional spatial indexing or positional association can be preferred. By traversing each node position in the nodal stress dataset, it is determined whether the node is within the non-thickened region. Specifically, each node position can be compared with the boundary of the non-thickened region in a three-dimensional coordinate system to filter out the set of target nodes located within the region. To increase the accuracy of the calculation, the edge conditions of the boundary points need to be considered, for example, by setting a tolerance value to ensure that node data near the boundary points are not missed. The filtered set of target nodes is a comprehensive dataset of the non-thickened region of the bridge deck, including all node positions in the region and their corresponding coordinates. The stress values ​​are then calculated. Next, the stress values ​​of all nodes in the target node set are arithmetically averaged to generate the node stress mean. A preferred calculation method is to quickly extract the stress value array of the target nodes using a data classifier or batch processing function to ensure data integrity. The extracted stress values ​​are then averaged. To ensure the validity of the results, the stress values ​​can be checked for reasonableness before calculation, such as removing high or low values ​​due to physical anomalies, and noise reduction processing can be added to further optimize the quality of the arithmetic average result. In practice, to facilitate subsequent analysis, it is preferable to store the node stress mean and the corresponding target node data as a structured dataset, including the node location distribution, stress statistics, and spatial description information of the non-thickened area. Furthermore, stress distribution maps can be generated based on specific engineering requirements, such as visually reflecting the node stress changes in the non-thickened area of ​​the bridge deck for designers' reference.

[0116] Furthermore, such as Figure 5 As shown, determining if the load-bearing ratio exceeds the limit includes:

[0117] Based on the current solution state of the coupled finite element model, obtain the support reaction force dataset of the temporary support component;

[0118] Obtain the static value of the total load on the steel beam from the load properties of the steel beam;

[0119] Perform a summation operation on each support reaction value in the support reaction data set to generate the total support reaction, and calculate the ratio of the total support reaction to the total load on the steel beam;

[0120] Based on the design parameters of the temporary support components, determine the proportional threshold corresponding to the safety factor of the design bearing capacity;

[0121] The ratio is compared with the proportional threshold. When the ratio is greater than the proportional threshold, the load bearing ratio is determined to be out of limit.

[0122] As a preferred embodiment of the above, firstly, the reaction force dataset of the temporary support components is obtained from the solution state of the coupled finite element model. During the calculation process, the reaction forces at each key stress point of the temporary support components are accurately recorded using structural analysis software, including the support location, direction, and moment, and integrated into a complete dataset to ensure the data's validity in both the time and spatial domains. Next, the static value of the total load of the steel beam is obtained from the steel beam load properties. This step preferably analyzes the immutable weight of the steel beam during transportation and all external loads applied to it. Based on the standard load distribution during transportation, the total load state of the steel beam is accurately determined as a basis parameter for subsequent analysis. Then, the reaction force values ​​in the reaction force dataset are summed one by one to generate a total reaction force. Through a systematic integrated calculation strategy, all reaction force actions are summarized to reflect the overall stress state of the support system. Based on the obtained total reaction force, the ratio between the sum and the previously determined total load of the steel beam is calculated. Preferably, the data accumulation and ratio calculation tasks are automatically performed by a computer-aided module to ensure efficient calculation. The system ensures both accuracy and reliability, while also providing the ability to correct and monitor any errors in the calculation process. Furthermore, based on the design parameters of the temporary support components, a proportional threshold corresponding to the safety factor of the design bearing capacity is determined. The design bearing capacity is pre-set based on the material strength of the components, the design load, and environmental conditions. The safety factor is a commonly used parameter in engineering design, used to provide sufficient safety margin. By comparing the ratio of the sum of support reactions to the total load of the steel beam, and considering the specifications in the engineering design, an applicable proportional threshold is determined. The setting of the safety factor is preferably based not only on standard engineering specifications but also on practical operational experience and environmental factors to ensure its rationality and safety. Finally, the calculated ratio is compared numerically with the determined proportional threshold. When the ratio exceeds the set proportional threshold, the load bearing ratio is deemed to be out of limit. To ensure the scientific nature of the analysis results and the reliability of the decision-making, an alarm can be issued immediately when an out-of-limit situation is detected, and suggested adjustment measures can be automatically generated, such as modifying the route planning of the transport vehicle or adjusting the configuration of the temporary support components, to quickly eliminate potential safety hazards.

[0123] Furthermore, the generation of temporary support component stiffness adjustment commands and vehicle pose correction commands includes:

[0124] Based on the judgment results of load main transmission path deviation and load bearing ratio exceeding the limit, the difference between the current stiffness state and the target stiffness state of the temporary support component is analyzed to determine the stiffness adjustment strategy.

[0125] Based on the judgment results of load main transmission path deviation and load bearing ratio exceeding the limit, the deviation between the current value and the safe pose value of the vehicle pose data is analyzed to determine the pose correction strategy.

[0126] Based on the stiffness adjustment strategy, generate stiffness adjustment instructions for temporary support components, including adjustment magnitude and direction;

[0127] Based on the pose correction strategy, generate vehicle pose correction instructions, including correction parameters and orientation.

[0128] As a preferred embodiment of the above, firstly, based on the judgment results of load main transmission path deviation and load bearing ratio exceeding limits, the difference between the current stiffness state and the target stiffness state of the temporary support component is analyzed in depth. The current stiffness state is obtained through real-time data feedback from the measurement system and compared with the stiffness expected in the design to determine the specific location and magnitude of the deviation. Through comparative analysis, this process will reveal the urgency and magnitude of the adjustment needs to maintain good force transmission effect during transportation. On this basis, a stiffness adjustment strategy is determined, preferably by combining stiffness change data under historical working conditions to refine the adjustment magnitude and direction to ensure that the adjusted system can respond to dynamic load changes in real time. Secondly, for the same judgment results, it is also necessary to simultaneously analyze the deviation between the current value and the safe posture value of the vehicle posture data. By obtaining the real-time posture data of the vehicle and comparing it with the safe posture set according to the vehicle stability requirements, the specific posture deviation is clarified. The comparative analysis process should consider vehicle movement. Factors such as path, load center of gravity changes, and external environmental influences determine the posture correction strategy. Preferably, the correction strategy should be detailed down to specific parameter changes and adjustment directions to guide subsequent command generation. Once the stiffness adjustment strategy is determined, stiffness adjustment commands for temporary support components are generated based on this strategy. The commands should specify the adjustment range and direction, typically involving adjusting the connection tightness of support components or replacing local components to match new mechanical requirements. In this process, automated adjustment equipment and precise CNC devices are preferred to execute the adjustment actions. To reduce errors caused by human intervention, specific parameters and constraints of the equipment can be comprehensively considered during command generation to improve the accuracy and efficiency of execution. Simultaneously, based on the posture correction strategy, vehicle posture correction commands are generated. These commands include specific correction parameters and directions. For example, based on the vehicle's current yaw angle and tilt, the angle and direction to be adjusted are calculated, thereby accurately correcting the vehicle's motion attitude through an automatic driving system or manually operated equipment. To ensure the real-time performance and accuracy of the correction commands, high-precision positioning sensors and feedback control systems can be integrated. Through closed-loop control, the vehicle's operating state can be continuously adjusted to adapt to dynamically changing terrain and load conditions during travel.

[0129] Example 2;

[0130] Based on the same inventive concept as the load analysis method for a transport steel beam in the foregoing embodiments, the present invention also provides a load analysis system for a transport steel beam, the system comprising:

[0131] The model building module synchronously imports the vehicle's geometric parameters and the steel beam's load properties to establish a coupled finite element model that includes the bridge structure, temporary support components, and the transport vehicle.

[0132] The constraint marking module identifies pre-embedded obstacles on the bridge deck, generates spatial avoidance areas based on the physical boundaries of the pre-embedded obstacles, and marks them as constraint release regions in the coupled finite element model;

[0133] The constraint release module releases the node constraints of the temporary support components corresponding to the constraint release domain when the vehicle pose data indicates that the transport vehicle has entered the spatial avoidance area.

[0134] The load calculation module recalculates the load distribution based on the state of the coupled finite element model after the constraints are removed, and generates a nodal stress dataset.

[0135] The offset determination module calculates the average node stress in the non-thickened area of ​​the bridge deck based on the node stress dataset. When the average node stress reaches the critical proportion of the yield strength of the bridge steel, the offset of the main load transmission path is determined.

[0136] The load determination module calculates the ratio of the sum of the support reactions of the temporary support components to the total load of the steel beam. When the ratio exceeds the proportional threshold corresponding to the safety factor of the design bearing capacity, it is determined that the load bearing ratio exceeds the limit.

[0137] The instruction adjustment module generates stiffness adjustment instructions for temporary support components and vehicle posture correction instructions when both the main load transmission path offset and the load bearing ratio exceed the limit.

[0138] The adjustment system described above in this invention can effectively realize a load analysis method for transport steel beams, and the technical effects it can achieve are as described in the above embodiments, and will not be repeated here.

[0139] Furthermore, the model building module includes:

[0140] Physical discrete elements are used, with shell elements used to discretize the bridge structure and beam elements used to discretize the temporary support components;

[0141] Virtual vehicle unit: Based on the vehicle's geometric parameters, a transportation vehicle is constructed using rigid body elements;

[0142] The model assembly unit assembles the bridge structure, temporary support components, and transport vehicles into a complete model.

[0143] The condition application unit applies contact conditions between the transport vehicle and the bridge structure, and applies the load properties of the steel beam to the bearing surface of the transport vehicle.

[0144] Similarly, the above-mentioned optimization schemes for the system can also achieve the optimization effects corresponding to the methods in Embodiment 1, which will not be repeated here.

[0145] Although this application has been described in conjunction with specific features and embodiments, it is obvious that various modifications and combinations can be made thereto without departing from the spirit and scope of this application. Accordingly, this specification and drawings are merely exemplary illustrations of the application as defined herein, and are to be considered as covering any and all modifications, variations, combinations, or equivalents within the scope of this application. Clearly, those skilled in the art can make various alterations and modifications to this application without departing from its scope. Thus, if such modifications and modifications fall within the scope of this application and its equivalents, this application intends to include such modifications and modifications.

Claims

1. A load analysis method for transport steel beams, characterized in that, The method includes: Simultaneously import the vehicle's geometric parameters and the steel beam's load properties to establish a coupled finite element model that includes the bridge structure, temporary support components, and the transport vehicle; Identify the pre-embedded obstacles on the bridge deck, generate a spatial avoidance area based on the physical boundary of the pre-embedded obstacles, and mark it as the constraint release domain in the coupled finite element model; When the vehicle pose data indicates that the transport vehicle has entered the space avoidance area, the node constraints of the temporary support component corresponding to the constraint release domain are released. Based on the state of the coupled finite element model after the constraints are removed, the load distribution is recalculated to generate a nodal stress dataset. Based on the node stress dataset, the mean node stress in the non-thickened area of ​​the bridge deck is calculated. When the mean node stress reaches the critical proportion of the yield strength of the bridge steel, the main load transmission path is determined to be offset. Calculate the ratio of the sum of the support reactions of the temporary support components to the total load of the steel beam. When the ratio exceeds the proportional threshold corresponding to the safety factor of the design bearing capacity, it is determined that the load bearing ratio exceeds the limit. When the load main transmission path offset and the load bearing ratio exceed the limit are both met simultaneously, a stiffness adjustment command for the temporary support component and a vehicle posture correction command are generated.

2. The load analysis method for transport steel beams according to claim 1, characterized in that, Establishing a coupled finite element model includes: The bridge structure is discretized using shell elements, and the temporary support components are discretized using beam elements. Based on the vehicle's geometric parameters, the transport vehicle is constructed using rigid body elements; The bridge structure, the temporary support components, and the transport vehicle are assembled into an overall model. Contact conditions are applied between the transport vehicle and the bridge structure, and the load properties of the steel beam are applied to the bearing surface of the transport vehicle.

3. The load analysis method for transport steel beams according to claim 1, characterized in that, Generate spatial avoidance zones, including: The three-dimensional geometric contour of the pre-embedded obstacle is obtained as the reference of the physical boundary, and the projection orientation of the physical boundary in the bridge deck coordinate system is determined based on the topological relationship of the bridge structure. The physical boundary is mapped along the projection orientation to the bridge surface mesh element of the coupled finite element model to generate an initial projection area covering the influence range of the pre-embedded obstacle. An adaptive densification operation is performed on the bridge surface mesh cells within the initial projection area to generate a locally densified mesh with gradient density characteristics; The constraint release region is marked in the geometric center region of the localized encrypted mesh, and the boundary coordinates of the constraint release region are associated with the installation location of the temporary support component.

4. The load analysis method for transport steel beams according to claim 3, characterized in that, Releasing the node constraints of the temporary support component corresponding to the constraint release domain includes: The pose data stream of the transport vehicle is acquired in real time, and the spatial coordinates and attitude angle parameters in the pose data stream are parsed. The spatial coordinates are matched with the boundary coordinates of the constraint release domain to generate the relative positional relationship between the vehicle and the region. When the relative positional relationship between the vehicle and the area meets the preset intrusion conditions, the constraint release command of the temporary support component associated with the constraint release domain is activated; According to the constraint release command, the node database of the coupled finite element model is traversed to locate the set of target nodes bound to the installation location; Remove the displacement constraint attributes of the target node set and update the boundary condition state of the coupled finite element model.

5. The load analysis method for transport steel beams according to claim 1, characterized in that, The load distribution is recalculated based on the state of the coupled finite element model after the constraints are removed, including: Obtain the current boundary condition state of the coupled finite element model after the constraints are removed, and identify the set of constraint-removed nodes of the temporary support component; Based on the load properties of the steel beam and the geometric parameters of the vehicle, a dynamic load distribution pattern is configured at the load application point of the coupled finite element model; Perform the static equilibrium solution process of the coupled finite element model to calculate the displacement response and stress distribution of each node of the bridge structure; By integrating the displacement response and the stress distribution, a nodal stress dataset is generated that includes nodal locations and stress values.

6. The load analysis method for transport steel beams according to claim 5, characterized in that, Calculate the mean nodal stress in the non-thickened area of ​​the bridge deck, including: Based on the topological relationship and geometric features of the bridge structure, the boundary coordinate range of the non-thickened area of ​​the bridge deck is obtained; The boundary coordinate range is spatially matched with the node positions in the node stress dataset to filter the target node set located in the non-thickened area of ​​the bridge deck. The arithmetic mean of the stress values ​​at all node locations in the target node set is calculated to generate the mean node stress.

7. The load analysis method for transport steel beams according to claim 1, characterized in that, Determining that the load-bearing ratio exceeds the limit includes: Based on the current solution state of the coupled finite element model, obtain the support reaction force dataset of the temporary support component; Obtain the static value of the total load of the steel beam from the load properties of the steel beam; Perform a summation operation on each support reaction value in the support reaction data set to generate a total support reaction force, and calculate the ratio of the total support reaction force to the total load of the steel beam; Based on the design parameters of the temporary support components, determine the proportional threshold corresponding to the safety factor of the design bearing capacity; The ratio is compared with the ratio threshold. When the ratio is greater than the ratio threshold, it is determined that the load bearing ratio exceeds the limit.

8. The load analysis method for transport steel beams according to claim 1, characterized in that, Generating the stiffness adjustment command for the temporary support component and the vehicle pose correction command includes: Based on the determination results of the load main transmission path offset and the load bearing ratio exceeding the limit, the difference between the current stiffness state and the target stiffness state of the temporary support component is analyzed to determine the stiffness adjustment strategy. Based on the determination results of the load main transmission path offset and the load bearing ratio exceeding the limit, the deviation between the current value and the safe pose value of the vehicle pose data is analyzed to determine the pose correction strategy. Based on the stiffness adjustment strategy, a stiffness adjustment instruction for the temporary support component is generated, including the adjustment range and direction; Based on the pose correction strategy, the vehicle pose correction command is generated, including correction parameters and direction.

9. A load analysis system for transporting steel beams, characterized in that, The system includes: The model building module synchronously imports the vehicle's geometric parameters and the steel beam's load properties to establish a coupled finite element model that includes the bridge structure, temporary support components, and the transport vehicle. The constraint marking module identifies pre-embedded obstacles on the bridge deck, generates spatial avoidance areas based on the physical boundaries of the pre-embedded obstacles, and marks them as constraint release regions in the coupled finite element model; The constraint release module releases the node constraints of the temporary support components corresponding to the constraint release domain when the vehicle pose data indicates that the transport vehicle has entered the spatial avoidance area. The load calculation module recalculates the load distribution based on the state of the coupled finite element model after the constraints are removed, and generates a nodal stress dataset. The offset determination module calculates the average node stress in the non-thickened area of ​​the bridge deck based on the node stress dataset. When the average node stress reaches the critical proportion of the yield strength of the bridge steel, the offset of the main load transmission path is determined. The load determination module calculates the ratio of the sum of the support reactions of the temporary support components to the total load of the steel beam. When the ratio exceeds the proportional threshold corresponding to the safety factor of the design bearing capacity, it is determined that the load bearing ratio exceeds the limit. The instruction adjustment module generates stiffness adjustment instructions for temporary support components and vehicle posture correction instructions when both the main load transmission path offset and the load bearing ratio exceed the limit.

10. The load analysis system for transport steel beams according to claim 9, characterized in that, The model building module includes: Physical discrete elements are used, with shell elements used to discretize the bridge structure and beam elements used to discretize the temporary support components; Virtual vehicle unit: Based on the vehicle's geometric parameters, a transportation vehicle is constructed using rigid body elements; The model assembly unit assembles the bridge structure, temporary support components, and transport vehicles into a complete model. The condition application unit applies contact conditions between the transport vehicle and the bridge structure, and applies the load properties of the steel beam to the bearing surface of the transport vehicle.

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