A semi-active intelligent bracket system for ultra-long prefabricated steel-concrete composite component in transportation process and control method thereof

Abstract

The application discloses a kind of for ultra-long prefabricated steel concrete combination component in the process of transportation Semi-active intelligent bracket system and its control method, the system includes transport vehicle and its on differentiating double fulcrum supporting subsystem, semi-active suspension damping subsystem and sensor subsystem, wherein differentiating double fulcrum supporting subsystem includes two fixed end supports and two sliding end supports, wherein semi-active suspension damping subsystem includes liquid gas spring and magnetorheological damper connected with the vehicle-mounted controller of transport vehicle, wherein sensor subsystem includes acceleration sensor, strain sensor, height sensor and displacement sensor connected with the vehicle-mounted controller of transport vehicle.The application can avoid ultra-long prefabricated steel concrete combination component in the process of transportation Microcrack, local damage, residual deformation or stiffness degradation and other structural damage.

Description

Technical Field

[0001] This invention relates to the field of transportation technology for ultra-long precast steel-concrete composite components, and particularly to a semi-active intelligent bracket system for the transportation of ultra-long precast steel-concrete composite components. Background Technology

[0002] In deep foundation pits, pipe jacking launching shafts, and other underground engineering projects, ultra-long precast steel-concrete composite components are increasingly widely used due to their advantages such as factory prefabrication, rapid on-site installation, and green and low-carbon construction. Ultra-long precast steel-concrete composite components refer to precast composite components that are relatively long and sensitive to vibration, impact, and attitude displacement during transportation. These include, but are not limited to, precast steel-concrete composite supports, precast lattice columns, precast steel-concrete members, steel-concrete composite members, and other similar long-length precast composite load-bearing components. However, these components typically also possess characteristics such as large length, heavy weight, high stiffness, and localized brittleness sensitivity of the concrete. Current transportation methods mostly employ ordinary flatbed trucks with simple brackets or empirical binding fixation, the main problem of which is:

[0003] The support method is limited. Traditional brackets mostly use rigid fixing or simple rubber pad support, which cannot simultaneously meet the requirements of longitudinal micro-displacement release and lateral and vertical limiting of components. When the vehicle undergoes torsion, temperature difference deformation or braking impact, the components are prone to generating additional constraint internal forces.

[0004] The vibration reduction method is passive and the parameters are fixed. Traditional vehicle shock absorbers cannot adjust the components in real time according to road conditions, vehicle speed and component response, making it difficult to adapt to both high-frequency small-amplitude road excitation and low-frequency large-amplitude swaying conditions at the same time.

[0005] The transport posture is uncontrollable. When the vehicle load is uneven, the road surface has a slope, or the support height is deviated, the component will tilt continuously, which will generate additional static bending moment and eccentric force.

[0006] There is a lack of closed-loop control for the entire process. Most existing solutions can only monitor, but cannot actively adjust the damping and support status based on the monitoring results, making it difficult to suppress transportation risks in a timely manner.

[0007] The aforementioned problems make the components highly susceptible to damage during transportation due to factors such as vehicle vibration, braking impact, centrifugal force during turning, road undulations, and frame torsion, resulting in microcracks, localized damage, residual deformation, or stiffness degradation. In severe cases, these factors can even affect subsequent hoisting, assembly, and service safety. Summary of the Invention

[0008] The purpose of this invention is to provide a semi-active intelligent support system and its control method for transporting ultra-long precast steel-concrete composite components, in order to solve the problem that ultra-long precast steel-concrete composite components are easily affected by factors such as vehicle vibration, braking impact, turning centrifugal force, road surface undulation and frame torsion during transportation, resulting in micro-cracks, local damage, residual deformation or stiffness degradation, which in severe cases may even affect the safety of subsequent hoisting, assembly and service.

[0009] To solve the above-mentioned technical problems, the present invention provides a semi-active intelligent bracket system for the transportation of ultra-long precast steel-concrete composite components, comprising:

[0010] A transport vehicle for transporting ultra-long precast steel-concrete composite components, wherein the ultra-long precast steel-concrete composite components are arranged longitudinally along the length of the transport vehicle's cargo compartment.

[0011] The differentiated dual-support subsystem includes two fixed-end supports for fixed connection to the front end of the ultra-long precast steel-concrete composite member, arranged in two rows on the left and right, and two sliding-end supports for sliding connection to the rear end of the ultra-long precast steel-concrete composite member, arranged in two rows on the left and right.

[0012] The semi-active suspension vibration reduction subsystem is connected to the on-board controller of the transport vehicle. It includes a hydropneumatic spring fixedly installed between the fixed end support and the carriage and between the sliding end support and the carriage, and a magnetorheological damper installed on the carriage near each of the hydropneumatic springs. One end of the magnetorheological damper is hinged to the carriage, and the other end is used to hinge with the ultra-long precast steel-concrete composite component to be transported.

[0013] The sensor subsystem, connected to the onboard controller of the transport vehicle, includes an acceleration sensor disposed along its longitudinal and vertical directions on the ultra-long precast steel-concrete composite member, a strain sensor disposed on a critical section of the ultra-long precast steel-concrete composite member, a height sensor disposed on the ultra-long precast steel-concrete composite member near the differentiated dual-support subsystem, and a displacement sensor disposed on the sliding end support for measuring its longitudinal slip relative to the ultra-long precast steel-concrete composite member.

[0014] Furthermore, the semi-active intelligent bracket system provided by the present invention further includes two transition limiting seats in the differentiated dual-support subsystem. The two hydropneumatic springs located at the head of the carriage are supported on the two fixed end supports through one of the transition limiting seats, and the two hydropneumatic springs located at the tail of the carriage are supported on the two sliding end supports through the other transition limiting seat.

[0015] Furthermore, in the semi-active intelligent bracket system provided by the present invention, the magnetorheological damper is connected to the vehicle controller via a current controller in the semi-active suspension vibration reduction subsystem.

[0016] Furthermore, the semi-active intelligent bracket system provided by the present invention also includes:

[0017] The lateral limiting system consists of high-damping lateral limiting blocks located on the outside of the ultra-long precast steel-concrete composite component and mounted on the fixed end support and sliding end support. These blocks are used to limit the lateral swaying of the ultra-long precast steel-concrete composite component in the width direction of the vehicle body caused by turning of the transport vehicle or sudden lateral disturbances.

[0018] To solve the above-mentioned technical problems, the present invention also provides a control method for the semi-active intelligent bracket system for transporting ultra-long precast steel-concrete composite components, comprising:

[0019] The extra-long precast steel-concrete composite components to be transported are arranged longitudinally along the length of the cargo compartment of the transport vehicle. The extra-long precast steel-concrete composite components are fixedly connected to the fixed end support and slidably connected to the sliding end support respectively. The end of the magnetorheological damper away from the cargo compartment is hinged to the extra-long precast steel-concrete composite component. The corresponding sensor in the sensor subsystem is connected to the extra-long precast steel-concrete composite component.

[0020] During the operation of the transport vehicle, the on-board controller establishes a dynamic risk index for the comprehensive response of components based on real-time monitoring data from the sensor subsystem.

[0021] (4);

[0022] in, As a dynamic risk indicator for the comprehensive response of components, As a dynamic risk indicator for the vibration response of structural components, As a dynamic risk index for the stress response of a component, As a dynamic risk indicator for component attitude response;

[0023] Risk assessment of ultra-long precast steel-concrete composite components during transportation is conducted based on the dynamic risk index of component comprehensive response. The magnetorheological damper of the semi-active suspension vibration reduction subsystem is dynamically damped and controlled based on the assessed risk mode, so as to realize vibration isolation and vibration suppression control of ultra-long precast steel-concrete composite components during transportation.

[0024] The vehicle controller monitors the height difference between the left and right support points of the two fixed end supports and the two sliding end supports in real time using the sensor subsystem. It dynamically controls the pressure of the corresponding hydro-pneumatic springs in the semi-active suspension damping subsystem by dynamically charging and deflating them. This controls the leveling of the components and reduces the additional static bending moment and local eccentric force caused by the tilting of the ultra-long precast steel-concrete composite components during transportation.

[0025] Furthermore, the control method for a semi-active intelligent support system during the transportation of ultra-long precast steel-concrete composite components provided by the present invention includes: conducting a risk assessment of the ultra-long precast steel-concrete composite components during transportation based on the component's comprehensive response dynamic risk index; and dynamically adjusting and controlling the magnetorheological damper of the semi-active suspension vibration damping subsystem based on the assessed risk mode.

[0026] Set the first comprehensive response dynamic risk threshold Second integrated response dynamic risk threshold ,in ;

[0027] when When the risk mode of the ultra-long precast steel-concrete composite component during transportation is determined to be the safe mode, the low-damping control strategy of the semi-active suspension vibration reduction subsystem is implemented to improve the vibration isolation capability and prioritize the filtering of high-frequency small-amplitude vibrations of the road surface.

[0028] when When the risk mode of the ultra-long precast steel-concrete composite component during transportation is determined to be the suppression mode, the damping control strategy of the semi-active suspension vibration reduction subsystem is implemented to suppress low-frequency large-amplitude swaying and impact amplification effect.

[0029] when When the risk mode of the ultra-long precast steel-concrete composite component during transportation is determined to be the protection mode, a high-damping control strategy of the semi-active suspension vibration reduction subsystem is implemented to absorb impact energy and suppress large response of the ultra-long precast steel-concrete composite component in the shortest possible time.

[0030] Furthermore, the present invention provides a control method for a semi-active intelligent bracket system used in the transportation of ultra-long precast steel-concrete composite components.

[0031] In safe mode, the method for implementing the enhanced damping control strategy of the semi-active suspension damping subsystem is as follows: the on-board controller controls the magnetorheological damper to output the minimum excitation current. This puts the magnetorheological damper in a low-damping state.

[0032] In protection mode, the high-damping control strategy of the semi-active suspension damping subsystem is implemented as follows: the on-board controller controls the magnetorheological damper to output the maximum excitation current. This allows the magnetorheological damper to enter a high-damping state;

[0033] In suppression mode, the method for implementing the enhanced damping control strategy of the semi-active suspension damping subsystem is as follows: the on-board controller controls the magnetorheological damper to continuously increase the output excitation current from the minimum excitation current to... < < This increases the yield stress and apparent viscosity of the magnetorheological fluid inside the magnetorheological damper, thereby increasing the damping force.

[0034] Furthermore, the control method for the semi-active intelligent support system in the transportation process of ultra-long precast steel-concrete composite components provided by the present invention, in the suppression mode, controls the magnetorheological damper to continuously increase the output excitation current from the minimum excitation current according to the linear control relationship of Formula 5. :

[0035] (5);

[0036] In Equation 5, The maximum excitation current, Minimum excitation current, The first comprehensive response dynamic risk threshold, The second comprehensive response dynamic risk threshold, where .

[0037] Furthermore, the present invention provides a control method for a semi-active intelligent bracket system used in the transportation of ultra-long precast steel-concrete composite components.

[0038] Calculate the dynamic risk index of component vibration response according to Formula 1:

[0039] (1);

[0040] In Equation 1,

[0041] The vertical acceleration of the component reflects the vertical impact and vibration intensity of the component;

[0042] Vertical acceleration control limits;

[0043] Longitudinal acceleration reflects vehicle braking, starting, and longitudinal impact effects;

[0044] For longitudinal acceleration control limits;

[0045] Calculate the dynamic risk index of the component's stress response according to Formula 2:

[0046] (2);

[0047] In Equation 2,

[0048] The dynamic strain of the key section of the component reflects the dynamic stress level of the component;

[0049] The allowable dynamic strain limit during component transportation;

[0050] Calculate the dynamic risk index of component attitude response according to Formula 3:

[0051] (3);

[0052] In Equation 3,

[0053] The larger of the height difference between the left and right support points of the fixed end support and the height difference between the left and right support points of the sliding end support is used to reflect whether the component is tilted.

[0054] This represents the allowable height difference limit for the support points.

[0055] Furthermore, the control method for the semi-active intelligent support system during the transportation of ultra-long precast steel-concrete composite components provided by the present invention includes the following method for performing component posture leveling control:

[0056] When the support height difference is detected When the set allowable value is exceeded, the vehicle controller outputs an inflation or deflation command to the hydropneumatic spring, adjusts the height of the corresponding support point, and restores the ultra-long precast steel-concrete composite component to a horizontal or near-horizontal position for transportation.

[0057] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0058] The semi-active intelligent support system and its control method for transporting ultra-long precast steel-concrete composite components provided by this invention, on the one hand, replaces the traditional rigid support method with a differentiated dual-support subsystem on the transport vehicle. The two fixed end supports at the front end of the differentiated dual-support subsystem, distributed left and right, define the reference position of the ultra-long precast steel-concrete composite component, preventing disorderly longitudinal movement of the component during transport. On the other hand, the two sliding end supports at the rear end of the differentiated dual-support subsystem allow controlled micro-displacement of the ultra-long precast steel-concrete composite component in the longitudinal direction during transport. This system releases additional secondary internal forces along the longitudinal direction of ultra-long precast steel-concrete composite components caused by temperature difference deformation and vehicle braking inertia. This ensures the overall stability of the ultra-long precast steel-concrete composite components during transportation, while preventing additional adverse stresses caused by the fixed constraints at both support points. Furthermore, an adjustable semi-active suspension damping subsystem composed of hydropneumatic springs and magnetorheological dampers is used. Based on real-time monitoring data from the sensor subsystem, a dynamic risk index for the comprehensive response of the component is established. This index is then used to dynamically control the damping of the magnetorheological dampers. By dynamically adjusting the excitation current of the magnetorheological dampers, the dampers can operate at low resistance... The continuous change between the damped state and the high-damped state enables the magnetorheological damper to perform dynamic energy dissipation and response suppression functions during the transportation of ultra-long precast steel-concrete composite components. This allows for both vibration isolation and vibration suppression capabilities for the ultra-long precast steel-concrete composite components under different road conditions. Furthermore, the sensor subsystem monitors the height differences between the left and right support points of the two fixed-end supports and the two sliding-end supports in real time, dynamically controlling the pressure of the corresponding hydropneumatic springs through dynamic inflation and deflation. The hydropneumatic springs dynamically assume the functions of vertical support, load adaptation, and attitude leveling, thus dynamically controlling the ultra-long precast steel-concrete composite components during transportation. Attitude leveling control reduces the additional static bending moment and local eccentric force caused by tilting of ultra-long precast steel-concrete composite components during transportation; it realizes the transformation from passive transportation to active control of ultra-long precast steel-concrete composite components during transportation. At this time, through the longitudinal micro-displacement of the sliding end support, the dynamic damping adjustment of the magnetorheological damper, and the dynamic pressure adjustment of the hydro-pneumatic spring, the additional secondary internal forces caused by the deformation of the frame torsion, temperature difference deformation, and braking inertia in the longitudinal direction of the ultra-long precast steel-concrete composite components can be released, thus avoiding structural damage such as micro-cracks, local damage, residual deformation, or stiffness degradation of ultra-long precast steel-concrete composite components during transportation.

[0059] The semi-active intelligent support system and its control method for transporting ultra-long precast steel-concrete composite components provided by this invention integrate a differentiated dual-support subsystem onto a semi-active suspension and vibration reduction subsystem. This enables real-time and rational distribution of the longitudinal and vertical force boundaries of the ultra-long precast steel-concrete composite components during transport. The system also utilizes an onboard controller to monitor the dynamic risk indicators of the component's comprehensive response. By dynamically constructing and setting graded thresholds, different control modes are triggered, and the damping state of the magnetorheological damper and the pressure of the hydro-gas spring are dynamically adjusted, thus forming a closed-loop control chain of "monitoring-judgment-execution-feedback" to solve the problems of vibration, impact, tilting and additional stress generated during the transportation of ultra-long precast steel-concrete composite components.

[0060] The semi-active intelligent support system and control method for transporting ultra-long precast steel-concrete composite components provided by this invention do not rely on monitoring data from a single sensor in the sensor subsystem. Instead, they establish a dynamic risk index for the comprehensive response of ultra-long precast steel-concrete composite components during transportation by jointly monitoring three dimensions: acceleration, strain, and displacement (height). This index reflects the "vibration response—stress response—attitude response" of the components. Through continuous updates Dynamically adjust the excitation current The pressure of the dynamically adjusted hydro-pneumatic spring is used to achieve closed-loop control of the ultra-long precast steel-concrete composite components during transportation, realizing the transformation from passive transportation to active control during transportation and avoiding structural damage such as micro-cracks, local damage, residual deformation or stiffness degradation during transportation. Attached Figure Description

[0061] Figure 1 This is a schematic diagram of the main structure of a semi-active intelligent bracket system used in the transportation of ultra-long precast steel-concrete composite components.

[0062] Figure 2 This is a schematic diagram of the cross-sectional structure of a semi-active intelligent bracket system used in the transportation of ultra-long precast steel-concrete composite components at the fixed end support.

[0063] Figure 3 This is a flowchart of a control method for a semi-active intelligent bracket system used in the transportation of ultra-long precast steel-concrete composite components;

[0064] As shown in the figure:

[0065] 100. Semi-active intelligent bracket system;

[0066] 110. Differentiated dual-support subsystem; 111. Fixed end support; 112. Sliding end support; 113. Adapter limit seat.

[0067] 120. Semi-active suspension damping subsystem; 121. Hydraulic-pneumatic spring; 122. Magnetorheological damper; 123. Current controller;

[0068] 130. Sensor subsystem; 131. Accelerometer; 132. Strain sensor; 133. Height sensor; 134. Displacement sensor.

[0069] 140. Transport vehicle; 141. Carriage; 142. Onboard controller;

[0070] 150. Lateral high-damping limiting block;

[0071] 160. Extra-long precast steel-concrete composite components. Detailed Implementation

[0072] The present invention will now be described in detail with reference to the accompanying drawings. The advantages and features of the present invention will become clearer from the following description. It should be noted that the drawings are all in a very simplified form and use non-precise proportions, and are only used to facilitate and clarify the illustration of the embodiments of the present invention.

[0073] Please refer to Figures 1 to 2 This invention provides a semi-active intelligent support system 100 for transporting ultra-long precast steel-concrete composite components, comprising a differentiated dual-support subsystem 110, a semi-active suspension and vibration damping subsystem 120, a sensor subsystem 130, and a transport vehicle 140. Wherein:

[0074] The transport vehicle 140 is used to transport an extra-long precast steel-concrete composite component (hereinafter referred to as component) 160, the component 160 being arranged longitudinally along the length of the carriage 141 of the transport vehicle 140.

[0075] The differentiated dual-pivot support subsystem 110 includes two fixed end supports 111 for fixed connection to the front end of the component 160 (the end closer to the front of the vehicle) arranged in two rows on the left and right, and two sliding end supports 112 for sliding connection to the rear end of the component 160 (the end farther from the front of the vehicle) arranged in two rows on the left and right.

[0076] The semi-active suspension damping subsystem 120, connected to the on-board controller 142 of the transport vehicle 140, includes hydropneumatic springs 121 fixedly disposed between the fixed end support 111 and the carriage 141 and between the sliding end support 112 and the carriage 141, and magnetorheological dampers 122 disposed near each hydropneumatic spring 121 on the carriage 141. One end of the magnetorheological damper 122 is hinged to the carriage 141, and the other end is used to hinge to the component 160 to be transported. That is, the hydropneumatic springs 121 and the magnetorheological dampers 122 are connected to the on-board controller 142 of the transport vehicle 140. The hydropneumatic springs 121 are also referred to as oil-pneumatic springs.

[0077] For ease of overall understanding, the differentiated dual-support subsystem 110 can be integrated into the semi-active suspension damping subsystem 120 for overall description. In this case, the semi-active suspension damping subsystem 120 includes four hydropneumatic springs 121 fixedly arranged in two rows at the head and rear of the carriage 141 of the transport vehicle 140; fixed end supports 111 fixedly connected to the top of each hydropneumatic spring 121 at the head of the carriage 141 for fixed connection to the component 160; and fixed end supports 111 fixedly connected to the top of each hydropneumatic spring 121 at the rear of the carriage 141. The sliding end support 112 at the top of the gas spring 121 is used to slide along the longitudinal direction of the component 160 on the component 160. The fixed end support 111 and the sliding end support 112 constitute a differentiated double-pivot support subsystem 110. A magnetorheological damper 122 is provided on the carriage 141 near each of the gas springs 121. One end of the magnetorheological damper 122 is hinged to the carriage 141, and the other end is used to hinge to the component 160. The gas spring 121 and the magnetorheological damper 122 are respectively connected to the vehicle controller 142.

[0078] The sensor subsystem 130, connected to the on-board controller 142 of the transport vehicle 140, includes an acceleration sensor 131 disposed on the component 160 along its longitudinal and vertical directions, a strain sensor 132 disposed on a critical section of the component 160, a height sensor 133 disposed on the component 160 near the differentiated dual-support subsystem 110, and a displacement sensor 134 disposed on the sliding end support 112 for measuring its longitudinal slip relative to the component 160. The height sensor 133 is the same as the displacement sensor 134, differing only in their orientation; the height sensor 133 measures vertical distance, while the displacement sensor 134 measures longitudinal distance.

[0079] Please combine Figure 3 The present invention also provides a control method for a semi-active intelligent bracket system for transporting ultra-long precast steel-concrete composite components, as described above, including:

[0080] Step S1, installation of ultra-long precast steel-concrete composite components, i.e. component installation: the component to be transported 160 is arranged longitudinally along the length direction of the carriage 141 of the transport vehicle 140 and the component 160 is fixedly connected to the fixed end support 111 and slidably connected to the sliding end support 112 respectively. The end of the magnetorheological damper 122 away from the carriage 141 is hinged to the component 160. The corresponding sensor in the sensor subsystem 130 is connected to the component 160.

[0081] Step S2, component transportation begins: the component 160 installed thereon is transported via the semi-active intelligent bracket system 100.

[0082] Step S3: Monitor data from each sensor in real time.

[0083] The vertical acceleration of component 160 during transportation is measured in real time by a vertically arranged acceleration sensor 131. It is used to reflect the intensity of vertical impact and vibration.

[0084] The longitudinal acceleration of component 160 during transportation is measured in real time by longitudinally arranged acceleration sensors 131. It is used to reflect braking, starting and longitudinal impact effects.

[0085] The dynamic strain of key sections of component 160 during transportation is measured in real time using strain sensor 132. It is used to reflect the dynamic stress level of a component.

[0086] The height difference between the left and right support points of the two fixed end supports 111 of component 160 during transportation is measured in real time by height sensor 133. It is used to reflect whether the component's posture is tilted.

[0087] The longitudinal displacement of the two sliding end supports 112 of the component 160 during transportation is measured in real time by the displacement sensor 134.

[0088] The speed of the transport vehicle 140 can be read through the vehicle controller 142. It is used to assist in correcting control response speed and damping adjustment strategies.

[0089] Step S4, Establishing a Dynamic Risk Index for the Comprehensive Component Response: During the operation of the transport vehicle 140, the on-board controller 142 establishes a dynamic risk index for the comprehensive component response based on real-time monitoring data from the sensor subsystem 130. Specifically, this includes:

[0090] Step S41, calculate the dynamic risk index of component vibration response according to Formula 1:

[0091] (1);

[0092] In Equation 1, The vertical acceleration of the component reflects the vertical impact and vibration intensity of the component; Vertical acceleration control limits; Longitudinal acceleration reflects vehicle braking, starting, and longitudinal impact effects; This refers to the longitudinal acceleration control limit.

[0093] Step S42, calculate the dynamic risk index of the component's stress response according to Formula 2:

[0094] (2);

[0095] In Equation 2, The dynamic strain of the key section of the component reflects the dynamic stress level of the component; The allowable dynamic strain limit during component transportation.

[0096] Step S43, calculate the dynamic risk index of the component's attitude response according to Formula 3:

[0097] (3);

[0098] In Equation 3, The larger of the height difference between the left and right support points of the fixed end support 111 and the height difference between the left and right support points of the sliding end support 112 reflects whether the component is tilted. This refers to the allowable height difference limit for the support points.

[0099] Based on steps S41 to S43, establish a dynamic risk index for the comprehensive response of components:

[0100] (4);

[0101] in, As a dynamic risk indicator for the comprehensive response of components, As a dynamic risk indicator for the vibration response of structural components, As a dynamic risk index for the stress response of a component, This refers to the dynamic risk index of component attitude response. The comprehensive dynamic risk index of component response is used. The most unfavorable dynamic risk indicator is used as the basis for current risk control.

[0102] Step S5, Component Risk Mode Assessment: Based on the component's comprehensive response dynamic risk index A risk assessment is conducted on component 160 during transportation. Based on the assessed risk model, dynamic damping adjustment control is applied to the magnetorheological damper 122 of the semi-active suspension vibration reduction subsystem 120 to achieve vibration isolation and suppression control of component 160 during transportation. Specifically, this includes:

[0103] Step S51: Set the first comprehensive response dynamic risk threshold. Second integrated response dynamic risk threshold ,in ;in:

[0104] The preferred value range for the warning threshold is 0.55 to 0.70, with a typical value of 0.60.

[0105] To control the threshold, the preferred value range is 0.80 to 0.95, with a typical value of 0.85.

[0106] when When the risk mode of component 160 during transportation is determined to be safe mode, the low-damping control strategy of the semi-active suspension vibration damping subsystem 120 is executed, that is, the on-board controller 142 controls the magnetorheological damper 122 to output the minimum excitation current. This allows the magnetorheological damper 122 to be in a low-damping state, thereby improving vibration isolation capability and preferentially filtering high-frequency, small-amplitude vibrations from the road surface. Among these, The preferred value range is 0.1A to 0.5A, and the typical value can be 0.2A.

[0107] when When the risk mode of component 160 during transportation is determined to be protection mode, the high-damping control strategy of the semi-active suspension vibration damping subsystem 120 is executed, that is, the on-board controller 142 controls the magnetorheological damper 122 to output the maximum excitation current. This causes the magnetorheological damper 122 to enter a high-damping state, absorbing impact energy and suppressing the large response of component 160 in the shortest possible time. Simultaneously, it can trigger alarm information, issuing deceleration suggestions or emergency stop warnings to the driver to ensure the safe transport of component 160. The maximum excitation current... The preferred value range is 1.5A to 2.5A, with a typical value of 2.0A.

[0108] when When the risk mode of component 160 during transportation is determined to be the suppression mode, the damping increase control strategy of the semi-active suspension vibration reduction subsystem 120 is executed. That is, the on-board controller 142 controls the magnetorheological damper 122 to continuously increase the output excitation current from the minimum excitation current to... < < This increases the yield stress and apparent viscosity of the magnetorheological fluid inside the magnetorheological damper 122, thereby increasing the damping force to suppress low-frequency large-amplitude swaying and impact amplification effects.

[0109] The magnetorheological damper 122 can be controlled to continuously increase the output excitation current from the minimum excitation current according to the linear control relationship of formula 5. :

[0110] (5);

[0111] In Equation 5, The maximum excitation current, Minimum excitation current, The first comprehensive response dynamic risk threshold, The second comprehensive response dynamic risk threshold, where .

[0112] Step S6, attitude leveling control, i.e., component attitude tilt judgment:

[0113] The vehicle controller 142, based on real-time monitoring of the height difference between the left and right support points of the two fixed end supports 111 and the two sliding end supports 112 by the sensor subsystem 130, dynamically controls the pressure of the corresponding hydropneumatic springs 121 in the semi-active suspension damping subsystem 120 by dynamically inflating and deflating them. This executes component posture leveling control, reducing the additional static bending moment and local eccentric force caused by the tilting of the component 160 during transportation. Specifically, when a support height difference is detected... When the set allowable value is exceeded, the vehicle controller 142 outputs an inflation or deflation command to the hydropneumatic spring 121 to adjust the support point height of the corresponding fixed end support 111 or sliding end support 112, so that the component 160 is restored to a horizontal or near-horizontal posture for transportation.

[0114] Preferably, when At that time, attitude leveling control is triggered, in which The preferred value for the attitude leveling start threshold is 3mm to 8mm, with a typical value of 5mm.

[0115] After leveling the hydraulic spring 121, the height difference between the left and right supports should meet the following requirements: .

[0116] Steps S6 and S5 are not limited to sequential judgment; they can be judged in parallel.

[0117] Repeat steps S3 to S6, and use the on-board controller 142 to monitor the dynamic risk indicators of the component's comprehensive response. Dynamic updates are performed to dynamically adjust the excitation current of the magnetorheological damper 122 and the pressure of the hydro-gas spring 121, thereby forming a closed-loop control chain of "monitoring-judgment-execution-feedback" for the component 160, solving the problems of vibration, impact, tilting and additional force on the component 160 during transportation.

[0118] After the component transportation is completed, the semi-active intelligent bracket system 100 outputs a full-process transportation response record, including:

[0119] Maximum acceleration;

[0120] Maximum dynamic strain;

[0121] Maximum support height difference;

[0122] Risk indicator peak ;

[0123] Number of times control mode is switched;

[0124] Damping control and leveling execution records.

[0125] This record can serve as the basis for on-site acceptance of components, pre-hoisting verification, and subsequent construction quality traceability.

[0126] Please refer to this carefully. Figures 1 to 3The semi-active intelligent support system and its control method for transporting ultra-long precast steel-concrete composite components provided in this invention, in the first aspect, replaces the traditional rigid support method by setting a differentiated double-support subsystem 110 on the transport vehicle 140. The reference position of the component 160 is defined by two fixed end supports 111 distributed left and right at the front end of the differentiated double-support subsystem 110, preventing disorderly longitudinal movement of the component 160 during transport. The controlled micro-displacement of the component 160 in the longitudinal direction is allowed by two sliding end supports 112 distributed left and right at the rear end of the differentiated double-support subsystem 110 during transport. This releases the additional secondary internal forces in the longitudinal direction of component 160 caused by temperature difference deformation and vehicle braking inertia; thus ensuring that component 160 maintains overall stability during transportation without incurring additional adverse stress due to the fixed constraints at both support points. Secondly, through the adjustable semi-active suspension vibration reduction subsystem 120 composed of a hydropneumatic spring 121 and a magnetorheological damper 122, a dynamic risk index for the comprehensive response of the component is established based on real-time monitoring data from the sensor subsystem 130. The dynamic risk index is used to dynamically control the damping of the magnetorheological damper 122. By dynamically adjusting the excitation current of the magnetorheological damper 122, the damping of the magnetorheological damper is controlled. The magnetorheological damper 122 continuously changes between low-damping and high-damping states, enabling it to perform dynamic energy dissipation and response suppression functions for component 160 during transportation. This ensures both vibration isolation and vibration suppression capabilities for component 160 under different road conditions. Thirdly, based on real-time monitoring of the height difference between the left and right support points of the two fixed-end supports 111 and the two sliding-end supports 112 by the sensor subsystem 130, the pressure of the corresponding hydropneumatic springs 121 is dynamically controlled through inflation and deflation. The hydropneumatic springs 121 dynamically assume vertical support, load adaptation, and attitude leveling functions, thus ensuring effective vibration control during transportation. The component 160 is dynamically leveled to reduce the additional static bending moment and local eccentric force caused by tilting during transportation. This enables the component 160 to switch from passive transportation to active control during transportation. At this time, through the longitudinal micro-displacement of the sliding end support 112, the dynamic damping adjustment of the magnetorheological damper 122, and the dynamic pressure adjustment of the hydro-pneumatic spring 121, the additional secondary internal forces caused by the deformation of the frame due to torsion, temperature difference deformation, and braking inertia in the longitudinal direction of the ultra-long precast steel-concrete composite component 160 can be released, thus avoiding structural damage such as micro-cracks, local damage, residual deformation, or stiffness degradation of the component 160 during transportation.

[0127] The method of dynamically controlling the pressure of the corresponding hydropneumatic spring 121 by dynamically charging and deflating it can be based on the larger of the height difference between the left and right support points of the fixed end support 111 and the height difference between the left and right support points of the two sliding end supports 112, so as to level the posture of the component.

[0128] The semi-active intelligent support system and its control method for transporting ultra-long precast steel-concrete composite components provided in this invention integrates a differentiated dual-support subsystem 110 onto a semi-active suspension and vibration damping subsystem 120. This allows for real-time and reasonable allocation of the longitudinal and vertical force boundaries of the component 160 during transport. The system also utilizes an onboard controller 142 to monitor the dynamic risk indicators of the component's comprehensive response. By dynamically constructing and setting graded thresholds, different control modes are triggered, and the damping state of the magnetorheological damper 122 and the pressure of the hydro-gas spring 121 are dynamically adjusted, thereby forming a closed-loop control chain of "monitoring-judgment-execution-feedback" to solve the problems of vibration, impact, attitude tilting and additional force generated by component 160 during transportation.

[0129] The semi-active intelligent support system and control method for transporting ultra-long precast steel-concrete composite components provided in this invention do not rely on monitoring data from a single sensor in the sensor subsystem 130, but rather on establishing a dynamic risk index for the comprehensive response of the component 160 during transportation, reflecting "vibration response—stress response—attitude response," by jointly monitoring three dimensions: acceleration, strain, and displacement (height). Through continuous updates Dynamically adjust the excitation current The pressure of the dynamically adjustable hydro-pneumatic spring 121 enables closed-loop control of the component 160 throughout the transportation process, realizing the transformation of the component 160 from passive transportation to active control during transportation, and avoiding structural damage such as micro-cracks, local damage, residual deformation or stiffness degradation of the component 160 during transportation.

[0130] Please refer to Figure 2To improve the stable support of component 160 and enhance the balance of the support, the semi-active intelligent bracket system 100 and its control method provided in this embodiment of the invention include a differentiated dual-support subsystem 110 that further comprises two transition limiting seats 113. Two hydropneumatic springs 121 located at the head of the carriage 141 are supported by two fixed-end supports 111 via one transition limiting seat 113, while two hydropneumatic springs 121 located at the tail of the carriage 141 are supported by two sliding-end supports 112 via the other transition limiting seat 113. In this case, the fixed-end supports 111 or sliding-end supports 112 are indirectly controlled by controlling the transition limiting seats 113 at corresponding positions through the hydropneumatic springs 121 and magnetorheological dampers 122 at the same location, thereby controlling the stable and smooth transportation of component 160.

[0131] Please refer to Figure 2 To achieve precise control over the magnetorheological damper 122, the semi-active intelligent bracket system 100 provided in this embodiment of the invention includes a semi-active suspension and vibration reduction subsystem 120 in which the magnetorheological damper 122 is connected to an on-board controller 142 via a current controller 123. In this case, the on-board controller 142 adjusts the excitation current of the magnetorheological damper 122 through the current controller 123.

[0132] Please refer to Figure 2 In order to achieve lateral restraint of component 160 during transportation, the semi-active intelligent bracket system 100 and its control method provided in this embodiment of the invention may further include:

[0133] The lateral limiting system consists of lateral high-damping limiting blocks 150 located on the outside of the component 160, mounted on the fixed end support 111 and the sliding end support 112. These blocks limit lateral swaying of the component 160 in the width direction of the carriage 141 caused by turning of the transport vehicle 140 or sudden lateral disturbances. The lateral high-damping limiting blocks 150 can be rubber blocks. In this system, the fixed end support 111, the sliding end support 112, and the lateral high-damping limiting blocks 150 rationally distribute the force boundaries of the component 160 in the longitudinal, lateral, and vertical three-dimensional directions during transport, ensuring smooth transport of the component 160.

[0134] The semi-active intelligent bracket system 100 and its control method provided in this embodiment of the invention, for example, when the transport vehicle 140 passes over a bumpy road, if the component 160 only vibrates vertically but the difference in height between left and right is not obvious, it mainly enters the suppression mode, and the damping is increased by the magnetorheological damper 122; if the transport vehicle 140 stops on a cross slope or the support height is uneven, and the component tilts left and right, the hydropneumatic spring 121 is activated to level it; if both situations occur at the same time, the magnetorheological damper 122 and the hydropneumatic spring 121 can participate in the control simultaneously.

[0135] This invention is not limited to the specific embodiments described above. Obviously, the embodiments described above are only a part of the embodiments of this invention, not all of them. All other embodiments obtained by those skilled in the art based on the described embodiments of this invention are within the scope of protection of this invention. Those skilled in the art can make other modifications and variations to this invention. Therefore, if these modifications and variations of this invention fall within the scope of the claims of this invention, then this invention also intends to include these modifications and variations.

Claims

1. A semi-active intelligent support system for transporting ultra-long precast steel-concrete composite components, characterized in that, include; A transport vehicle for transporting ultra-long precast steel-concrete composite components, wherein the ultra-long precast steel-concrete composite components are arranged longitudinally along the length of the transport vehicle's cargo compartment. The differentiated dual-support subsystem includes two fixed-end supports for fixed connection to the front end of the ultra-long precast steel-concrete composite member, arranged in two rows on the left and right, and two sliding-end supports for sliding connection to the rear end of the ultra-long precast steel-concrete composite member, arranged in two rows on the left and right. The semi-active suspension vibration reduction subsystem is connected to the on-board controller of the transport vehicle. It includes a hydropneumatic spring fixedly installed between the fixed end support and the carriage and between the sliding end support and the carriage, and a magnetorheological damper installed on the carriage near each of the hydropneumatic springs. One end of the magnetorheological damper is hinged to the carriage, and the other end is used to hinge with the ultra-long precast steel-concrete composite component to be transported. The sensor subsystem, connected to the onboard controller of the transport vehicle, includes an acceleration sensor disposed along its longitudinal and vertical directions on the ultra-long precast steel-concrete composite member, a strain sensor disposed on a critical section of the ultra-long precast steel-concrete composite member, a height sensor disposed on the ultra-long precast steel-concrete composite member near the differentiated dual-support subsystem, and a displacement sensor disposed on the sliding end support for measuring its longitudinal slip relative to the ultra-long precast steel-concrete composite member.

2. The semi-active intelligent bracket system according to claim 1, characterized in that, The differentiated dual-pivot support subsystem also includes two transition limiting seats. The two hydropneumatic springs located at the head of the carriage are supported by the two fixed end supports through one of the transition limiting seats, and the two hydropneumatic springs located at the tail of the carriage are supported by the two sliding end supports through the other transition limiting seat.

3. The semi-active intelligent bracket system according to claim 1, characterized in that, In the semi-active suspension damping subsystem, the magnetorheological damper is connected to the vehicle controller via a current controller.

4. The semi-active intelligent bracket system according to claim 1, characterized in that, Also includes: The lateral limiting system consists of high-damping lateral limiting blocks located on the outside of the ultra-long precast steel-concrete composite component and mounted on the fixed end support and sliding end support. These blocks are used to limit the lateral swaying of the ultra-long precast steel-concrete composite component in the width direction of the vehicle body caused by turning of the transport vehicle or sudden lateral disturbances.

5. A control method for a semi-active intelligent bracket system for transporting ultra-long precast steel-concrete composite components according to any one of claims 1-4, characterized in that, include; The extra-long precast steel-concrete composite components to be transported are arranged longitudinally along the length of the cargo compartment of the transport vehicle. The extra-long precast steel-concrete composite components are fixedly connected to the fixed end support and slidably connected to the sliding end support respectively. The end of the magnetorheological damper away from the cargo compartment is hinged to the extra-long precast steel-concrete composite component. The corresponding sensor in the sensor subsystem is connected to the extra-long precast steel-concrete composite component. During the operation of the transport vehicle, the on-board controller establishes a dynamic risk index for the comprehensive response of components based on real-time monitoring data from the sensor subsystem. （4）； in, As a dynamic risk indicator for the comprehensive response of components, As a dynamic risk indicator for the vibration response of structural components, As a dynamic risk index for the stress response of a component, As a dynamic risk indicator for component attitude response; Risk assessment of ultra-long precast steel-concrete composite components during transportation is conducted based on the dynamic risk index of component comprehensive response. The magnetorheological damper of the semi-active suspension vibration reduction subsystem is dynamically damped and controlled based on the assessed risk mode, so as to realize vibration isolation and vibration suppression control of ultra-long precast steel-concrete composite components during transportation. The vehicle controller monitors the height difference between the left and right support points of the two fixed end supports and the two sliding end supports in real time using the sensor subsystem. It dynamically controls the pressure of the corresponding hydro-pneumatic springs in the semi-active suspension damping subsystem by dynamically charging and deflating them. This controls the leveling of the components and reduces the additional static bending moment and local eccentric force caused by the tilting of the ultra-long precast steel-concrete composite components during transportation.

6. The control method for the semi-active intelligent bracket system used in the transportation of ultra-long precast steel-concrete composite components according to claim 5, characterized in that, Risk assessment of ultra-long precast steel-concrete composite components during transportation is conducted based on the dynamic risk index of component comprehensive response. The method for dynamically adjusting and controlling the magnetorheological damper of the semi-active suspension vibration damping subsystem using the assessed risk model includes: Set the first comprehensive response dynamic risk threshold Second integrated response dynamic risk threshold ,in ; when When the risk mode of the ultra-long precast steel-concrete composite component during transportation is determined to be the safe mode, the low-damping control strategy of the semi-active suspension vibration reduction subsystem is implemented to improve the vibration isolation capability and prioritize the filtering of high-frequency small-amplitude vibrations of the road surface. when When the risk mode of the ultra-long precast steel-concrete composite component during transportation is determined to be the suppression mode, the damping control strategy of the semi-active suspension vibration reduction subsystem is implemented to suppress low-frequency large-amplitude swaying and impact amplification effect. when When the risk mode of the ultra-long precast steel-concrete composite component during transportation is determined to be the protection mode, a high-damping control strategy of the semi-active suspension vibration reduction subsystem is implemented to absorb impact energy and suppress large response of the ultra-long precast steel-concrete composite component in the shortest possible time.

7. The control method for the semi-active intelligent bracket system used in the transportation of ultra-long precast steel-concrete composite components according to claim 6, characterized in that, In safe mode, the method for implementing the enhanced damping control strategy of the semi-active suspension damping subsystem is as follows: the on-board controller controls the magnetorheological damper to output the minimum excitation current. This puts the magnetorheological damper in a low-damping state. In protection mode, the high-damping control strategy of the semi-active suspension damping subsystem is implemented as follows: the on-board controller controls the magnetorheological damper to output the maximum excitation current. This allows the magnetorheological damper to enter a high-damping state; In suppression mode, the method for implementing the enhanced damping control strategy of the semi-active suspension damping subsystem is as follows: the on-board controller controls the magnetorheological damper to continuously increase the output excitation current from the minimum excitation current to... < < This increases the yield stress and apparent viscosity of the magnetorheological fluid inside the magnetorheological damper, thereby increasing the damping force.

8. The control method for the semi-active intelligent bracket system used in the transportation of ultra-long precast steel-concrete composite components according to claim 7, characterized in that, In suppression mode, the magnetorheological damper is controlled according to the linear control relationship in Formula 5 to continuously increase the output excitation current from the minimum excitation current. : （5）； In Equation 5, The maximum excitation current, Minimum excitation current, The first comprehensive response dynamic risk threshold, The second comprehensive response dynamic risk threshold, where .

9. The control method for the semi-active intelligent bracket system used in the transportation of ultra-long precast steel-concrete composite components according to claim 5, characterized in that, Calculate the dynamic risk index of component vibration response according to Formula 1: （1）； In Equation 1, The vertical acceleration of the component reflects the vertical impact and vibration intensity of the component; Vertical acceleration control limits; Longitudinal acceleration reflects vehicle braking, starting, and longitudinal impact effects; For longitudinal acceleration control limits; Calculate the dynamic risk index of the component's stress response according to Formula 2: （2）； In Equation 2, The dynamic strain of the key section of the component reflects the dynamic stress level of the component; The allowable dynamic strain limit during component transportation; Calculate the dynamic risk index of component attitude response according to Formula 3: （3）； In Equation 3, The larger of the height difference between the left and right support points of the fixed end support and the height difference between the left and right support points of the sliding end support is used to reflect whether the component is tilted. This refers to the allowable height difference limit for the support points.

10. The control method for the semi-active intelligent bracket system used in the transportation of ultra-long precast steel-concrete composite components according to claim 5, characterized in that, Methods for performing component attitude leveling control include: When the support height difference is detected When the set allowable value is exceeded, the vehicle controller outputs an inflation or deflation command to the hydropneumatic spring, adjusts the height of the corresponding support point, and restores the ultra-long precast steel-concrete composite component to a horizontal or near-horizontal position for transportation.

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