Method and device for reducing loading impact of acceleration loading device, equipment and medium

Abstract

The invention provides a method and device for reducing loading impact of an acceleration loading device, equipment and a medium, and belongs to the technical field of equipment control. The method comprises the following steps: determining a starting point coordinate of a track easement curve based on a circle center coordinate and a radial deformation amount of a left arc of a track; determining end point coordinates of the track easement curve based on the road surface influence range and the circle center coordinates of the tire force in the road surface; determining a relational expression between radial deformation and time; substituting the speed of the loading unit of the device into the relational expression of the radial deformation and the time to obtain a relational expression of the radial deformation and the transverse displacement of the loading unit of the device; the relational expression of the radial deformation and the transverse displacement of the device loading unit is a track easement curve; and determining physical shape data of the track based on the track easement curve starting point coordinate, the track easement curve terminal point coordinate, the track easement curve and the physical structure parameters of the track. According to the invention, the loading impact of the acceleration loading device can be reduced.

Description

Technical Field

[0001] This application belongs to the field of road engineering technology, and more specifically, relates to methods, devices, equipment, and media for reducing the impact of accelerated loading devices. Background Technology

[0002] Accelerated Loading Devices (ALDs) are core equipment in road engineering for rapidly evaluating the long-term performance of asphalt pavements. By applying controllable dynamic loads to simulate actual traffic loads, ALDs can quickly reproduce long-term degradation processes such as pavement deformation and material aging. They are widely used in pavement material research and development, structural design verification, and service performance evaluation. Through optimized loading methods, improved temperature control accuracy, and expanded application scenarios, ALDs have become a key tool for pavement performance testing.

[0003] In cyclic loading tests of accelerated loading devices, the contact characteristics between the loading wheel and the road surface directly affect the accuracy and reliability of the test results. In existing technologies, regardless of whether a single-wheel or dual-wheel loading mode is used, the loading wheel generates an impact load due to the instantaneous application of load each time it initially contacts the road surface. This impact load is concentrated on the edge area of ​​the road test section, which can easily lead to early local damage at the edge, and in severe cases, pit-like defects.

[0004] The aforementioned defects trigger a series of chain reactions: after the road surface edge is damaged, the load transfer path becomes abnormal, leading to distorted test data that cannot accurately reflect the overall performance of the road surface; in extreme cases, impact loads may also cause equipment failures such as tire blowouts on the loading wheel; simultaneously, frequent shutdowns to repair damaged road surfaces during testing reduce loading test efficiency. Although existing technologies attempt to mitigate impact by improving the loading hydraulic system, optimizing tire contact characteristics, or adding external buffer components, none of these methods fundamentally solve the impact problem when the loading wheel initially contacts the road surface. This defect has become a key bottleneck restricting the improvement of the accuracy and efficiency of accelerated loading device testing. Summary of the Invention

[0005] The purpose of this application is to provide a method, apparatus, equipment, or medium for reducing the impact of loading by an accelerator.

[0006] A first aspect of this application provides a method for reducing the impact of loading by an accelerated loading device, comprising: The starting coordinates of the track transition curve are determined based on the center coordinates and radial deformation of the arc on the left side of the track; the ending coordinates of the track transition curve are determined based on the influence range of the tire force on the road surface and the center coordinates; the center coordinates are the origin of the coordinate system, and the radial deformation is the sum of the radial deformation of the tire and the radial deformation of the road surface under the maximum half-axle load. The relationship between radial deformation and time is determined; the velocity of the loading unit is substituted into the relationship between radial deformation and time to obtain the relationship between radial deformation and lateral displacement of the loading unit; the relationship between radial deformation and lateral displacement of the loading unit is the track transition curve; the acceleration loading device includes a track, a loading unit, and a loading wheel; the loading wheel is installed below the loading unit and is in direct contact with the road surface; the loading unit is a trolley installed on the track, which is used to apply radial load to the loading wheel and drive the loading wheel to move along the track; The physical shape data of the track is determined based on the coordinates of the starting point and ending point of the track transition curve, as well as the physical structural parameters of the track and the track. The physical shape data of the track is used to participate in the track shape design of the acceleration loading device.

[0007] A second aspect of this application provides an apparatus for reducing the impact of an accelerated loading device, comprising: The track transition curve endpoint calculation module is used to determine the starting coordinates of the track transition curve based on the center coordinates and radial deformation of the arc on the left side of the track; and to determine the ending coordinates of the track transition curve based on the influence range of the tire force on the road surface and the center coordinates; the center coordinates are the origin of the coordinate system, and the radial deformation is the sum of the radial deformation of the tire and the radial deformation of the road surface under the maximum half-axle load. The track transition curve determination module is used to determine the relationship between radial deformation and time. Substituting the velocity of the loading unit into the relationship between radial deformation and time, the relationship between radial deformation and lateral displacement of the loading unit is obtained. The relationship between radial deformation and lateral displacement of the loading unit is the track transition curve. The acceleration loading device includes a track, a loading unit, and a loading wheel. The loading wheel is installed below the loading unit and is in direct contact with the road surface. The loading unit is a trolley installed on the track. The loading unit is used to apply radial load to the loading wheel and drive the loading wheel to move along the track. The track shape data calculation module is used to determine the physical shape data of the track based on the starting coordinates of the track transition curve, the ending coordinates of the track transition curve, and the physical structural parameters of the track and the track; the physical shape data of the track is used to participate in the track shape design of the acceleration loading device.

[0008] A third aspect of this application provides an electronic device, including a memory, a processor, and a computer program stored in the memory and running on the processor, wherein the processor executes the computer program to implement the steps of the method for reducing the loading impact of the accelerated loading device described above.

[0009] A fourth aspect of this application provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the steps of the method for reducing the loading impact of an accelerated loading device described above.

[0010] The beneficial effects of the method, apparatus, equipment, and medium for reducing the impact of accelerated loading provided in this application embodiment are as follows: The method provided in this application can fundamentally solve various problems caused by the impact of the accelerated loading device, and improve testing efficiency, road test reliability and equipment durability.

[0011] This embodiment first determines the start and end points of the transition curve through precise calculation. The start point is designed based on the total deformation of the tire and road surface under the maximum half-axle load, ensuring that the loading wheel starts under force from the moment of contact. The end point avoids the range of influence of tire force on the road surface, ensuring that the loading wheel can stably complete contact. This embodiment then generates the transition curve through the relationship between radial deformation and lateral displacement. This curve acts as a gentle transition slope, allowing the loading wheel to gradually transition from light contact to full compression along the curve, significantly reducing the impact force and preventing the loading wheel from violently impacting the road surface.

[0012] As a result, the problem of early damage to the road surface edges caused by impact is solved, eliminating the need for frequent work stoppages to repair the road surface and improving testing efficiency; without damage to the road surface edges, there will be no abnormal load transfer, and the test data can truly reflect the road surface performance, making the results more reliable; at the same time, the loading wheel is subjected to force more smoothly, avoiding the risk of tire blowouts caused by impact, making the equipment safer and more durable. Attached Figure Description

[0013] To more clearly illustrate the technical solutions in the embodiments of this application, 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 this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0014] Figure 1 A schematic flowchart illustrating a method for reducing the impact of an accelerated loading device according to an embodiment of this application; Figure 2 A schematic diagram of a longitudinal cross-sectional model of tire and road surface static load simulation provided in an embodiment of this application; Figure 3 A graph showing the radial deformation as a function of time, provided in one embodiment of this application; Figure 4 A graph showing the first derivative of radial deformation as a function of time, provided for an embodiment of this application; Figure 5A second derivative curve of radial deformation versus time provided for an embodiment of this application; Figure 6 This is an optimized model of an accelerated loading experimental device provided in one embodiment of this application; Figure 7 A comparison curve of radial deformation obtained from simulation and experiment is provided for an embodiment of this application; Figure 8 A simulation curve of the radial deformation of the tire and the road surface provided for an embodiment of this application; Figure 9 A structural block diagram of a device for reducing the impact of an accelerated loading device provided in an embodiment of this application; Figure 10 This is a schematic block diagram of an electronic device provided in an embodiment of this application. Detailed Implementation

[0015] In the following description, specific details such as particular system architectures and techniques are set forth for illustrative purposes and not for limitation, in order to provide a thorough understanding of the embodiments of this application. However, those skilled in the art will understand that this application may also be implemented in other embodiments without these specific details. In other instances, detailed descriptions of well-known systems, apparatuses, circuits, and methods have been omitted so as not to obscure the description of this application with unnecessary detail.

[0016] It is understood that in the embodiments of this application, data such as user information are involved. When the embodiments of this application are applied to specific products or technologies, user permission or consent is required, and the collection, use and processing of related data must comply with relevant laws, regulations and standards.

[0017] It should be noted that the terms "first," "second," etc., used in the specification, claims, and drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such use of data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in sequences other than those illustrated or described herein.

[0018] Please refer to Figure 1 , Figure 1 This is a flowchart illustrating a method for reducing the impact of an accelerated loading device according to an embodiment of this application. The method can be executed by an electronic device, and specifically, the method may include S101 to S103.

[0019] S101: Determine the starting coordinates of the track transition curve based on the center coordinates and radial deformation of the left arc of the track; determine the ending coordinates of the track transition curve based on the influence range of the tire force on the road surface and the center coordinates; the center coordinates are the origin of the coordinate system, and the radial deformation is the sum of the radial deformation of the tire and the radial deformation of the road surface under the maximum half-axle load.

[0020] In this embodiment, before determining the endpoint coordinates of the track transition curve based on the influence range of tire force on the road surface and the center coordinates, the method further includes: A longitudinal profile model of the tire and the road surface is established. This model is used to simulate the movement of aggregates inside the road surface under radial load. Data on the movement trajectory of aggregates inside the road surface are obtained by using a longitudinal profile model of the tire and the road surface. The influence range of tire force on the initial road surface is determined based on the aggregate motion trajectory data inside the road surface. The influence range of the initial road surface is expanded based on the boundary of the test range to obtain the influence range of the road surface.

[0021] In this embodiment, the left-side arc of the track refers to the arc-shaped section on the left side of the track where the loading wheel of the acceleration loading device runs, which is the spatial reference structure for determining the starting point of the transition curve; the center coordinates are the coordinates of the center of the left-side arc of the track, set as the origin of the coordinates, and used to unify the calculation reference for the starting and ending coordinates of the transition curve; the starting coordinates of the track transition curve are the two-dimensional coordinates of the starting position of the transition curve, ensuring that the loading wheel smoothly contacts the road surface from this point; the tire force refers to the radial force applied by the loading wheel to the road surface, which is the core load that causes the movement of aggregates inside the road surface; the road surface interior refers to the internal structural layer of the asphalt pavement, which includes aggregates and other components; the road surface influence range refers to the area inside the road surface where the movement of aggregates is caused by the tire force.

[0022] Radial deformation refers to the sum of the deformation caused by tire compression and the deformation caused by road surface compression under maximum half-axle load; maximum half-axle load refers to the maximum single-axle load on one side of the accelerated loading device (e.g., 75kN), which is a key load parameter for simulating extreme working conditions; the longitudinal profile model of the tire and road surface refers to the two-dimensional tire-road surface model along the loading direction established using Particle Flow Code (PFC) software, such as... Figure 2 As shown, the model can be used to simulate the movement of road aggregates under radial load; the internal aggregate movement trajectory data refers to the displacement path data of the internal aggregates obtained by simulation through the longitudinal profile model; the initial road influence range refers to the internal area of ​​the road where the tire force actually acts, which is directly determined by the aggregate movement trajectory data; the test range boundary refers to the boundary of the effective detection area of ​​the sensor in the accelerated loading device, which is used to limit the safe range of the endpoint of the transition curve.

[0023] In this embodiment, PFC is used to establish a longitudinal profile model of the tire and the road surface to simulate the movement of aggregates inside the road surface under radial load, ensuring that it is not affected by tire force, and also ensuring that subsequent optimization has no impact on the sensor range, thus obtaining the endpoint of the track transition curve.

[0024] For example, this embodiment can use PFC software to construct a simplified two-dimensional coupled longitudinal profile model of the device tire and the asphalt pavement. The pavement model sets the aggregate particles according to the actual asphalt mixture gradation, and the tire model is calibrated according to static stiffness test parameters to ensure consistency between the model and actual working conditions. This embodiment can simulate a tire-road coupled vertical loading test using the longitudinal profile model of the tire and pavement. By studying the movement trend of aggregates inside the asphalt pavement under vertical load, the influence range of tire-road contact force inside the asphalt pavement can be determined.

[0025] For example, this embodiment uses a longitudinal profile model of the tire and road surface to simulate a tire-road coupled vertical loading test and obtain a complete aggregate motion trajectory dataset. This embodiment can analyze the acquired aggregate motion trajectory data and filter out areas where the displacement is greater than a preset displacement threshold (e.g., 0.001 mm), using the boundary of this area as the initial road surface influence range. The simulation yields an influence range of 151.1898 mm for the tire. This embodiment can determine the test range boundary of the acceleration loading device sensor. For example, if the effective detection area of ​​the sensor is 1500 mm from the road surface edge, this embodiment can expand the initial road surface influence range by 1500 mm on both the left and right sides to obtain the final road surface influence range. This embodiment uses the center of the arc on the left side of the track as the coordinate origin, combined with the final road surface influence range, to determine the area of ​​the road surface that is not subject to tire force and does not interfere with the sensor. Based on the spatial location of this area, geometric calculation methods are used to obtain the coordinates of the end point of the track transition curve, such as (3104.4051, -1150.0000).

[0026] S102: Determine the relationship between radial deformation and time; Substitute the velocity of the loading unit into the relationship between radial deformation and time to obtain the relationship between radial deformation and lateral displacement of the loading unit; The relationship between radial deformation and lateral displacement of the loading unit is the track transition curve; The acceleration loading device includes a track, a loading unit, and a loading wheel; The loading wheel is installed below the loading unit and is in direct contact with the road surface; The loading unit is a trolley installed on the track, which is used to apply radial load to the loading wheel and drive the loading wheel to move along the track.

[0027] In this embodiment, the relationship between radial deformation and time is a mathematical expression describing the change in total radial deformation as the loading wheel contacts the road surface during compression, reflecting the increasing law of deformation over time; the speed of the loading unit is the speed at which the loading wheel of the loading device moves laterally along the track, and must conform to the speed range designed for the device; the relationship between radial deformation and the lateral displacement of the loading unit is an expression relating the total radial deformation to the lateral movement distance of the loading wheel obtained by substituting the speed of the loading unit into the deformation-time relationship; the track transition curve is a track curve determined by the relationship between radial deformation and the lateral displacement of the loading unit, used to guide the loading wheel to smoothly contact the road surface.

[0028] In this embodiment, the loading unit of the device moves laterally at a preset fixed speed. There is a definite correlation between time and displacement. This embodiment first establishes the deformation-time relationship, and then substitutes the speed to transform it into the deformation-displacement relationship. This can transform the abstract time dimension into the intuitive track space dimension, thereby determining the actual shape of the transition curve and ensuring that the loading wheel deforms smoothly at a preset rhythm when moving along the track, thus avoiding the initial contact impact from the spatial trajectory.

[0029] For example, this embodiment can combine the total radial deformation of 56.35 mm under the maximum half-axle load of 75 kN of the accelerated loading device, refer to the load-deformation data obtained from the tire static stiffness test (10.00R20 tire, tire pressure 0.7 MPa) and Adams simulation, analyze the variation law of deformation with time, ensure that the deformation increases smoothly from 0 mm to 56.35 mm within a 0.85 s compression time, and finally determine the relationship between radial deformation and time that conforms to this law.

[0030] In this embodiment, for example, in the technical parameter table of the accelerated loading device, when the current test condition is a maximum half-axle load of 75kN, the lateral movement speed of the loading wheel is selected as 15km / h. In this embodiment, based on the physical relationship that lateral displacement equals speed multiplied by time, the loading speed of 15km / h is converted into instantaneous speed unit (4.17m / s), substituted into the already determined relationship between radial deformation and time, and the time variable is eliminated to obtain the relationship between the total radial deformation and the lateral displacement of the device loading unit. Based on the above-mentioned relationship between radial deformation and lateral displacement of the device loading unit, and taking the center of the left arc of the track as the origin of the coordinate system, this embodiment can calculate the radial deformation of each displacement node during the process of the lateral displacement of the device loading unit from the starting point coordinate position to the ending point coordinate position. The curve formed by the correspondence between these displacements and deformations is the track transition curve, and track processing can be carried out based on this curve.

[0031] S103: Determine the physical shape data of the track based on the starting coordinates of the track transition curve, the ending coordinates of the track transition curve, and the physical structural parameters of the track and the track; the physical shape data of the track is used to participate in the track shape design of the accelerated loading device.

[0032] In this embodiment, the physical structural parameters of the track refer to the inherent design parameters of the track of the acceleration loading device, such as the track material strength, cross-sectional dimensions, width, and fitting gap with the loading wheel, to ensure that the track is machinable and meets the load-bearing requirements; the physical shape data of the track refers to the spatial shape parameters of each position of the track obtained by combining the coordinates of the start and end points of the transition curve, the shape of the transition curve, and the physical structural parameters; the transition curve track refers to the physical track with transition curve segments processed according to the physical shape data.

[0033] As can be seen from the above, the method provided in this embodiment can fundamentally solve various problems caused by the impact of the accelerated loading device, improve testing efficiency, road test reliability and equipment durability.

[0034] This embodiment first determines the start and end points of the transition curve through precise calculations. The start point is designed based on the total deformation of the tire and the road surface under the maximum half-axle load, ensuring that the loading wheel starts under force from the moment of contact. The end point avoids the range of influence of tire force on the road surface, ensuring that the loading wheel can stably complete contact. This embodiment then generates the transition curve using the relationship between radial deformation and lateral displacement. This curve acts as a gentle transition ramp, allowing the loading wheel to gradually transition from light contact to full compression along the curve, significantly reducing the impact force and preventing the loading wheel from violently impacting the road surface.

[0035] As a result, the problem of early damage to the road surface edges caused by impact is solved, eliminating the need for frequent work stoppages to repair the road surface and improving testing efficiency; without damage to the road surface edges, there will be no abnormal load transfer, and the test data can truly reflect the road surface performance, making the results more reliable; at the same time, the loading wheel is subjected to force more smoothly, avoiding the risk of tire blowouts caused by impact, making the equipment safer and more durable.

[0036] In one embodiment of this application, determining the relationship between radial deformation and time includes: Determine the first relationship between radial deformation and axle load and time; The first relation is: ; in, This is the radial deformation. Let be the radial deformation of the tire at time t during the compression process under applied axle load F. Let be the radial deformation of the road surface at time t during the application of axle load F. For each reference time point in the compression process, The axle load is the time from initial contact between the tire and the road surface until the design axle load is reached. Taylor polynomial expansion of the function of axle load and time yields the Taylor polynomial of axle load and time. The Taylor polynomial of axle load versus time is: ; in, This is a reference time point within the compression process. for axle load at that time The remaining terms; Based on the first relation and Taylor polynomial, a second relation between radial deformation and time is obtained; let... These are the unknown coefficients of each term in the second relation, and the total number of unknown coefficients is n+1. Taking the second derivative of the second relation yields the radial acceleration. Construct the objective function and constraints; the objective function is used to characterize minimizing the target value, which is the maximum absolute value of radial acceleration during the compression process time period; the constraints include deformation trend constraints, mandatory point constraints, and non-negativity acceleration constraints; the non-negativity acceleration constraint is that the radial acceleration is not less than 0 during the compression process time period. Determine the optimal coefficient set corresponding to each unknown coefficient in the second relation based on the objective function and constraints; Substituting the optimal set of coefficients into the second relational expression yields the relationship between radial deformation and time.

[0037] In this embodiment, the objective function is: ; Where Z is the objective function value, and the compression process time period is [0, ..., ], This is the second derivative of the radial deformation with respect to time, i.e., the radial acceleration; The deformation trend constraint is: ; in, The first derivative of the second relation; The mandatory point constraint includes an initial point constraint and an end point constraint. The initial point constraint is that the radial deformation is 0 when the time is 0; the end point constraint is that the x-coordinate of the end point satisfies: ; in, To ultimately complete the compression time, The x-coordinate of the starting point coordinates of the track transition curve. The x-coordinate of the endpoint of the track transition curve. This refers to the lateral movement speed of the loading unit of the device.

[0038] In this embodiment, determining the optimal coefficient set corresponding to each unknown coefficient in the second relation based on the objective function and constraints specifically includes: taking the objective function, constraints, and second relation as input, iteratively adjusting each unknown coefficient in the second relation using the interior point method until a preset iteration termination condition is met, and outputting the optimal coefficient set corresponding to each unknown coefficient in the second relation; each iteration adjustment satisfies the constraints.

[0039] In this embodiment, the first relation is an expression characterizing the relationship between radial deformation and axle load and time. It consists of tire radial deformation, road radial deformation, compression process time, and axle load, reflecting the core influencing factors of total deformation. The Taylor polynomial is a polynomial obtained by expanding the function of axle load and time, used to accurately describe the change law of axle load with time. The reference time point is an arbitrary reference time point within the compression process time period, used for Taylor polynomial expansion calculation. The remaining terms are minor parts not covered by the main terms after Taylor polynomial expansion, which can be ignored due to their small influence. The second relation is an expression obtained by combining the first relation and the Taylor polynomial, containing only time variables and unknown coefficients. The unknown coefficients are the undetermined polynomial coefficients in the second relation, totaling n+1 terms, which need to be solved by optimization algorithms. The radial acceleration is the second derivative of the second relation with respect to time, directly related to the magnitude of the impact force of the tire on the road surface.

[0040] The objective function is used to minimize the maximum absolute value of radial acceleration during the compression process, with the core objective being to reduce impact. The target value is the maximum absolute value of radial acceleration, which is the optimization target of the objective function. The deformation trend constraint requires that the first derivative of the second relation be positive, ensuring that the radial deformation increases monotonically with time. The mandatory point constraint includes the initial point constraint and the endpoint constraint, limiting the points corresponding to the time and deformation that the second relation must pass through. The initial point constraint specifies that the radial deformation is 0 when the time is 0. The endpoint constraint clarifies the calculation relationship that the endpoint x-coordinate must satisfy, relating the x-coordinates of the start and end points of the final compression time to the lateral movement velocity. The iteration termination condition is the stopping criterion for the interior point method iterative calculation, ensuring that the solution converges and meets the accuracy requirements. The optimal coefficient set is the combination of unknown coefficients that satisfy the objective function and constraint conditions; substituting them into the second relation yields the optimal deformation-time relationship.

[0041] The iteration termination conditions include at least one of the following: the difference between the objective function values ​​obtained in adjacent N iterations does not exceed a preset difference threshold; the absolute value of the difference between the values ​​of all unknown coefficients in the second relation in adjacent M iterations does not exceed a preset difference threshold; and the number of iterations reaches a preset maximum number of iterations.

[0042] In this embodiment, the impact force is positively correlated with the radial acceleration. It is necessary to first establish the relationship between deformation, axle load, and time, and then simplify the axle load-time function using Taylor polynomials to obtain a second relationship containing only time and unknown coefficients. Constructing the objective function clarifies the direction of impact optimization. Deformation trend constraints prevent unstable contact caused by deformation rebound, mandatory point constraints ensure compliance with the device design's time and deformation standards, and non-negative acceleration constraints reduce sudden impact changes. The interior point method is suitable for nonlinear optimization with multiple constraints, efficiently solving for the optimal coefficient set, allowing deformation to change smoothly over time, and reducing initial contact impact at its source. This embodiment can reduce loading impact by precisely controlling radial acceleration.

[0043] For example, this embodiment uses a transferable full-scale accelerated loading test system as the application object, and the specific technical implementation steps are as follows: The system incorporates an external plate as an improvement measure, which enhances ground compliance by pre-compressing the tires and reduces impact to some extent. Relevant parameters of the test system are shown in Tables 1 and 2.

[0044] Table 1 Main Technical Parameters of Loaded Link Chain

[0045] Table 2 Main Technical Parameters of the Accelerated Loading Device

[0046] The point at which the tire begins to gradually bear force determines the starting point of the track transition curve, and is a crucial parameter to ensure that the tire can smoothly enter the preload state. This embodiment can study the tire's deformation behavior under different loads based on tire static stiffness test data combined with simulation model analysis. The basic information of the tire static stiffness test used in this embodiment is shown in Table 3.

[0047] Table 3 Basic Information on Tire Static Stiffness Test

[0048] This embodiment uses a 10.00R20 tire (0.7MPa tire pressure) and asphalt pavement structure in the accelerated loading device to establish a tire simulation model using the Automatic Dynamic Analysis of Mechanical Systems (Adams) software to simulate the tire's radial deformation. In the tire simulation model, a radial sliding pair is applied at the tire-axle connection to constrain its lateral degrees of freedom. This constraint boundary effectively suppresses unexpected lateral movements, ensuring that the tire primarily responds to vertical loads. This embodiment further combines the compression process time and axle load to construct a first relationship, clarifying that the total radial deformation is the sum of the tire's radial deformation and the pavement's radial deformation.

[0049] The axle load exhibits a definite functional relationship with time, occurring from the initial contact point to full contact with the ground. To accurately describe this process, the axle load... With time The function is expanded using Taylor polynomials. Assume a reference time point within the contact time period. The value of axle load is Then the Taylor polynomial of the axle load with respect to time can be expressed as:

[0050] Using Newton's second law to define impact force, in the context of tire-ground interaction, the tire's mass can be considered constant. To reduce the impact force generated by the tire on the ground, the key is to reduce the tire's radial acceleration. In this embodiment, the Taylor polynomial can be substituted into the first relational expression to eliminate the axle load variable, resulting in a second relational expression (the relationship between radial deformation and time) containing only the time variable and unknown coefficients. However, this expression still contains unknown parameters, requiring the establishment of appropriate objective functions and boundary conditions, and the use of optimization methods to determine the specific values ​​of these unknown parameters. This embodiment can also derive the relationship between tire radial acceleration and time by taking the second derivative of the second relational expression, thus obtaining the expression for radial acceleration.

[0051] This embodiment can obtain the minimum acceleration of the tire when it contacts the ground by analyzing the relationship between the vertical compression (i.e., radial deformation) and time when the tire contacts the ground, using the idea of ​​optimal uniform approximation. Specifically, by analyzing the vertical compression... The second derivative is used to calculate the minimum acceleration. And construct the objective function using the idea of ​​best uniform approximation.

[0052] The idea behind optimal uniform approximation is to find a function in a given function space such that the deviation between this function and the original function is minimized and uniformly distributed throughout the entire domain. Let... It is defined in the interval A continuous function on, From a certain function class The function selected from the options. The goal of best uniform approximation is to find a function... , so that:

[0053] in, This represents the infinite norm, i.e., the maximum deviation.

[0054] Considering the vertical compression when the tire contacts the ground With time The goal of this embodiment is to find a relational function. This causes the tire to accelerate when it contacts the ground. Throughout the entire time period Minimizing the absolute maximum value of the internal parameters and minimizing the impact force generated during tire contact with the ground can be achieved by optimizing several key unknown parameters in this embodiment. To ensure that the acceleration is minimized at every moment, thereby minimizing the impact force, the objective function is:

[0055] This embodiment can set deformation trend constraints, requiring the first derivative of the second relation to always be positive, that is, the vertical compression increases monotonically with time. This ensures that the compression of the tire-ground contact surface always increases throughout the compression process, avoiding possible reverse motion or unstable states. This constraint not only enhances the physical rationality of the model but also lays the foundation for subsequent acceleration optimization. This embodiment can also set mandatory point constraints, limiting the mandatory points of the vertical compression function with respect to time. Through tire static stiffness compression simulation calculations, the compression of the device is 0 to 56.36 mm when the tire axle load increases from 0 to 7.5 t. According to the design speed of this embodiment, these two points are the mandatory points (0, 0) and (0.85, 56.36) of the function, ensuring that the tire meets the design requirements for time and compression amount standards during the compression process from the starting point of the track transition curve to the end point of the stable state. The initial constraint is a deformation of 0 mm at time 0 seconds, and the endpoint constraint is a deformation of 56.36 mm at time 0.85 seconds. The endpoint's x-coordinate is determined by calculating the starting x-coordinate (3104.4051 mm), the endpoint x-coordinate (-355.57 mm), and the lateral movement speed (15 km / h). This embodiment can add a non-negative acceleration constraint to ensure the second derivative of the vertical compression is non-negative, i.e., to ensure the radial acceleration is not less than 0, further optimizing the dynamic response characteristics during tire-ground contact. This constraint can reduce impact forces caused by sudden changes, improve driving comfort, and extend the service life of tires and other related components.

[0056] This embodiment allows inputting the objective function, constraints, and second relational expression into MATLAB's interior-point optimization module. The iteration termination conditions are set as follows: the absolute value of the difference between two adjacent iterations of the objective function value is not less than a preset difference threshold; the absolute value of the difference between adjacent iterations of all unknown coefficients is not less than a preset threshold; and the number of iterations does not exceed 500. During each iteration, when adjusting the unknown coefficients, all constraints are ensured to be met until the iteration termination condition is reached, at which point the optimal coefficient set is output. Through the introduction and optimization of a series of constraints, this embodiment effectively controls and adjusts the dynamic response characteristics during tire-ground contact, achieving the goal of minimizing impact force.

[0057] This case study uses the interior-point method for iterative calculation to obtain the optimal coefficient set. =0、 =30.45、 =67.95, After that, it's almost zero. For example... Figure 3 As shown, the optimized tire radial deformation exhibits a smooth quadratic parabolic shape over time, indicating that the compression rate continuously increases with time, consistent with the expected dynamic behavior of non-negative and monotonically increasing acceleration. Figure 4 As shown, the first derivative of the function of deformation with time (i.e., radial deformation rate) increases linearly with time, with a slope almost zero, indicating that the radial deformation process of the tire has a constant speed characteristic. This linear relationship verifies the consistency and stability of the optimization model in controlling the loading rate, meeting the expected requirements for smooth loading dynamics. Figure 5 As shown, the second derivative of the function of deformation with time (i.e., radial deformation acceleration) is almost zero. The optimized system is in a state of uniform compression for most of the time with only slight disturbances, thus achieving the goal of almost eliminating the impact between the tire and the road surface.

[0058] This embodiment substitutes the optimal coefficient set into the second relationship to obtain the final relationship between radial deformation and time. This relationship accurately describes the smooth change of deformation over time during tire-road contact, providing a core basis for determining the subsequent track transition curve. The optimized acceleration loading device is then obtained as follows: Figure 6 As shown.

[0059] In one embodiment of this application, before determining the starting coordinates of the track transition curve based on the center coordinates of the left arc of the track and the radial deformation, the method further includes: Determine the fitting function between axle load and radial deformation, where radial deformation is the sum of tire deformation and road surface deformation; Determine the maximum half-axle load, and substitute the maximum half-axle load into the fitting function of axle load and radial deformation to obtain the radial deformation.

[0060] In this embodiment, determining the fitting function between the axial load and the radial deformation specifically includes: The test data and simulated radial deformation data of the tire under different loads were obtained. The test data of the tire radial deformation were obtained by static stiffness test of the loaded tire, and the simulated radial deformation data were obtained by simulation model of the tire. The goodness of fit of the tire simulation model is determined based on the data differences between measured tire radial deformation data and simulated tire radial deformation data. If the goodness of fit of the data is less than the goodness of fit threshold, the tire simulation model is updated until the goodness of fit of the tire simulation model reaches the goodness of fit threshold. If the goodness of fit of the data is not less than the goodness of fit threshold, then the fitting function of axle load and radial deformation is obtained based on the tire simulation model.

[0061] In this embodiment, the fitting function for axle load and radial deformation is a function characterizing the quantitative relationship between axle load and total radial deformation, derived from the sum of tire deformation and road surface deformation. Measured tire radial deformation data is obtained directly from static stiffness tests on loaded tires under different loads. Simulated tire radial deformation data is output from a tire simulation model simulating different load conditions. Goodness of fit is an indicator measuring the degree of agreement between measured and simulated data, reflecting the reliability of the tire simulation model. The goodness of fit threshold is a critical value for determining whether the tire simulation model is qualified; if it falls below this value, further model optimization is required. Updating the tire simulation model involves adjusting model parameters based on the differences between measured and simulated data to improve the goodness of fit.

[0062] like Figure 7 and Figure 8 As shown, exemplarily, this embodiment selects a 10.00R20 tire, sets the tire pressure to 0.7MPa, and uses a 5-ton hydraulic servo actuator for static stiffness testing. In this embodiment, the tire can be suspended and supported by a portal frame, and a radial load increasing uniformly from 0 to 30kN can be applied. Real-time data on the tire's radial deformation corresponding to each load is collected to form a measured dataset. This embodiment can use Adams software to establish a tire simulation model with parameters consistent with the test tire, constraining the tire's lateral degrees of freedom to ensure it only responds to vertical loads. The same 0 to 30kN load as in the actual test is applied to the model, and the corresponding simulated tire radial deformation data is output to form a simulation dataset.

[0063] This embodiment can compare and analyze the measured dataset and the simulation dataset, using... The coefficients are used to evaluate the goodness of fit. Assume that, based on calculations, the initial model's... The value is 0.98, which is lower than the preset goodness-of-fit threshold of 0.99.

[0064] This embodiment can adjust the tire stiffness and contact characteristic parameters in the simulation model based on data differences, re-perform the load simulation, and output a new simulation dataset. The goodness-of-fit calculation is repeated until the model is satisfactory. A goodness-of-fit value of 0.99 is achieved, meeting the threshold requirement. For example... Figure 2 As shown, according to the tire loading curve, the simulated static stiffness loading tire deformation growth trend is almost identical, among which... =0.9972, This represents the goodness of fit between the simulation curve and the trend of experimental data. The fitting results further demonstrate that the Adams software platform and its built-in tire model can reliably predict tire performance.

[0065] This embodiment can expand the load range to the maximum half-axle load of 75kN based on the optimized tire simulation model, simulate the total radial deformation under different axle loads, and obtain a fitting function between axle load and radial deformation through data fitting. In this embodiment, the maximum half-axle load is determined to be 75kN. Substituting it into the above fitting function, the corresponding total radial deformation is calculated to be 56.35mm, which is used to determine the starting coordinates of the subsequent transition curve.

[0066] This embodiment determines the fitting function through a combination of actual measurement and simulation, ensuring the accuracy of the relationship between axle load and radial deformation. This provides reliable data support for the calculation of the starting coordinates, thereby ensuring the rationality of the transition curve design. The setting of the goodness-of-fit threshold and the model update steps effectively avoid the limitations of relying solely on actual measurement or simulation, preventing track design errors caused by deviations in deformation calculation. Substituting the radial deformation obtained by the maximum half-axle load can adapt to extreme working conditions of the device, ensuring that the starting coordinates can still achieve smooth contact of the loading wheel under the most severe load, thus improving the stability of the impact reduction effect from the source. At the same time, the accurate fitting function reduces data distortion in subsequent tests, eliminating the need for frequent adjustments to track parameters and indirectly improving the efficiency of loading tests.

[0067] Corresponding to the method for reducing the impact of the accelerated loading device in the above embodiment, Figure 9 This is a structural block diagram of a device for reducing the impact of an accelerated loading device according to an embodiment of this application. For ease of explanation, only the parts relevant to the embodiment of this application are shown. References Figure 9 The device 20 for reducing the impact of the accelerated loading device includes: a track transition curve endpoint calculation module 21, a track transition curve determination module 22, and a track shape data calculation module 23.

[0068] Among them, the track transition curve endpoint calculation module 21 is used to determine the starting coordinates of the track transition curve based on the center coordinates and radial deformation of the arc on the left side of the track; and to determine the ending coordinates of the track transition curve based on the influence range of the tire force on the road surface and the center coordinates; the center coordinates are the origin of the coordinates, and the radial deformation is the sum of the radial deformation of the tire and the radial deformation of the road surface under the maximum half axle load. The track transition curve determination module 22 is used to determine the relationship between radial deformation and time. Substituting the velocity of the loading unit into the relationship between radial deformation and time, the relationship between radial deformation and lateral displacement of the loading unit is obtained. The relationship between radial deformation and lateral displacement of the loading unit is the track transition curve. The acceleration loading device includes a track, a loading unit, and a loading wheel. The loading wheel is installed below the loading unit and is in direct contact with the road surface. The loading unit is a trolley installed on the track. The loading unit is used to apply radial load to the loading wheel and drive the loading wheel to move along the track. The track shape data calculation module 23 is used to determine the physical shape data of the track based on the starting coordinates of the track transition curve, the ending coordinates of the track transition curve, the physical structural parameters of the track transition curve and the track; the physical shape data of the track is used to participate in the track shape design of the acceleration loading device.

[0069] In one embodiment of this application, the track transition curve determination module 22, when determining the relationship between radial deformation and time, is specifically used for: Determine the first relationship between radial deformation and axle load and time; The first relation is: ; in, This is the radial deformation. Let be the radial deformation of the tire at time t during the compression process under applied axle load F. Let be the radial deformation of the road surface at time t during the application of axle load F. For each reference time point in the compression process, The axle load is the time from initial contact between the tire and the road surface until the design axle load is reached. Taylor polynomial expansion of the function of axle load and time yields the Taylor polynomial of axle load and time. The Taylor polynomial of axle load versus time is: ; in, This is a reference time point within the compression process. for axle load at that time The remaining terms; Based on the first relation and Taylor polynomial, a second relation between radial deformation and time is obtained; let... These are the unknown coefficients of each term in the second relation, and the total number of unknown coefficients is n+1. Taking the second derivative of the second relation yields the radial acceleration. Construct the objective function and constraints; the objective function is used to characterize minimizing the target value, which is the maximum absolute value of radial acceleration during the compression process time period; the constraints include deformation trend constraints, mandatory point constraints, and non-negativity acceleration constraints; the non-negativity acceleration constraint is that the radial acceleration is not less than 0 during the compression process time period. Determine the optimal coefficient set corresponding to each unknown coefficient in the second relation based on the objective function and constraints; Substituting the optimal set of coefficients into the second relational expression yields the relationship between radial deformation and time.

[0070] In one embodiment of this application, the objective function is: ; Where Z is the objective function value, and the compression process time period is [0, ..., ], This is the second derivative of the radial deformation with respect to time, i.e., the radial acceleration; The deformation trend constraint is: ; in, The first derivative of the second relation; The mandatory point constraint includes an initial point constraint and an end point constraint. The initial point constraint is that the radial deformation is 0 when the time is 0; the end point constraint is that the x-coordinate of the end point satisfies: ; in, To ultimately complete the compression time, The x-coordinate of the starting point coordinates of the track transition curve. The x-coordinate of the endpoint of the track transition curve. This refers to the lateral movement speed of the loading unit of the device.

[0071] In one embodiment of this application, when determining the optimal coefficient set corresponding to each unknown coefficient in the second relation based on the objective function and constraints, the track transition curve determination module 22 is specifically used to: take the objective function, constraints and the second relation as input, iteratively adjust each unknown coefficient in the second relation using the interior point method until the preset iteration termination condition is met, and output the optimal coefficient set corresponding to each unknown coefficient in the second relation; each iteration adjustment meets the constraints.

[0072] In one embodiment of this application, the device for reducing the impact of the accelerated loading device further includes: a radial deformation acquisition module, used to: determine a fitting function between the axle load and the radial deformation, wherein the radial deformation is the sum of the tire deformation and the road surface deformation; determine the maximum half axle load, and substitute the maximum half axle load into the fitting function between the axle load and the radial deformation to obtain the radial deformation.

[0073] In one embodiment of this application, the radial deformation acquisition module, when determining the fitting function between the axial load and the radial deformation, is specifically used for: The test data and simulated radial deformation data of the tire under different loads were obtained. The test data of the tire radial deformation were obtained by static stiffness test of the loaded tire, and the simulated radial deformation data were obtained by simulation model of the tire. The goodness of fit of the tire simulation model is determined based on the data differences between measured tire radial deformation data and simulated tire radial deformation data. If the goodness of fit of the data is less than the goodness of fit threshold, the tire simulation model is updated until the goodness of fit of the tire simulation model reaches the goodness of fit threshold. If the goodness of fit of the data is not less than the goodness of fit threshold, then the fitting function of axle load and radial deformation is obtained based on the tire simulation model.

[0074] In one embodiment of this application, the device for reducing the impact of the accelerated loading device further includes: a road surface influence range determination module, used for: A longitudinal profile model of the tire and the road surface is established. This model is used to simulate the movement of aggregates inside the road surface under radial load. Data on the movement trajectory of aggregates inside the road surface are obtained by using a longitudinal profile model of the tire and the road surface. The influence range of tire force on the initial road surface is determined based on the aggregate motion trajectory data inside the road surface. The influence range of the initial road surface is expanded based on the boundary of the test range to obtain the influence range of the road surface.

[0075] See Figure 10 , Figure 10 This is a schematic block diagram of an electronic device provided according to an embodiment of this application. Figure 10 The electronic device 300 in this embodiment may include one or more processors 301, one or more input devices 302, one or more output devices 303, and one or more memories 304. The processors 301, input devices 302, output devices 303, and memories 304 communicate with each other via a communication bus 305. The memories 304 store computer programs, including program instructions. The processors 301 execute the program instructions stored in the memories 304. Specifically, the processors 301 are configured to invoke the program instructions to perform the functions of the modules in the aforementioned device embodiments, for example... Figure 9 The functions of the track transition curve endpoint calculation module 21, the track transition curve determination module 22, and the track shape data calculation module 23 are shown.

[0076] It should be understood that, in the embodiments of this application, the processor 301 may be a central processing unit (CPU), but it may also be other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The general-purpose processor may be a microprocessor or any conventional processor.

[0077] Input device 302 may include a touchpad, a fingerprint sensor (for collecting the user's fingerprint information and fingerprint orientation information), a microphone, etc., and output device 303 may include a display (LCD, etc.), a speaker, etc.

[0078] The memory 304 may include read-only memory and random access memory, and provides instructions and data to the processor 301. A portion of the memory 304 may also include non-volatile random access memory. For example, the memory 304 may also store information about loading wheel data.

[0079] In specific implementations, the processor 301, input device 302, and output device 303 described in the embodiments of this application can execute the implementation methods described in the embodiments of the method for reducing the loading impact of the accelerated loading device provided in the embodiments of this application, or they can execute the implementation methods of the electronic device 300 described in the embodiments of this application, which will not be repeated here.

[0080] In another embodiment of this application, a computer-readable storage medium is provided. This computer-readable storage medium stores a computer program, which includes program instructions. When executed by a processor, the program instructions implement all or part of the processes in the methods described above. Alternatively, the computer program can instruct related hardware to complete the process. The computer program can be stored in a computer-readable storage medium, and when executed by a processor, it can implement the steps of the various method embodiments described above. The computer program includes computer program code, which can be in the form of source code, object code, executable files, or certain intermediate forms. The computer-readable medium can include any entity or device capable of carrying computer program code, a recording medium, a USB flash drive, a portable hard drive, a magnetic disk, an optical disk, a computer memory, a read-only memory (ROM), a random access memory (RAM), an electrical carrier signal, a telecommunication signal, and a software distribution medium, etc.

[0081] The computer-readable storage medium can be an internal storage unit of the electronic device in any of the foregoing embodiments, such as a hard disk or memory of the electronic device. The computer-readable storage medium can also be an external storage device of the electronic device, such as a plug-in hard disk, smart media card (SMC), secure digital card (SD) card, flash card, etc., equipped on the electronic device. Furthermore, the computer-readable storage medium can include both internal and external storage units of the electronic device. The computer-readable storage medium is used to store computer programs and other programs and data required by the electronic device. The computer-readable storage medium can also be used to temporarily store data that has been output or will be output.

[0082] Those skilled in the art will recognize that the modules / units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of both. To clearly illustrate the interchangeability of hardware and software, the components and steps of the various examples have been generally described in terms of functionality in the foregoing description. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementations should not be considered beyond the scope of this application.

[0083] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working process of the electronic devices and units described above can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here.

[0084] In the several embodiments provided in this application, it should be understood that the disclosed electronic devices and methods can be implemented in other ways. For example, the device embodiments described above are merely illustrative. For instance, the division of modules / units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple modules, units, or components may be combined or integrated into another system, or some features may be ignored or not executed. In addition, the mutual coupling or direct coupling or communication connection shown or discussed may be indirect coupling or communication connection through some interfaces or modules / units, or it may be an electrical, mechanical, or other form of connection.

[0085] The modules / units described as separate components may or may not be physically separate. Similarly, the components shown as modules / units may or may not be physical modules / units; they may be located in one place or distributed across multiple network modules / units. Some or all of the modules / units can be selected to achieve the purpose of the embodiments of this application, depending on actual needs.

[0086] Furthermore, the functional modules / units in the various embodiments of this application can be integrated into one processing module / unit, or each module / unit can exist physically separately, or two or more modules / units can be integrated into one module / unit. The integrated modules / units described above can be implemented in hardware or in the form of software functional modules / units.

[0087] The above are merely specific embodiments of this application, but the scope of protection of this application is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in this application, and these modifications or substitutions should all be covered within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A method for reducing the impact of an accelerated loading device, characterized in that, include: The starting coordinates of the track transition curve are determined based on the center coordinates and radial deformation of the arc on the left side of the track; the ending coordinates of the track transition curve are determined based on the influence range of the tire force on the road surface and the center coordinates; the center coordinates are the origin of the coordinate system, and the radial deformation is the sum of the radial deformation of the tire and the radial deformation of the road surface under the maximum half-axle load. The relationship between radial deformation and time is determined; the velocity of the loading unit is substituted into the relationship between radial deformation and time to obtain the relationship between radial deformation and lateral displacement of the loading unit; the relationship between radial deformation and lateral displacement of the loading unit is a track transition curve; the accelerating loading device includes a track, a loading unit, and a loading wheel; the loading wheel is installed below the loading unit and is in direct contact with the road surface; the loading unit is a trolley installed on the track, which is used to apply radial load to the loading wheel and drive the loading wheel to move along the track; The physical shape data of the track is determined based on the starting coordinates of the track transition curve, the ending coordinates of the track transition curve, and the physical structural parameters of the track and the track. The physical shape data of the track is used in the track shape design of the acceleration loading device.

2. The method for reducing the impact of an accelerated loading device as described in claim 1, characterized in that, The formula for determining the relationship between radial deformation and time includes: Determine the first relationship between radial deformation and axle load and time; The first relation is: ； in, This is the radial deformation. Let be the radial deformation of the tire at time t during the compression process under applied axle load F. Let be the radial deformation of the road surface at time t during the application of axle load F. For each reference time point in the compression process, The axle load is the time from initial contact between the tire and the road surface until the design axle load is reached. Taylor polynomial expansion of the function of axle load and time yields the Taylor polynomial of axle load and time. The Taylor polynomial of the axle load versus time is: ； in, This is a reference time point within the compression process. for axle load at that time The remaining terms; Based on the first relation and the Taylor polynomial, a second relation between radial deformation and time is obtained; let... These are the unknown coefficients of each term in the second relation, and the total number of unknown coefficients is n+1. Taking the second derivative of the second relation yields the radial acceleration; Construct an objective function and constraints; the objective function is used to characterize minimizing the target value, the target value being the maximum absolute value of radial acceleration during the compression process time period; the constraints include deformation trend constraints, mandatory point constraints, and non-negativity acceleration constraints; the non-negativity acceleration constraint is that the radial acceleration is not less than 0 during the compression process time period. Based on the objective function and the constraints, determine the optimal coefficient set corresponding to each unknown coefficient in the second relation; Substituting the optimal set of coefficients into the second relational expression yields the relationship between radial deformation and time.

3. The method for reducing the impact of an accelerated loading device as described in claim 2, characterized in that, The objective function is: ； Where Z is the objective function value, and the compression process time period is [0, ..., ], This is the second derivative of the radial deformation with respect to time, i.e., the radial acceleration; The deformation trend constraint is: ； in, The first derivative of the second relation; The mandatory point constraint includes an initial point constraint and an end point constraint. The initial point constraint is that the radial deformation is 0 when time is 0. The end point constraint is that the x-coordinate of the end point satisfies: ； in, To ultimately complete the compression time, The x-coordinate of the starting point coordinates of the track transition curve. The x-coordinate of the endpoint of the track transition curve. This refers to the lateral movement speed of the loading unit of the device.

4. The method for reducing the impact of an accelerated loading device as described in claim 2, characterized in that, The step of determining the optimal coefficient set corresponding to each unknown coefficient in the second relation based on the objective function and the constraints includes: The objective function, the constraints, and the second relation are taken as input. The unknown coefficients in the second relation are iteratively adjusted using the interior point method until the preset iteration termination condition is met. The optimal coefficient set corresponding to the unknown coefficients in the second relation is then output. Each iteration adjustment satisfies the constraints.

5. The method for reducing the impact of an accelerated loading device as described in claim 1, characterized in that, Before determining the starting coordinates of the track transition curve based on the center coordinates of the left arc of the track and the radial deformation, the method further includes: Determine the fitting function between axle load and radial deformation, wherein the radial deformation is the sum of tire deformation and road surface deformation; Determine the maximum half-axle load, and substitute the maximum half-axle load into the fitting function of the axle load and radial deformation to obtain the radial deformation.

6. The method for reducing the impact of an accelerated loading device as described in claim 5, characterized in that, The fitting function for determining the axle load and radial deformation includes: The measured radial deformation data and simulated radial deformation data of the tire under different loads are obtained; the measured radial deformation data is the test data obtained by static stiffness test of the loaded tire, and the simulated radial deformation data is the simulation data obtained by tire simulation model. The goodness of fit of the tire simulation model is determined based on the data difference between the measured tire radial deformation data and the simulated tire radial deformation data. If the goodness of fit of the data is less than the goodness of fit threshold, the tire simulation model is updated until the goodness of fit of the tire simulation model reaches the goodness of fit threshold. If the goodness of fit of the data is not less than the goodness of fit threshold, then the fitting function of axle load and radial deformation is obtained based on the tire simulation model.

7. The method for reducing the impact of an accelerated loading device as described in claim 1, characterized in that, Before determining the endpoint coordinates of the track transition curve based on the influence range of tire force on the road surface and the center coordinates, the method further includes: A longitudinal profile model of the tire and the road surface is established, which is used to simulate the movement of aggregates inside the road surface under radial load. The longitudinal profile model of the tire and the road surface is used to obtain the movement trajectory data of the aggregate inside the road surface; The influence range of tire force on the initial road surface is determined based on the aggregate movement trajectory data inside the road surface. The influence range of the initial road surface is expanded based on the boundary of the test range to obtain the road surface influence range.

8. A device for reducing the impact of an accelerated loading device, characterized in that, include: The track transition curve endpoint calculation module is used to determine the starting coordinates of the track transition curve based on the center coordinates and radial deformation of the arc on the left side of the track; and to determine the ending coordinates of the track transition curve based on the influence range of tire force on the road surface and the center coordinates; the center coordinates are the origin of the coordinate system, and the radial deformation is the sum of the radial deformation of the tire and the radial deformation of the road surface under the maximum half-axle load. The track transition curve determination module is used to determine the relationship between radial deformation and time. Substituting the velocity of the loading unit into the relationship between radial deformation and time yields the relationship between radial deformation and the lateral displacement of the loading unit. This relationship between radial deformation and the lateral displacement of the loading unit constitutes the track transition curve. The accelerating loading device includes a track, a loading unit, and a loading wheel. The loading wheel is installed below the loading unit and is in direct contact with the road surface. The loading unit is a trolley mounted on the track, used to apply a radial load to the loading wheel and drive it to move along the track. The track shape data calculation module is used to determine the physical shape data of the track based on the starting coordinates of the track transition curve, the ending coordinates of the track transition curve, and the physical structural parameters of the track and the track. The physical shape data of the track is used in the track shape design of the acceleration loading device.

9. An electronic device comprising a memory, a processor, and a computer program stored in the memory and running on the processor, characterized in that, When the processor executes the computer program, it implements the steps of the method as described in any one of claims 1 to 7.

10. A computer-readable storage medium storing a computer program, characterized in that, When the computer program is executed by a processor, it implements the steps of the method as described in any one of claims 1 to 7.

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