A dynamic load similar model test system and related methods, devices

Abstract

This invention provides a dynamic load similarity model test system and related methods and equipment, belonging to the field of civil engineering testing technology. The system includes: a box frame structure, a pavement-underpass tunnel similarity model, a vibrator module, and a data monitoring and acquisition module. The pavement-underpass tunnel similarity model is constructed from similar materials within the box frame structure based on similarity theory. The vibrator module is used to simulate and apply dynamic loads on the pavement and / or vibration loads from the underpass tunnel. The data monitoring and acquisition module is used to collect dynamic response data of the structure under the relevant loads and load value information of the two types of loads. This invention can provide a reliable physical test verification method for studying the dynamic response characteristics of pavement structures and underpass tunnel structures under the coupled influence of pavement dynamic loads and underpass tunnel vibration loads, while taking into account ease of implementation and cost.

Description

Technical Field

[0001] This invention relates to the field of civil engineering testing technology, specifically to a dynamic load similarity model test system and related methods and equipment. Background Technology

[0002] With the development of the transportation industry, the number of engineering scenarios involving pavement underpasses and tunnels is increasing, such as airport runways under subway tunnels and urban highways under subway tunnels. Taking an airport runway under a subway tunnel as an example, during actual operation, the dynamic loads exerted by aircraft on the runway pavement and the vibration loads generated by trains running in the subway tunnel interact through the soil medium, creating a coupled effect that poses a potential threat to the safety and stability of both the pavement structure and the tunnel structure. Therefore, conducting research on the dynamic response of pavement structures and tunnel structures under the coupled influence of pavement dynamic loads and tunnel vibration loads is of significant engineering importance.

[0003] Currently, research on such projects mainly relies on numerical simulation methods, such as analyzing the dynamic response of pavement structures or underpass tunnel structures under corresponding loads using finite element method (FEM) and finite difference method (FDE) techniques. However, the accuracy of numerical simulation results is highly dependent on the setting of parameters such as boundary conditions and material constitutive relations, and often lacks reliable physical experimental data for verification. To obtain real dynamic response data for the project, in-situ monitoring is the most direct method. However, this method requires the deployment of sensors on-site, which is difficult to operate, costly, and the sensors are susceptible to damage and failure due to harsh environments (heavy loads, groundwater erosion, etc.) and data drift. Furthermore, the deployment of sensors may be limited by the normal operating time of the project (e.g., to ensure normal aircraft operation, sensors need to be avoided during aircraft takeoff or landing).

[0004] Therefore, how to provide reliable physical test verification methods for the study of dynamic response characteristics of pavement structures and underpass tunnel structures under the coupled influence of pavement dynamic loads and underpass tunnel vibration loads, while taking into account ease of implementation and cost, has become an urgent technical problem to be solved. Summary of the Invention

[0005] In view of this, in order to solve the above-mentioned technical problems, the present invention provides a dynamic load similarity model test system and related methods and equipment.

[0006] The present invention adopts the following technical solution:

[0007] In a first aspect, the present invention provides a dynamic load similarity model test system, comprising: a box frame structure, a pavement-underpass tunnel similarity model, a vibrator module, and a data monitoring and acquisition module; The inner wall of the box frame structure is lined with damping material to suppress boundary effects; The pavement-underpass tunnel similarity model is constructed from similar materials within the box-frame structure based on similarity theory, and the pavement-underpass tunnel similarity model includes a tunnel model as its lower structure. The exciter module includes a first exciter unit and a second exciter unit. The first exciter unit is used to simulate the dynamic load of the pavement through its first exciter and apply it to the top pavement layer of the pavement-underpass tunnel similar model. The second exciter unit is used to simulate the vibration load of the underpass tunnel through its second exciter and apply it to the bottom center of the tunnel model. Both the first exciter unit and the second exciter unit can apply loads independently. The data monitoring and acquisition module includes a data acquisition instrument and multiple dynamic response monitoring sensors and two force sensors connected to the data acquisition instrument. The multiple dynamic response monitoring sensors are respectively deployed at multiple preset positions of the pavement-underpass similar model. The dynamic response monitoring sensors are used to collect the dynamic response data of the pavement-underpass similar model under relevant loads. The two force sensors are respectively used to collect the load value information of the pavement dynamic load and the underpass vibration load.

[0008] Optionally, the box frame structure includes a box, an upper reaction frame, and a lower reaction frame; The upper reaction frame is detachably connected to the housing, and the first exciter is fixed to the upper reaction frame; The lower reaction frame passes through the tunnel model, and its stability is ensured by connecting it to the test ground. The second exciter is fixed to the lower reaction frame. The internal seams of the box were sealed with waterproof tape.

[0009] Optionally, the raw materials for the similar materials include quartz sand, barite powder, cement, gypsum, water, and additives; The additives include at least one of diatomaceous earth, liquid paraffin, and polycarboxylate superplasticizer.

[0010] Optionally, the first excitation unit includes a first exciter, a first power amplifier, a digital signal generator, and a computer connected in sequence; The second excitation unit includes a second exciter, a second power amplifier, the digital signal generator, and the computer connected in sequence.

[0011] Optionally, the sensors for monitoring dynamic response include an accelerometer, an earth pressure cell, and a strain gauge.

[0012] Optionally, the strain gauges and the earth pressure cells are arranged at predetermined positions on the top outer side and bottom outer side of the tunnel model; The strain gauges and the acceleration sensors are arranged at predetermined positions on the inner top and inner bottom sides of the tunnel model; The acceleration sensor, the earth pressure cell, and the strain gauge are installed at predetermined positions on the pavement and subgrade structure layers of the pavement-underpass tunnel similar model.

[0013] Optionally, the pavement-underpass similarity model is an airport pavement-underpass similarity model; The pavement dynamic load is the aircraft taxiing load or the aircraft landing load. The vibration load of the underpass tunnel is the vibration load generated when the train is running.

[0014] Secondly, the present invention provides a method for evaluating the coupling effect of pavement dynamic load and underpass tunnel vibration load, including: For each dynamic response monitoring sensor in the dynamic load similarity model test system described above, the dynamic load similarity model test system is used to acquire the first dynamic response time history data under the first working condition, the second dynamic response time history data under the second working condition, and the third dynamic response time history data under the third working condition at the corresponding preset positions; under the first working condition, only the pavement dynamic load is applied, under the second working condition, only the underpass vibration load is applied, and under the third working condition, both the pavement dynamic load and the underpass vibration load are applied simultaneously. Using the first dynamic response time history data, the second dynamic response time history data, and the third dynamic response time history data, calculate the transient response coupling coefficient. Coupling coefficient with vibration energy ; Among them, the transient response coupling coefficient The calculation formula is as follows:

[0015] In the formula, This is the time history data for the first dynamic response. This is the time history data for the second dynamic response. This is the time history data for the third dynamic response; This represents the absolute peak value of the corresponding dynamic response time history data within the test period; Vibration energy coupling coefficient The calculation formula is as follows:

[0016] In the formula, T This refers to the complete sampling time period for a single experiment.

[0017] Optionally, the evaluation method for the coupled influence of dynamic loads on the pavement and vibration loads on the underpass tunnel also includes: Determine the transient response coupling coefficient The preset value range to which it belongs; exist When prompted, execute the first prompt operation; among which, δ This is the first allowable error; exist At that time, execute the second prompt operation; exist At that time, execute the third prompt operation; The vibration energy coupling coefficient is compared with a preset damage tolerance threshold. When the vibration energy coupling coefficient is greater than the preset damage tolerance threshold, a preset alarm action is executed.

[0018] Thirdly, the present invention provides a computer device, comprising: At least one processor; and, A memory communicatively connected to the at least one processor; wherein, The memory stores instructions that can be executed by the at least one processor, which enables the at least one processor to implement the evaluation method for the coupled influence of pavement dynamic load and underpass vibration load as described above.

[0019] This invention employs the above technical solution to provide a dynamic load similarity model test system, comprising: a box frame structure, a pavement-underpass tunnel similarity model, a vibrator module, and a data monitoring and acquisition module; wherein, the inner wall of the box frame structure is lined with damping material to suppress boundary effects; the pavement-underpass tunnel similarity model is constructed from similar materials within the box frame structure based on similarity theory, and includes a tunnel model as its lower structure; the vibrator module includes a first excitation unit and a second excitation unit, the first excitation unit simulating the dynamic load of the pavement through its first exciter and applying it to the top of the pavement-underpass tunnel similarity model. In the pavement layer, the second excitation unit is used to simulate the vibration load of the underpass tunnel through its second exciter and apply it to the bottom center of the tunnel model; both the first and second excitation units can apply loads independently; the data monitoring and acquisition module includes a data acquisition instrument and multiple dynamic response monitoring sensors and two force sensors connected to the data acquisition instrument. The multiple dynamic response monitoring sensors are respectively deployed at multiple preset positions in the pavement-underpass tunnel similar model. The dynamic response monitoring sensors are used to collect the dynamic response data of the pavement-underpass tunnel similar model under relevant loads, and the two force sensors are used to collect the load value information of the pavement dynamic load and the underpass tunnel vibration load, respectively.

[0020] Based on this, this invention establishes a pavement-underpass tunnel similarity model based on similarity theory. The experimental results are realistic and reliable. Furthermore, damping material is laid on the inner wall of the box to suppress boundary effects, further improving the reliability of the experimental results. On this basis, a first excitation unit and a second excitation unit are designed to simulate the pavement dynamic load and the underpass tunnel vibration load, respectively. This allows the invention to apply one load individually or two loads simultaneously to reveal the true load coupling mechanism. Additionally, sensors for dynamic response monitoring are designed to collect dynamic response data of the pavement-underpass tunnel similar model under relevant loads. This provides a systematic, repeatable indoor physical model test system for studying the coupling effects of pavement dynamic loads and underpass tunnel vibration loads. It offers a reliable physical experimental verification method for studying the dynamic response characteristics of pavement structures and underpass tunnel structures under the coupling effects of pavement dynamic loads and underpass tunnel vibration loads. Secondly, the indoor physical model test system's sensors are easy to deploy and flexible in deployment time, resulting in high implementation ease and low deployment time costs. The controllable system environment makes the sensors less prone to damage, improving the stability of the acquired data and reducing hardware costs. This allows the invention to simultaneously achieve both ease of implementation and cost.

[0021] Furthermore, this invention collects load values ​​of dynamic load on the pavement and vibration load on the underpass by deploying two force sensors, providing numerical basis for monitoring the application of these two loads. This ensures the accurate application of the two loads, further improving the authenticity and reliability of the test results, and thus further improving the reliability of the physical test verification method. Attached Figure Description

[0022] 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 of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0023] Figure 1 This is a schematic diagram of the structure of a dynamic load similarity model test system provided in an embodiment of the present invention; Figure 2 This is a front view of a dynamic load similarity model test system provided in an embodiment of the present invention; Figure 3 This is the embodiment of the invention corresponding to Figure 2 A cross-sectional view of a dynamic load similarity model test system; Figure 4 This is a schematic diagram of the layout of a sensor for monitoring dynamic response provided in an embodiment of the present invention; Figure 5This is a flowchart illustrating an evaluation method for the coupling effect of dynamic load on pavement and vibration load on underpass tunnels, provided in an embodiment of the present invention. Figure 6 This is a schematic diagram of the structure of a computer device provided in an embodiment of the present invention. Detailed Implementation

[0024] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this invention will be described in detail below. Obviously, the described embodiments are merely some embodiments of this invention, and not all embodiments. Based on the embodiments of this invention, all other implementation methods obtained by those skilled in the art without creative effort are within the scope of protection of this invention.

[0025] Figure 1 This is a schematic diagram of the structure of a dynamic load similarity model test system provided in an embodiment of the present invention. Figure 2 This is a front view of a dynamic load similarity model test system provided in an embodiment of the present invention; Figure 3 This is the embodiment of the invention corresponding to Figure 2 A cross-sectional view of a dynamic load similarity model test system.

[0026] refer to Figure 1 , Figure 2 and Figure 3 The system includes: box frame structure, pavement-underpass tunnel similarity model, vibrator module and data monitoring and acquisition module.

[0027] The box frame structure includes a box 1, an upper reaction frame 2, and a lower reaction frame 3. All three components—box 1, upper reaction frame 2, and lower reaction frame 3—can be made of steel to ensure the overall structural strength of the box frame structure and meet the test load-bearing requirements.

[0028] The internal seams of chamber 1 are sealed with waterproof tape. Specifically, all seams inside chamber 1 can be sealed with butyl waterproof tape to prevent water leakage during the test. The inner wall of chamber 1 is lined with damping material 19 to suppress boundary effects during the test and improve the accuracy of the test data. The damping material can be a high-density rubber and plastic damping plate.

[0029] The upper reaction frame 2 and the housing 1 can be detachably connected by bolts to facilitate the assembly, disassembly, and subsequent maintenance and adjustment of the dynamic load similarity model test system. The lower reaction frame 3 is composed of steel beams and steel columns, and the components can be detachably connected by bolts. The steel beams of the lower reaction frame 3 pass through the tunnel model's passageway. The lower reaction frame 3 ensures its stability by connecting to the test ground. Specifically, the steel columns of the lower reaction frame 3 have pre-drilled holes at their bottoms, and during installation, they are securely connected to the test ground using expansion bolts to ensure the stability of the lower reaction frame 3 during the test and avoid displacement deviations. It should be noted that the housing 1 relies on its weight for stability, while the upper reaction frame 2 maintains stability by connecting to the housing 1.

[0030] The pavement-underpass tunnel similarity model is constructed from similar materials within a box-frame structure based on similarity theory, and includes a tunnel model as its substructure.

[0031] Here, the raw materials for similar materials may include quartz sand, barite powder, cement, gypsum, water, and additives; additives may include at least one of diatomaceous earth, liquid paraffin, and polycarboxylate superplasticizer. The proportions of the raw materials for similar materials in each structural layer (such as pavement layer, base course, fill layer, rock layer, and tunnel lining structure) can be optimized through orthogonal experiments. The core design principle is to ensure that the physical and mechanical properties of the similar model meet the corresponding similarity relationship with the prototype geological materials, thus guaranteeing the authenticity and reliability of the experimental data. Among these, the key physical and mechanical properties that need to be controlled include the critical material parameters of each structural layer, such as density, elastic modulus, Poisson's ratio, cohesion, internal friction angle, and compressive strength.

[0032] The exciter module includes a first exciter unit and a second exciter unit. The first exciter unit simulates the dynamic load of the pavement surface and applies it to the top pavement layer of the pavement-underpass tunnel similarity model through its first exciter. The second exciter unit simulates the vibration load of the underpass tunnel and applies it to the bottom center of the tunnel model through its second exciter. Both the first and second exciter units can apply loads independently; that is, the present invention can apply either the dynamic load of the pavement surface or the vibration load of the underpass tunnel separately, or both loads simultaneously. It is understood that after the dynamic load similarity model test system is constructed, the present invention can repeatedly apply loads. Furthermore, both the first and second exciter units can adjust load-related parameters to flexibly output loads of different amplitudes and frequencies, thereby accurately simulating loads such as aircraft taxiing loads, aircraft landing loads, and various vibration loads during train operation, meeting the experimental requirements for simulating different dynamic loads.

[0033] In a specific example, the first excitation unit includes a first exciter 4, a first power amplifier 5, a digital signal generator 6, and a computer 7 connected in sequence; the second excitation unit includes a second exciter 8, a second power amplifier 9, a digital signal generator 6, and a computer 7 connected in sequence. It is understood that the first and second excitation units share the digital signal generator 6 and the computer 7.

[0034] Specifically, the digital signal generator 6 and the computer 7 are bidirectionally connected. The output of the digital signal generator 6 is connected to the input of the first power amplifier 5 and the second power amplifier 9. The outputs of the first power amplifier 5 and the second power amplifier 9 are respectively connected to their corresponding exciters. The first power amplifier 5 and the second power amplifier 9 are simultaneously connected to two phases of power in the control cabinet to obtain operating power. In actual operation, the computer 7 controls the digital signal generator 6 to release a first electrical signal and transmit it to the first power amplifier 5 based on the predefined vibration waveform of the pavement dynamic load. The first power amplifier 5 amplifies the first electrical signal and transmits it to the first exciter 4 to drive the first exciter 4 to stably output the pavement dynamic load. The output principle of the vibration load of the underpass tunnel is the same and will not be described in detail here.

[0035] The first exciter 4 is fixed to the upper reaction frame 2 to ensure its stability. The second exciter 8 is fixed to the lower reaction frame 3 to ensure its stability. To adjust the system frequency response and improve force transmission stability, the first exciter 4 is fixed to the upper reaction frame 2 via a first rubber pad 10, and the second exciter 8 is fixed to the lower reaction frame 3 via a second rubber pad 11.

[0036] The data monitoring and acquisition module includes a data acquisition unit 12 and multiple dynamic response monitoring sensors and two force sensors connected to the data acquisition unit 12. The two force sensors include a first force sensor 13 and a second force sensor 14. The multiple dynamic response monitoring sensors are respectively deployed at multiple preset locations on the pavement-underpass similarity model. The dynamic response monitoring sensors are used to collect dynamic response data of the pavement-underpass similarity model under relevant loads. The two force sensors are used to collect load value information of pavement dynamic load and underpass vibration load, respectively. Specifically, the first force sensor 13 is used to collect load value information of pavement dynamic load, and the second force sensor 14 is used to collect load value information of underpass vibration load. The data acquisition unit 12 is used to collect the information collected by each sensor and send it to an external computer or the computer 7 described in this application. The data acquisition unit 12 can realize multi-channel synchronous data acquisition.

[0037] Sensors for dynamic response monitoring include accelerometers, earth pressure cells, and strain gauges. The accelerometers collect acceleration information of the corresponding structure under the corresponding load, the earth pressure cells collect pressure information of the corresponding structure under the corresponding load, and the strain gauges collect strain information of the corresponding structure under the corresponding load.

[0038] In a specific example Figure 4 This is a schematic diagram illustrating the layout of a sensor for monitoring dynamic response provided in an embodiment of the present invention. Figure 4 As shown, the present invention sets preset positions on the top and bottom outer sides, the top and bottom inner sides, the pavement layer bottom slab, the fill layer, and the rock layer of the tunnel model. The number of preset positions for each structural layer may be the same or different, and all preset positions for each structural layer can be evenly distributed. Strain gauges and earth pressure cells are arranged at the preset positions on the top and bottom outer sides of the tunnel model; strain gauges and accelerometers are arranged at the preset positions on the top and bottom inner sides of the tunnel model; accelerometers, earth pressure cells, and strain gauges are arranged at the preset positions on the pavement and subgrade structural layers of the pavement-underpass tunnel similar model. The pavement and subgrade structural layers include the pavement layer, the fill layer, and the rock layer.

[0039] The first force sensor 13 is positioned between the first force transmission screw 15 and the first force transmission pad 16. The load applied by the first vibrator 4 is applied to the pavement layer through the first force transmission screw 15 and the first force transmission pad 16. Therefore, the first force sensor 13 can be used to collect the load value information of the dynamic load on the pavement. Similarly, the second force sensor 14 is positioned between the second force transmission screw 17 and the second force transmission pad 18. The load applied by the second vibrator 8 is applied to the bottom center of the tunnel model through the second force transmission screw 17 and the second force transmission pad 18. Therefore, the second force sensor 14 can be used to collect the load value information of the vibration load of the underpass tunnel.

[0040] This invention employs the aforementioned scheme, establishing a pavement-underpass similarity model based on similarity theory. The experimental results are realistic and reliable. Furthermore, damping material is laid on the inner wall of the box girder to suppress boundary effects, further improving the reliability of the experimental results. Based on this, a first excitation unit and a second excitation unit are designed to simulate the pavement dynamic load and the underpass vibration load, respectively. This allows the invention to apply one load individually or two loads simultaneously to reveal the true load coupling mechanism. Additionally, sensors for dynamic response monitoring are designed to collect dynamic response data of the pavement-underpass similar model under relevant loads. This provides a systematic, repeatable indoor physical model testing system for studying the coupling effects of pavement dynamic loads and underpass vibration loads. It offers a reliable physical experimental verification method for studying the dynamic response characteristics of pavement structures and underpass structures under the coupling effects of pavement dynamic loads and underpass vibration loads. Secondly, the sensor deployment of the indoor physical model testing system is convenient and flexible, resulting in high ease of implementation and low deployment time costs. The controllable system environment makes the sensors less prone to damage, improving the stability of the acquired data and reducing hardware costs. This allows the invention to simultaneously achieve both ease of implementation and cost-effectiveness.

[0041] Furthermore, this invention collects load values ​​of dynamic load on the pavement and vibration load on the underpass by deploying two force sensors, providing numerical basis for monitoring the application of these two loads. This ensures the accurate application of the two loads, further improving the authenticity and reliability of the test results, and thus further improving the reliability of the physical test verification method.

[0042] In this embodiment of the invention, the pavement-underpass similarity model can be an airport pavement-underpass similarity model. In this case, the dynamic load on the pavement is the aircraft taxiing load or the aircraft landing load. The vibration load on the underpass is the vibration load generated by the train during operation.

[0043] Furthermore, the pavement-underpass similarity model can also be used for urban lane-underpass similarity models. In this case, the pavement dynamic load is the vehicle travel load, and if the underpass is a train tunnel, the underpass vibration load is the vibration load generated by the train during operation; if the underpass is a highway tunnel, the vibration load is the dynamic load of the vehicle during operation.

[0044] In this embodiment of the invention, the construction process of the above-mentioned dynamic load similarity model test system may include the following steps: (1) Based on similarity theory and dimensional analysis, length (L), density (ρ), and elastic modulus (E) are selected as basic dimensions to establish the similarity relationship between the prototype and the model. Specifically, the geometric similarity ratio, density similarity ratio, and elastic modulus similarity ratio are set, and the similarity constants of physical quantities such as force, time, frequency, acceleration, stress, and strain are derived accordingly to ensure that the model test results can truly reflect the dynamic characteristics of the prototype.

[0045] For each structural layer, quartz sand, barite powder, cement, gypsum, water, and additives (including at least one of diatomaceous earth, liquid paraffin, and polycarboxylate superplasticizer) are selected as raw materials. An orthogonal experimental design method is used, with bone glue ratio, cement-binder ratio, and barite content as control factors, to prepare standard specimens. The physical and mechanical parameters are then measured using instruments such as a universal testing machine. Based on the orthogonal experimental results, the optimal similar material mix ratio for the current structural layer is determined, with the physical and mechanical parameters of the simulated prototype material as the target. Structural layers may include pavement layers, water-stabilized base layers, fill layers, rock layers, and tunnel lining structures.

[0046] (2) Based on the geometric similarity ratio set above, determine the scaled-down tunnel cross-section size, customize the split molding mold, and apply machine oil and attach silicone paper to the inside of the mold for composite lubrication treatment to ensure demolding integrity. Based on the similar material ratio of the tunnel lining structure determined in step (1), accurately weigh each raw material component and mix it thoroughly in a mixer until homogeneous. Then, pour it into the mold in layers and place it on a vibrating table to remove air bubbles. After pouring, seal and cure at room temperature for 7 days to avoid moisture erosion and performance degradation. After the curing period, demold without damage and apply clear varnish evenly to the outer surface of the lining structure to simulate a waterproof layer. Attach corresponding sensors at the preset positions on the top inner and outer sides and bottom inner and outer sides of the tunnel model to form a tunnel body monitoring network.

[0047] (3) A steel model box is selected as the box body 1. All joints inside the box body 1 are sealed with butyl waterproof tape. The inner walls and bottom of the box body 1 are covered with 6cm thick high-density rubber and plastic board as a vibration damping material to eliminate the interference of the boundary effect of the box body on the reflection and refraction of vibration waves.

[0048] The length of box 1 shall be at least 7 times the transverse width of the tunnel, and the bottom of the tunnel shall be at least 3 times the tunnel height. It should be noted that the length direction of box 1 is consistent with the transverse direction of the tunnel.

[0049] Then, based on the engineering geological profile, similar materials were filled into the box 1 in layers from bottom to top. The filling process was carried out in three stages: The first stage involved filling from the bottom to the bottom elevation of the tunnel model. After each layer was poured, a vibratory tamping rod or ramming hammer was used for large-area compaction, and blind spots at the edges and corners were manually compacted to ensure density and uniformity. The second stage involved installing the tunnel model at the predetermined location, while simultaneously embedding relevant sensors during the laying process. After the tunnel model was installed, its openings on both sides were aligned with the openings on both sides of the box 1. It should be noted that after the tunnel model was installed, the joint between the opening of the tunnel model and the opening of the box 1 needed to be sealed, so that only the upper material inlet of the box 1 was open to the outside, while all other parts were sealed to facilitate the subsequent laying of similar materials. The third stage involved continuing to fill to the final design height and repeating the vibration compaction process.

[0050] (4) Install the upper reaction frame 2 and the lower reaction frame 3. Then, fix the first exciter 4 to the upper reaction frame 2, fix the second exciter 8 to the lower reaction frame 3, and connect the remaining devices in the first exciter unit and the second exciter unit, as well as the data acquisition instrument 12, according to the aforementioned connection relationship.

[0051] Based on a general inventive concept, the present invention also provides an evaluation method for the coupling effect of pavement dynamic load and underpass tunnel vibration load. Figure 5 This is a flowchart illustrating an evaluation method for the coupled influence of pavement dynamic load and underpass vibration load provided in an embodiment of the present invention. Figure 5 As shown, this process includes: Step 501: For each dynamic response monitoring sensor in the dynamic load similarity model test system as described above, use the dynamic load similarity model test system to acquire the first dynamic response time history data under the first working condition, the second dynamic response time history data under the second working condition, and the third dynamic response time history data under the third working condition at the corresponding preset positions; under the first working condition, only the pavement dynamic load is applied, under the second working condition, only the underpass vibration load is applied, and under the third working condition, both the pavement dynamic load and the underpass vibration load are applied simultaneously.

[0052] As described above, the sensors used for dynamic response monitoring include accelerometers, earth pressure cells, and strain gauges. The accelerometer collects acceleration information of the corresponding structure under the corresponding load, the earth pressure cell collects pressure information of the corresponding structure under the corresponding load, and the strain gauge collects strain information of the corresponding structure under the corresponding load. Therefore, when the sensor used for dynamic response monitoring is an accelerometer, the dynamic response time history data is acceleration response time history data; when the sensor used for dynamic response monitoring is an earth pressure cell, the dynamic response time history data is pressure response time history data; and when the sensor used for dynamic response monitoring is a strain gauge, the dynamic response time history data is strain response time history data.

[0053] Step 502: Using the first dynamic response time history data, the second dynamic response time history data, and the third dynamic response time history data, calculate the transient response coupling coefficient. Coupling coefficient with vibration energy .

[0054] Among them, the transient response coupling coefficient Used to assess the risk of instantaneous peak failure, transient response coupling coefficient The calculation formula is as follows: ......(1) In the formula, This is the time history data for the first dynamic response. This is the time history data for the second dynamic response. This is the time history data for the third dynamic response; This corresponds to the absolute peak value of the dynamic response time history data within the test period.

[0055] Based on Passevar's theorem, the vibration energy coupling coefficient is calculated by integrating the square of the signal amplitude over time. Vibration energy coupling coefficient Used for evaluation T The accelerated fatigue damage effect caused by energy coupling within the cycle, and the vibration energy coupling coefficient. The calculation formula is as follows: ......(2) In the formula, T This refers to the complete sampling time period for a single experiment.

[0056] As mentioned above, there are multiple sensors used for dynamic response monitoring, and different types of sensors are deployed at different preset locations. Therefore, this section analyzes the data collected by each dynamic response monitoring sensor to obtain the corresponding transient response coupling coefficient. Coupling coefficient with vibration energy In other words, one sensor for monitoring dynamic response corresponds to one transient response coupling coefficient. Coupling coefficient with vibration energy .

[0057] In this embodiment of the invention, the evaluation method for the coupling effect of pavement dynamic load and underpass vibration load may further include: Determine the coupling coefficient of transient response The preset value range to which it belongs.

[0058] exist At this time, the first prompt operation is executed. The first prompt operation is used to indicate that the corresponding structure is in a linear elastic working state, and the waveform has not undergone complex interference, that is, the dynamic load of the pavement and the vibration load of the underpass tunnel have undergone linear coupling. Among them, δ This is the first tolerance, and its value can be 0.05 or similar.

[0059] exist When this occurs, the second prompt operation is executed. The second prompt operation is used to indicate the occurrence of "phase cancellation" or "vibration isolation and energy dissipation." "Phase cancellation" refers to the phenomenon where stress waves from different propagation paths (such as dynamic loads on a pavement and vibration loads from an underpass tunnel) meet at a point in space and, due to a phase difference close to an odd multiple of π, undergo antiphase superposition, resulting in a reduction of the combined amplitude. "Vibration isolation and energy dissipation" refers to the irreversible conversion of vibration energy into heat energy or other forms of dissipated energy through mechanisms such as internal friction, viscous damping, particle rearrangement, and plastic micro-deformation of soil or interface materials, thereby weakening the intensity of the dynamic load propagating to the structure.

[0060] exist When this occurs, the third prompt operation is executed. The third prompt operation is used to indicate that "constructive interference" has occurred in the waveform or that the nonlinear stiffness of the soil skeleton interlocking force has weakened due to coupled vibration, which can easily lead to the failure of the lining structure or pavement structure. "Constructive interference" refers to the phenomenon that when two or more stress waves of the same frequency, in phase, or with a phase difference of an integer multiple of 2π meet during propagation, their amplitudes are mutually enhanced by superposition.

[0061] In this embodiment of the invention, the evaluation method for the coupling effect of pavement dynamic load and underpass vibration load may further include: The vibration energy coupling coefficient is compared with a preset damage tolerance threshold. When the vibration energy coupling coefficient is greater than the preset damage tolerance threshold, it indicates that the vibration energy absorbed and dissipated by the structure under coupled conditions exceeds that under conditions where the load acts alone. This energy coupling is the core culprit for accelerating material fatigue damage and shortening the service life of engineering structures. Therefore, a preset alarm action is executed to guide testers or designers to adjust engineering parameters or take reinforcement measures. The preset damage tolerance threshold can be the sum of 1 and the second allowable error.

[0062] The embodiments of the present invention adopt the above technical solution, by using the transient response coupling coefficient Coupling coefficient with vibration energy The two-dimensional evaluation of the coupling effect between pavement dynamic load and underpass tunnel vibration load can accurately quantify the nonlinear coupling effect under dual-frequency heterogeneous loads from the perspectives of instantaneous peak failure and cumulative energy damage, thus providing a calculable and verifiable quantitative benchmark for engineering safety assessment and design threshold (such as tunnel burial depth) definition.

[0063] Furthermore, in this embodiment of the invention, the evaluation method for the coupling effect of pavement dynamic load and underpass tunnel vibration load may further include: For each target location in the tunnel lining structure, the axial force time history data and bending moment time history data at the target location are calculated using the strain response time history data of the target location. Strain gauges are evenly distributed on both the inner and outer sides of the target location.

[0064] The formulas for calculating axial force and bending moment are as follows: ......(3) In the formula, N , M These are axial force and bending moment, respectively. E It is the elastic modulus; , These represent the inner and outer strain values ​​of the tunnel lining structure, respectively. b and h These represent the unit length and the thickness of the lining structure, respectively.

[0065] In this way, by calculating the axial force time history data and bending moment time history data at the target location, the apparent strain monitoring data can be transformed into mechanical parameters that can be used to guide engineering design.

[0066] Furthermore, the present invention can also use the above-mentioned dynamic load similarity model test system to perform the following analysis: 1) Analyze the peak structural acceleration and its spatial decay pattern. Specifically, under the same operating conditions, the peak values ​​of the acceleration response time history data at different preset locations are extracted, and the attenuation curves of the peak acceleration with spatial location are plotted to reveal the spatial attenuation characteristics of the vibration effect at different preset locations. In a specific example, different preset locations can be obtained by selecting one preset location in each structural layer, and all preset locations are located on the same straight line. It should be noted that this is only an example, and those skilled in the art can select other combinations of preset locations according to actual needs to analyze the structural acceleration peak value and spatial attenuation law. This invention does not impose specific limitations here.

[0067] 2) Analyze the correlation between peak structural acceleration and velocity. Specifically, taking the pavement dynamic load as an aircraft taxiing load as an example, when an aircraft taxiing load is applied alone, the frequency and amplitude of the excitation load are changed to simulate the aircraft taxiing load generated by aircraft at different taxiing speeds. Relevant acceleration information is collected under each load, and the correlation between the peak structural acceleration and the aircraft speed is analyzed. Other cases, such as when the pavement dynamic load is an aircraft landing load, or when a single underpass vibration load is applied, or when both aircraft taxiing load and underpass vibration load are applied simultaneously, are handled similarly and will not be elaborated upon here.

[0068] 3) Analysis of transformation calculations and redistribution of internal forces in the lining Specifically, taking the pavement dynamic load as an aircraft taxiing load as an example, when applying the aircraft taxiing load alone, the frequency and amplitude of the excitation load are changed to simulate the aircraft taxiing load generated by aircraft at different taxiing speeds. Under each load, the axial force time history data and bending moment time history data of each target location of the tunnel lining structure are obtained. This data is used to intuitively evaluate the stress state and bearing characteristics of the tunnel lining structure under different dynamic loads. Other cases, such as the pavement dynamic load being an aircraft landing load, or applying the underpass vibration load alone, or applying both the aircraft taxiing load and the underpass vibration load simultaneously, are handled similarly and will not be elaborated here.

[0069] 4) Analyze the dynamic stress evolution and its interaction with the surrounding rock. Specifically, dynamic stress data from earth pressure cell monitoring is extracted, and the pressure changes between the lining structure and the surrounding rock are obtained based on this dynamic stress data. When the dynamic stress in the surrounding rock is large or exceeds a certain proportion (generally 0.1-0.2 times) of the self-weight stress, it indicates that the dynamic stress response in the surrounding rock is significant. When the dynamic stress in the lining structure exceeds the threshold of the relevant specifications, it indicates that the dynamic stress in the lining structure is large.

[0070] By comparing and analyzing the time history changes of dynamic stress in corresponding structures under different working conditions, the dynamic response laws of pavement, subgrade, and tunnel structures are clarified. Here, taking the pavement-underpass tunnel similarity model as an example, the different working conditions include, but are not limited to, the following: aircraft with different taxiing speeds generating different aircraft taxiing loads (only aircraft taxiing load is applied); aircraft with different landing speeds generating different aircraft landing loads (only aircraft landing load is applied); trains with different operating speeds generating different train vibration loads (only train vibration load is applied); simultaneous application of aircraft taxiing loads and train vibration loads; simultaneous application of aircraft landing loads and train vibration loads, etc. Furthermore, the attenuation law of vibration waves can be analyzed by analyzing the acceleration or dynamic stress of different structures on the same horizontal or vertical straight line.

[0071] The above basic vibration response analysis has preliminarily revealed the influencing factors and laws of vibration effects, providing direct technical support for related engineering design and roadbed construction.

[0072] Based on a general inventive concept, the present invention also provides a computer device. Figure 6 This is a schematic diagram of the structure of a computer device provided in an embodiment of the present invention. Figure 6 As shown, the computer device 600 includes: At least one processor 610; and, Memory 630 is communicatively connected to at least one processor 610; wherein, The memory 630 stores instructions 620 that can be executed by at least one processor 610, which enables the at least one processor 610 to implement the evaluation method for the coupling effect of pavement dynamic load and underpass vibration load as described above.

[0073] It is understood that the same or similar parts in the above embodiments can be referred to each other, and the contents not described in detail in some embodiments can be referred to the same or similar contents in other embodiments.

[0074] It should be noted that in the description of this invention, the terms "first," "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance. Furthermore, in the description of this invention, unless otherwise stated, "a plurality of" means at least two.

[0075] Any process or method described in the flowchart or otherwise herein can be understood as representing a module, segment, or portion of code comprising one or more executable instructions for implementing a particular logical function or process, and the scope of preferred embodiments of the invention includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order depending on the functions involved, as will be understood by those skilled in the art to which embodiments of the invention pertain.

[0076] It should be understood that various parts of the present invention can be implemented in hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be implemented in software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0077] Those skilled in the art will understand that all or part of the steps of the methods in the above embodiments can be implemented by a program instructing related hardware. The program can be stored in a computer-readable storage medium, and when executed, the program includes one or a combination of the steps of the method embodiments.

[0078] Furthermore, the functional units in the various embodiments of the present invention can be integrated into a processing module, or each unit can exist physically separately, or two or more units can be integrated into a module. The integrated module can be implemented in hardware or as a software functional module. If the integrated module is implemented as a software functional module and sold or used as an independent product, it can also be stored in a computer-readable storage medium.

[0079] The storage media mentioned above can be read-only memory, disk, or optical disk, etc.

[0080] In the description of this specification, references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0081] Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present invention.

Claims

1. A dynamic load similarity model test system, characterized in that, include: Box frame structure, pavement-underpass tunnel similarity model, vibrator module and data monitoring and acquisition module; The inner wall of the box frame structure is lined with damping material to suppress boundary effects; The pavement-underpass tunnel similarity model is constructed from similar materials within the box-frame structure based on similarity theory, and the pavement-underpass tunnel similarity model includes a tunnel model as its lower structure. The exciter module includes a first exciter unit and a second exciter unit. The first exciter unit is used to simulate the dynamic load of the pavement through its first exciter and apply it to the top pavement layer of the pavement-underpass tunnel similar model. The second exciter unit is used to simulate the vibration load of the underpass tunnel through its second exciter and apply it to the bottom center of the tunnel model. Both the first exciter unit and the second exciter unit can apply loads independently. The data monitoring and acquisition module includes a data acquisition instrument and multiple dynamic response monitoring sensors and two force sensors connected to the data acquisition instrument. The multiple dynamic response monitoring sensors are respectively deployed at multiple preset positions of the pavement-underpass similar model. The dynamic response monitoring sensors are used to collect the dynamic response data of the pavement-underpass similar model under relevant loads. The two force sensors are respectively used to collect the load value information of the pavement dynamic load and the underpass vibration load.

2. The dynamic load similarity model test system according to claim 1, characterized in that, The box frame structure includes a box, an upper reaction frame, and a lower reaction frame; The upper reaction frame is detachably connected to the housing, and the first exciter is fixed to the upper reaction frame; The lower reaction frame passes through the tunnel model, and its stability is ensured by connecting it to the test ground. The second exciter is fixed to the lower reaction frame. The internal seams of the box were sealed with waterproof tape.

3. The dynamic load similarity model test system according to claim 1, characterized in that, The raw materials for the similar materials include quartz sand, barite powder, cement, gypsum, water, and additives; The additives include at least one of diatomaceous earth, liquid paraffin, and polycarboxylate superplasticizer.

4. The dynamic load similarity model test system according to claim 1, characterized in that, The first excitation unit includes a first exciter, a first power amplifier, a digital signal generator, and a computer connected in sequence; The second excitation unit includes a second exciter, a second power amplifier, the digital signal generator, and the computer connected in sequence.

5. The dynamic load similarity model test system according to claim 1, characterized in that, The sensors used for dynamic response monitoring include an accelerometer, an earth pressure cell, and strain gauges.

6. The dynamic load similarity model test system according to claim 5, characterized in that, The strain gauges and earth pressure cells are arranged at predetermined positions on the top outer side and bottom outer side of the tunnel model; The strain gauges and the acceleration sensors are arranged at predetermined positions on the inner top and inner bottom sides of the tunnel model; The acceleration sensor, the earth pressure cell, and the strain gauge are installed at predetermined positions on the pavement and subgrade structure layers of the pavement-underpass tunnel similar model.

7. The dynamic load similarity model test system according to claim 1, characterized in that, The pavement-underpass tunnel similarity model is the airport pavement-underpass tunnel similarity model; The pavement dynamic load is the aircraft taxiing load or the aircraft landing load. The vibration load of the underpass tunnel is the vibration load generated when the train is running.

8. A method for evaluating the coupling effect of pavement dynamic load and underpass tunnel vibration load, characterized in that, include: For each dynamic response monitoring sensor in the dynamic load similarity model test system as described in any one of claims 1 to 7, the dynamic load similarity model test system is used to acquire the first dynamic response time history data under the first working condition, the second dynamic response time history data under the second working condition, and the third dynamic response time history data under the third working condition at the corresponding preset positions; under the first working condition, only the pavement dynamic load is applied, under the second working condition, only the underpass vibration load is applied, and under the third working condition, both the pavement dynamic load and the underpass vibration load are applied simultaneously. Using the first dynamic response time history data, the second dynamic response time history data, and the third dynamic response time history data, calculate the transient response coupling coefficient. Coupling coefficient with vibration energy ; Among them, the transient response coupling coefficient The calculation formula is as follows: In the formula, This is the time history data for the first dynamic response. This is the time history data for the second dynamic response. This is the time history data for the third dynamic response; This represents the absolute peak value of the corresponding dynamic response time history data within the test period; Vibration energy coupling coefficient The calculation formula is as follows: In the formula, T This refers to the complete sampling time period for a single experiment.

9. The evaluation method for the coupling effect of pavement dynamic load and underpass vibration load according to claim 8, characterized in that, Also includes: Determine the transient response coupling coefficient The preset value range to which it belongs; exist When prompted, execute the first prompt operation; among which, δ This is the first allowable error; exist At that time, execute the second prompt operation; exist At that time, execute the third prompt operation; The vibration energy coupling coefficient is compared with a preset damage tolerance threshold. When the vibration energy coupling coefficient is greater than the preset damage tolerance threshold, a preset alarm action is executed.

10. A computer device, characterized in that, include: At least one processor; as well as, A memory communicatively connected to the at least one processor; wherein, The memory stores instructions that can be executed by the at least one processor, which enables the at least one processor to implement the evaluation method for the coupling effect of pavement dynamic load and underpass vibration load as described in claim 8 or 9.

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