CN106918459A - Overloading wagon decision method - Google Patents
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- CN106918459A CN106918459A CN201710144458.8A CN201710144458A CN106918459A CN 106918459 A CN106918459 A CN 106918459A CN 201710144458 A CN201710144458 A CN 201710144458A CN 106918459 A CN106918459 A CN 106918459A
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Abstract
Overloading wagon decision method.A kind of overloading wagon decision method, chooses different number of axle lorries, the different loading conditionses of lorry, different initial velocities；Selection experiment place；Using braking deceleration instrument, measurement braking deceleration a；The true value L of braking distance under certain speed is obtained using theorem of kinetic energy；Road surface display braking braking distance L in the case of the actual measurement in accident testing ground is various；Using braking deceleration and the functional relation of coefficient of road adhesion, the actual coefficient of road adhesion of vehicle is determinedφ；Data are acquired using experiment, relation between vehicle active braking distance and road surface measured distance is determined using statistical method, and finally draw the correction factor of road surface measured distanceK；Data processing is carried out with regression analysis, analyze data is obtained a result.The present invention is for judging overloading wagon.
Description
Technical field：
The present invention relates to a kind of overloading wagon decision method.
Background technology：
Since China enters 21st century, significant progress and development are achieved in terms of road Freight Transport, but
Overload problems during thing followed Freight Transport are increasingly severe, not only influence the pavement structure of road and use
While life-span, but also the traffic safety of China in serious harm, easily triggers traffic accident.
Because the overloading wagon phenomenon travelled on road is serious, peace of the lorry under overload condition during road driving
Full application of brake distance increase, braking deceleration declines, and causes it to turn into the exhausted big hidden danger for inducing traffic accident, along with present with often
The attachment coefficient choosing method and True Ground Range of rule survey the identification for not applied to superimposed truck travel speed.In traffic accident
The speed of accident vehicle identifies that we will not only confirm the important evidence of the property of accident occurrence cause and analysis accident in identification,
But also using as the important evidence that confirmation of responsibility is made to accident.Many mirror of the speed identification of accident vehicle in traffic accident
It is most difficult in fixed.By constantly experiment and a series of researchs we have found that when vehicle is braked, the size of attachment coefficient is straight
Connect and have an impact to the length of braking distance, and adhere to in the middle of this process finally stopped completely from braking is started in vehicle
Coefficient is had a very large change, but the attachment system under high capacity waggon overload condition how is accurately determined during research problems
The amendment of number and road pavement measured distance has turned into the problem that previous ought be difficult to resolve.
After it there is traffic accident in it, during to the identification of its speed, the parameter such as selection, road surface measured distance of attachment coefficient
Become not knowing more because of the overload of vehicle, it is modified also be always insoluble problem, especially some
Vehicle cannot normally be run after generation accident, it is impossible to which the former car of application is simulated in the scene of the accident to be tested.Processing this
During class problem, attachment coefficient is caused to occur under different loading conditionses because overload of vehicle causes braking deceleration to change
Serious uncertainty.At present attachment coefficient choosing method and True Ground Range measurement are not applied to determine the goods that overloads
The speed identification of car traveling, causes attachment coefficient to choose distortion.And for active braking distance and scene of the accident examination range finding from it
Between have that deviation causes not forming drag mark trace between tire and ground or the trace of formation is shorter than actual range, cause identification
As a result uncertainty increases.Conclusion appearance is calculated inaccurate, it is difficult to define and provide a objectively Vehicle Speed identification
Conclusion, and then difficulty increased to appraisal.
The content of the invention：
Judge accurate overloading wagon decision method it is an object of the invention to provide a kind of overloading wagon.
Above-mentioned purpose is realized by following technical scheme：
A kind of overloading wagon decision method, the first step choose different number of axle lorries, the different loading conditionses of lorry, it is different just
Beginning speed, second step Selection experiment place, the 3rd step utilizes braking deceleration instrument, measurement braking deceleration a；Using theorem of kinetic energy
Obtain the true value L of braking distance under certain speed；Road surface in the case of the actual measurement in accident testing ground is various shows braking
Braking distance L；4th step is using braking deceleration and the functional relation of coefficient of road adhesion（a=g）, determine the actual road of vehicle
Face attachment coefficient；Data are acquired using experiment, vehicle active braking distance and road surface reality are determined using statistical method
Find range the relation between, and finally draw the adjusted coefficient K of road surface measured distance；5th step is carried out at data with regression analysis
Reason, analyze data is obtained a result.
Described overloading wagon decision method, it is by three-axle truck, four axle goods that the first step chooses different number of axle lorries
Car, five axle lorries；The different loading conditionses of lorry are lorries respectively in unloaded, fully loaded, overload 50%, overload 100%, overload
150%th, overload 200% when with different initial velocities be that 40km/h, 50km/h, 60km/h are braked.
Described overloading wagon decision method, second step Selection experiment place is that, in drying, smooth, attachment condition is good
Bituminous paving, will be equipped with three-axle truck or four-axle truck, each five of the five axle lorries of braking deceleration instrument, successively unloaded, full
Carry, overload 50%, overload 100%, overload 150%, under 200% load-carrying situation of overload respectively with 40,50, the speed system of 60km/h
Dynamic test.
Described overloading wagon decision method, the 3rd step utilizes braking deceleration instrument, and measurement braking deceleration a is from the beginning of
Required time when acting the average retardation rate 75% that the vehicle for reaching regulation to vehicle deceleration fully sends, braking distance with
Initial speed of braking square is directly proportional.
Described overloading wagon decision method, the 4th step attachment coefficientEqual to pavement of road to vehicle tyre tangential stress
MaximumDivided by the normal stress of pavement of road, i.e.,。
Described overloading wagon decision method, the 4th step correction factorKFor；Wherein,；。
Described overloading wagon decision method, the 5th step carries out data processing with regression analysis, and analyze data draws knot
Fruit is that the number of axle progressively carries out simple regression analysis to attachment coefficient, loading capacity to attachment coefficient to attachment coefficient first with speed,
Scatterplot according to attachment coefficient under different situations obtains regression equation and carries out related-coefficient test, judges three factors to attachment
The influence size of coefficient；Under identical loading capacity, the value of corresponding attachment coefficient is not with the change of speed for the lorry of the same number of axle
And change, non-correlation, the size of attachment coefficient is unrelated with the initial velocity of lorry.
Beneficial effect：
1. the present invention enters Mobile state the examination of road to vehicle, has more truly reacted the overall process of vehicle braking, and the early stage from experiment is accurate
It is standby to start, then to field measurement, draw the braking deceleration of each number of axle lorry under different conditions, coordinate the time, actual braking away from
From with road surface measured distance, keep initial data and carry out mark, be follow-up meter in strict accordance with national standard garbled data
Calculate work and reliable basis are provided.
2. the present invention is when MFDD is determined, lorry due to the influence very little of the deviation to test result of initial speed of braking, because
This test site do retardation test also just it is difficult less, and then success of the test rate, the accuracy rate of result for carrying out every time compared with
It is high.
3. the present invention enters Mobile state the examination of road to vehicle, has more truly reacted the overall process of vehicle braking, from before experiment
Phase preparation starts, then to field measurement, draws the braking deceleration of each number of axle lorry under different conditions, coordinates the time, actual system
Dynamic distance and road surface measured distance, keep initial data and carry out mark, are follow-up in strict accordance with national standard garbled data
Evaluation work provide reliable basis.In field test it is noted that to scene braking the marking and lorry braking ability, this
Strong evidence will be provided for the speed appraisal of road traffic accident.
Brief description of the drawings：
Accompanying drawing 1 is the flow chart of this product.
Specific embodiment：
Embodiment 1：
A kind of overloading wagon decision method, the first step chooses different number of axle lorries, the different loading conditionses of lorry, different initial
Speed, second step Selection experiment place, the 3rd step utilizes braking deceleration instrument, measurement braking deceleration a；Asked using theorem of kinetic energy
Go out the true value L of braking distance under certain speed；Road surface display braking system in the case of the actual measurement in accident testing ground is various
Move apart from L；4th step is using braking deceleration and the functional relation of coefficient of road adhesion（a=g）, determine the actual road surface of vehicle
Attachment coefficient；Data are acquired using experiment, determines that vehicle active braking distance is surveyed with road surface using statistical method
Relation between distance, and finally draw the adjusted coefficient K of road surface measured distance；5th step is carried out at data with regression analysis
Reason, analyze data is obtained a result.
Embodiment 2：
Overloading wagon decision method described in embodiment 1, it is by three-axle truck, four axles that the first step chooses different number of axle lorries
Lorry, five axle lorries；The different loading conditionses of lorry are lorries respectively in unloaded, fully loaded, overload 50%, overload 100%, overload
150%th, overload 200% when with different initial velocities be that 40km/h, 50km/h, 60km/h are braked.
Embodiment 3：
Overloading wagon decision method described in embodiment 1, second step Selection experiment place is that, in drying, smooth, attachment condition is good
Good bituminous paving, will be equipped with three-axle truck or four-axle truck, each five of the five axle lorries of braking deceleration instrument, successively in sky
Carry, fully loaded, overload 50%, overload 100%, overload 150%, under 200% load-carrying situation of overload respectively with 40,50, the speed of 60km/h
Carry out retardation test.
Embodiment 4：
Overloading wagon decision method described in embodiment 1, the 3rd step utilize braking deceleration instrument, measurement braking deceleration a be from
Start required time during the average retardation rate 75% that the vehicle that action reaches regulation to vehicle deceleration fully sends, braking away from
Square it is directly proportional to initial speed of braking.
Embodiment 5：
Overloading wagon decision method described in embodiment 1, the 4th step attachment coefficientIt is tangential to vehicle tyre equal to pavement of road
The maximum of stressDivided by the normal stress of pavement of road, i.e.,。
Described overloading wagon decision method, the 4th step correction factorKFor；Wherein,；。
Embodiment 6：
Overloading wagon decision method described in embodiment 1, the 5th step carries out data processing with regression analysis, and analyze data draws
Result is that, to attachment coefficient, to attachment coefficient, loading capacity progressively carries out simple regression point to attachment coefficient to the number of axle first with speed
Analysis, the scatterplot according to attachment coefficient under different situations obtains regression equation and carries out related-coefficient test, judges three factors pair
The influence size of attachment coefficient；Under identical loading capacity, the value of corresponding attachment coefficient is not with speed for the lorry of the same number of axle
Change and change, non-correlation, the size of attachment coefficient is unrelated with the initial velocity of lorry.
Embodiment 7：
Overloading wagon decision method described in embodiment 1, an is in process of the test, it is ensured that the accuracy of experimental data has following
Some：（1）The accuracy of influence braking distance and the braking marking, experiment need to be smooth in same cleaning, on dry bituminous paving
Carry out.（2）The factor of the braking ability of high capacity waggon has a lot, and also resulting in the data measured of experiment has error, such as lorry
Long-time is braked, and the heat fading of generation can reduce speed rapidly until the ability of parking, whether the performance of inspection brake
Well.（3）Vehicle load state from（Unloaded, fully loaded, overload 50%, overload 100%, overload 150%, overload 200%）.To lorry
Loading capacity weighed, test vehicle tire wear degree conform to state-set standard, for improve braking distance measurement, can
It is more accurate with laser range finder.
Two, need science for data processing, and suitable data processing method is chosen according to data characteristicses.
（1）On the basis of great number tested data is collected, with the method for mathematical statistics set up attachment coefficient with it is large-scale
Regression relation function expression of the lorry between different loading capacity.
（2）Because the testing time to every chassis is more, the different degrees of decline of freight car braking performance is added, it is resulting
Data division do not meet test requirements document, should according to country formulate professional standard data are screened.
Test principle：Because current traffic accident situ does not have a corresponding test environment, appraiser can not possibly be
The scene of the accident carries out test run test, and this way is clearly worthless.Field test is to be unloaded goods to different loading conditionses
The reproduction of car braking ability, draws the variation tendency of the different braking deceleration of different cargo dead-weights, and testing crew is with science
Method and the Literature Lessons, the result of the test that will be obtained are accurate, intactly preserve.Fully to send out in test
Wave MBK-01（III）The function of type portable brake performance tester, its principle is exactly to be used as it by acceleration sensor
Detecting element, braking start signal is by brake pedal contact switch（Or pedal force sensor（Type B））There is provided, by reality to system
Dynamic deceleration and the measurement of time, high-speed computation are carried out in microprocessor, can export average retardation rate（MFDD）, braking just
The results such as speed, brake coordination time, active braking distance.
Portable brake performance tester employed in this experiment is because the high accuracy of instrument is so the data for measuring
It is also reliable, uses domestic and international advanced acceleration transducer, in addition can be by data processing and expertise
It is merged well, there is provided convenient.The very advantages of simple for wherein designing, tests the braking ability and acceleration of lorry
The test result of energy can be stored in instrument in the lump, and is directly printed on the spot by mini-printer, can also be by RS232
Serial communication（Or USB interface）Test data is further analysed after being connected with computer, and also can be converged with test case
Go out curve map, intuitively see that it changes.
With since in recent years, the automobile with ABS antilock devices was more and more universal, this vehicle with antilock device
The more obvious braking marking, thus the artificial method for being detected will not be generally produced to agree in the case where brake hard is run into
It is fixed inadvisable, so we use instrument to test in this experiment, and the result of relatively artificial the examination of road, MBK-01 types are just
Take formula brake performance tester result more science and accurate.Next step analysis is carried out according to the data for being measured.Our meetings
Can suspect in test bring influence, in fact this experiment to be entered with brake performance tester on final result by instrument detection
Walking along the street tries this possibility and substantially reduces, it has been found that influence of the initial speed of braking to testing result is very little.Instrument is answered
Highly sensitive acceleration transducer disclosure satisfy that Quick Acquisition, calculate desired Microprocessor technology, efficiently solve
Automobile braking performance measurement precision and parameters calculation, meet GB7258-2004《Motor vehicle runs safe practice bar
Part》Specify in the examination of road inspection braking ability.
Instrument needed for experiment：The equipment such as brake performance tester, speed measurer, laser range finder, above-mentioned required instrument
By National Technical quality supervised department annual test is qualified and normal operation after tested.
Brake instrument operation principle：Measurement mainly passes through main frame and acceleration transducer and pedal contact switch in experiment
Cooperation completion is carried out Deng three parts.After instrument is mounted in the car first, and set the relevant information of tested high capacity waggon
After car plate, vehicle, two minutes less than the state that just can enter test preparation.At this moment instrument can eliminate installation deviation and carry out zero point mark
It is fixed, and according to《Motor vehicle safe and technical specification》Specified in the examination of road method of inspection and for this experiment setting examination
Test the braking test for requiring to proceed by high capacity waggon：When driver start brake shoe touch on the brake pedal when, be previously installed at vapour
Brake pedal contact switch on car brake pedal passes to rapidly main frame by initial signal is braked, and at this time carries out second step master
Machine just carries out high-speed sampling, and to all data storages while treatment test data, then root is measured by instrument
Moment deceleration, braking time calculate the average retardation rate for fully sending（MFDD）With the brake coordination time, as a result and system
Dynamic initial velocity, braking distance can be displayed on screen by high-speed computation.When the measurement is finished, vehicle braking performances are according to main frame
In set《Motor vehicle safe and technical specification》Criterion in the examination of road requirement carries out whether qualified judging, this step
Can also must immediately fall, portable printer can also be connected and printed final result is tested, then by connecting computer
Preserve, can be very easily consulting correlated results after off-test.
Fundamentals of Sensors：Silicon micro-capacitive solid-state acceleration transducer in advanced level portable system in test
Embody out in dynamic deceleration instrument.It is known that according to most basic mechanics principleAnd the acceleration being made
Sensor, wherein we have found that there is a mass for sensitive acceleration inside, this mass is fixed by resilient cantilever
A battery lead plate is respectively provided with sensor housing, above and below it, has very narrow equal with mass
Gap, can form an equal electric capacity with mass respectively.It is internal when there is acceleration in housing above-below direction, be subject to
Inertia force can be subjected to displacement the mass, gap is just changed, thus and then capacitance just therefore and change.Hair
It is directly proportional between the difference and acceleration of existing two capacitances, so just generates capacitance acceleration transducer.
It is contemplated that using what is be made of micro-lithography and vapor deposition techniques as stock with silicon to this feature, feature is to float
Move small.When working sensor, inertance element and two fixed electrodes can be allowed to constitute electric capacity and the relation of displacement
Variable condenser, during vibration, inertance element is converted into amount of acceleration and exports through capacitance measurement circuit.
The installation of card DXT laser range finders is come, installation requirement is as follows：
（1）9V batteries are pressed into correct polarity and loads battery installation place, and whether inspection apparatus are damaged, whether inspection apparatus after unlatching
Normal operation.（2）After test terminates every time, instrument is placed in horizontality in bituminous paving, selection needs the lorry of measurement
The braking marking.（3）Flicking " emission key " button, then rangefinder internal electric source is to open！Be can be seen that at rangefinder by eyepiece
In measuring state is prepared, start measurement, instrument will automatically save each group of measurement result.
Embodiment 8：
Overloading wagon decision method described in embodiment 7,
This experiment is tested on the spot, as many as test number (TN), and test data is wide, by three axles, four axles, five axle goods
Car is respectively in unloaded, fully loaded, overload 50%, overload 100%, overload 150%, overload 200% with different initial velocity：40km/h、
50km/h, 60km/h are braked.
First by selecting Some vehicles, have 15 cars by number of axle difference and participated in this time experimental test, for this
Experiment driver training in early stage tissue, from vehicle brake, the aspect such as tire is checked, discovery for all test vehicles
Problem is solved in time.In test due to the difference of driver's operating habit, brake pedal is not floored in braking, and
The difference of experiment must floor brake pedal when being and being braked every time, be sure not " point is stopped " phenomenon occur, it is difficult to
Road surface measures the more complete braking marking, loses the purpose of experiment, is tested by readjusting, bulk test effect
It is satisfied.
This experiment is based on the experiment under high capacity waggon difference loading capacity, so being divided into by loading capacity difference unloaded, full
Load, overload 50%, overload 100%, overload 150%, overload 200%, what is especially studied for convenience when overloading and tested is smooth
Carry out, have selected sandstone grain as load-carrying counterweight, it is convenient to load, the survey under different useful loads is met by the loading machine in experiment
Examination, reaches test objective.Road transport lorry uses bias tire, test vehicle to use degree of tire abrasion lighter, accord with
Close experimental test requirement.
When by different loading capacity sand loading stones grain, with loading shovel as standard, make the sandstone grain in different loading capacity
Weight meets the real reliability that data during braking test are carried out under different loading capacity closer to test request.
Smooth in drying, well, the good bituminous paving of attachment condition will be equipped with the lorry of braking deceleration instrument（Three axles, four
Axle, five axles）Each five, divide under unloaded, fully loaded, overload 50%, overload 100%, overload 150%, 200% load-carrying situation of overload successively
Not with 40,50, the speed of 60km/h carry out retardation test, because speed of the lorry after overload does not reach 70km/h, so
Do not have to determine the experiment carried out with initial velocity 70km/h in this experiment, data will all be stored in braking after each off-test
In deceleration instrument, it is possible to which the data result that scene will measure successively is printed with mini-printer, is kept, and treats whole goods
Car test terminates to be filled up to data shown in table 2 below .1 test vehicle test data information registration forms.
Table 2.1
（By that analogy：Three axles, four axles, five axle lorries are loaded as unloaded, fully loaded, overload 50%, overload 100%, overload in goods
150%th, overload 200%.Under conditions of with the test of Brake stop in the case of 40,50,60km/h and maximal rate.）
By test measurement, a point two parts are selected, and Part I is the reason of changes of vehicle oneself state, in test process
The middle lorry according to the different number of axle, every group at least ensures five, and at least to have in test five groups of data above per chassis is symbol
Standardization, due to the increase in braking procedure due to number of times, the braking ability of lorry can decline, and heat fading be produced, in institute
Having in the data for measuring will be screened and be rejected, and the number of non-compliances of first screening is according to the 10%-15% that can account for total amount of data.The
Two parts are bases《Motor vehicle safe and technical specification》（GB7258-2004）7.13.1.2 specified in " brake coordination
Time " refers to, and the so-called coordination time is when running into emergency to take braking, to be reached from action to vehicle deceleration is started
The required time during average retardation rate 75% that the vehicle of regulation fully sends.Not should be greater than for the lorry to hydraulic braking
The brake coordination time of 0.35s, truck combination and articulated coach should be not more than 0.8s, and the lorry of air-pressure brake is not more than 0.6.
Other braking distance and initial speed of braking square are directly proportional, therefore check braking ability of driving a vehicle with braking distance
When, it is desirable to initial speed of braking is very accurate, but is difficult to accomplish in retardation test, it is necessary to rational be adapted to regulation just by calculating
Braking distance during speed.When standard requirement is not reached, because brake coordination overlong time, also because braking deceleration
Degree not enough and cause poor stop, it is necessary to be further analysed -- determine the brake coordination time and fully send averagely subtract
Speed.Table 2.2 is the evaluation on the examination of road braking performance test in GB7258-2004.Table 2.3 is pass in 3GB7258-2004
In the evaluation of the examination of road braking performance test.
Table 2.2
Table 2.3
Whether the standard in upper table is qualified to judge braking deceleration of the different types of vehicle when brake measure is taken, if not
Meeting should be by number of non-compliances according to leaving out, and the overall number of non-compliances for screening away is according to the 25%-35% for having total amount.Institute in this experiment
All it is air-pressure brake using the brake type of lorry, relevant parameter can be searched accordingly and is made comparisons with field test data, protects
The validity and accuracy of data are demonstrate,proved.
Embodiment 9：
Overloading wagon decision method described in embodiment 1, freight car braking process
Lorry under steam, in goods vehicle driver in case of emergency, until brake pedal braking start effect before
This period experienced cry as the reaction time, the length of reaction distance it is critical only that lorry travels initial velocity and driver
Reaction time, find traveling initial velocity it is higher, reaction distance is more long.The reaction of the driver that the reaction time tests with participation
Degree, skills involved in the labour have direct relation.So-called braking distance is to be connected to emergency brake signal to stopping completely from driver
The distance of vehicle travels in car this period.Wherein experienced test driver and produce and be reacted to brake and work, Ran Houhuo
The distance of vehicle travels is respectively in car continuous braking these three aspects、WithTo represent, thus it is seen that lorry is attached
Coefficient isRoad surface on, with initial velocityWhole process during brake hard is carried out,
（1）The distance that test driver lorry within the reaction time is crossed is: (3.1)
（2）The distance of lorry process is during the brake of lorry works：
(3.2)
（3）In the continuous braking stage, lorry withMake even speed-down action motion, braking distanceFor:
(3.3)
So total stopping distance of lorryFor： (3.4)
Generally time of driver's reactionIt is 0.3~1.0 s, brake onset timeGenerally 0.3~0.95
s.So approximate chooseValue be 1.5s.
Therefore, from terms of the overall process of braking, worked including driver's reaction, brake altogether, continuous braking and braking
Device loosens four-stage.The correction factor of braking distance must be measured under lorry zero load and full load conditions in braking procedure
Road surface measured distance.
Influence lorry attachment coefficient factor have a lot, the theoretical value of attachment coefficient is often a scope, due to it
Change affected by various factors.So should be according to this alteration trend, with reference to specific road in the middle of reality
Traffic accident identification case is calculated and chosen.
（One）Influence of the road conditions to attachment coefficient
（1）Attachment coefficient has different degrees of change to be moistened with road roughness, road surface material, road surface with the property on road surface
The relation of situation.Attachment coefficient is big on dry road surface, then the opposite attachment coefficient on moist road surface is smaller, in winter
Attachment coefficient just becomes smaller on ice and snow road.
（2）With the relation of road roughness.Vehicle in pavement roughness, also can by the instantaneous value of braking adhesion coefficient
Changed with the change of road shape；On the road of Uneven road, the average value of attachment coefficient will be with the speed of wheel
Degree is raised and diminished.
（Two）Influence of the tire for attachment coefficient
（1）It is of different types due to tire.Vehicle can obtain attachment coefficient higher than using using meridian tire
The attachment coefficient of bias tire is high by 10% or so, but is found after making further research in humidity and with attachment coefficient road surface high
It is as a result just the opposite on the smooth ice tunnel with low attachment coefficient.If the different kinds of tyre of following table 3.1 is under different road conditions
Shown in attachment coefficient test value.
Table 3.1
（2）The air pressure and outside deterioration degree of vehicle tyre.Low pressure, the tire of Wide Band Oxygen Sensors and meridianal tire in hard pavement
Attachment coefficient tire often more general than other is high；And on soft, muddy road surface, high pressure, big-pattern bias tire then
More adapt to this environment；Abrasion is bigger, and attachment coefficient is smaller.
（Three）Influence of the slip rate to attachment coefficient
Slip rate either large or small can also have different degrees of influence, represent slip rate, be vehicle tyre with hard pavement in ground connection
Both relative degree slided.Generally we express the degree of sliding with lower formula, and expression formula is as follows：
（3.5）
When braking is produced, attachment coefficient is different in the different stages to automobile.Why slip rate is more than zero
Precisely due to the rolling radius of vehicle tyre is becoming big in this process.Tire do not have with ground occur it is real relative sliding
It is dynamic, simply just begin with certain slip rate.Then the relative slip of part has been occurred as soon as in the contact area of tire, has then been seen
It is worth pushing the speed to attachment coefficient and slows down.Attachment coefficient value is again on a declining curve after to peak, the reason for gradually reduction
It is because static friction factor is caused more than the dynamic friction factor between friction pair.
When occur braked wheel locking along road surface slide drag () or driving wheel original place trackslip () limiting case when,
Not only longitudinal and additional forces are significantly reduced but also lateral adhesion coefficient is strongly reduced and gone to zero.Under different road surface, attachment
Coefficient and slip rate change curve also difference, the corresponding slip rate of maximum grip coefficient are different, under different road surface
Maximum grip coefficient is also different, and the size of slip rate has a significant impact to attachment coefficient between wheel and ground.
（1）Attachment coefficient is usedIt is exactly maximum of the pavement of road to vehicle tyre tangential stress to expressAnd road
The normal stress on road surface （3.6）；When problems are processed common formula have exponential model magic formula and
Neural network model.
A kind of adjustment formula of attachment coefficient is designed herein, is carried out using following product model：
（3.7）；In formula：、、--- refer to the modifying factor of road, tire, behaviour in service respectively
Son；--- road-adhesion coefficient test value scope intermediate value.
The modifying factor that above formula is given, point five grades：、、、、, correspondence flexible strategy are respectively 1,0.8,
0.6、0.4、0.2。
By taking two axle lorries as an example, vehicle wheel base is, height of C.G. is, gross weight is, center of gravity from front axle away from
From for, center of gravity is with a distance from rear axle.Front axle counter-force is when static, rear axle counter-force is.Then,.If order, then,。
In automobile brake moderating process, inertia forceAct on center of gravityOn, antero posterior axis is asynchronous during braking, and front axle is attached
Coefficient 1, corresponding rear axle attachment coefficient is 2, and road surface is respectively to the braking adhesive force of antero posterior axisWith.Automobile because
Front axle pressure increases caused by braking, and rear axle pressure is reduced, and axle load transfer amount is.Thus equation group is set up as follows：
（3.8）；（3.9）；（3.10）；（3.11）
（3.12）；Thus vehicle synthesis attachment coefficient computing formula is drawn：According to the different situations of automobile brake,
The expression formula of following comprehensive attachment coefficient is derived, the attachment coefficient computing formula under 3.2 different situations is see the table below（Rolling resistance
Coefficient is ignored）It is shown.
Table 3.2
| Braking situations | Specific statement | Calculating formula |
| Synchronous braking | Each wheel simultaneous brake is moved, and wheel is with coefficient of road adhesion | e |
| Only antero posterior axis system It is dynamic | Two wheel brakings of front axle, two wheels of rear axle are freely rolled, front-wheel with Coefficient of road adhesion is | |
| Only rear axle braking | Two wheel brakings of rear axle, two wheels of front axle are freely rolled, trailing wheel with Coefficient of road adhesion is | |
| Only one of which front-wheel With a trailing wheel system It is dynamic | Only one of which front-wheel is braked with a trailing wheel, another front-wheel with Trailing wheel is freely rolled, and they are with the attachment coefficient on road surface, now |
Lorry in braking the braking deceleration that produces withRatio be used as asking the fundamental formular of road-adhesion coefficient, also
It is that the size for saying braking deceleration determines the size of attachment coefficient, attachment coefficient calculation expression：（3.13）
In formula：--- lorry attachment coefficient under different loading conditionses；--- the freight car braking measured with instrument adds（Subtract）Speed
Degree, m/s2；--- normal acceleration of gravity, take 9.8m/s2；Passing through above-mentioned pass by the qualified data of primary screening test
It is that formula calculates each number of axle lorry under different useful loads and carried out with different initial velocity attachment system when retardation test is detected respectively
Number.
The vehicle of all tests have corresponding attachment coefficient size, it is necessary to discuss calculated attachment coefficient whether with
The vehicle number of axle, has certain relation, it is contemplated that the attachment coefficient value under different situations between initial velocity and different cargo dead-weights
Equal Normal Distribution, just uses regression analysis on this basis, determines which influence factor has.
The influence overloaded to braking distance
Braking distance is elongated with the increase of loading capacity；Initial speed of braking is bigger, and the change of loading capacity brings to braking distance
Influence it is bigger, the traveling initial velocity of lorry and square relation being directly proportional of braking distance.
Influence of the reaction time of brakes to braking distance
When speed isDriver's brake pedal when, brakes has gap, and is influenceed by slack of pedal,
Energy transmits just may require that the corresponding time in the duct, is also influenceed by factors such as upper times of driver's reaction, so
Vehicle continues with speed in this periodAdvance, until the distance that moves forwardAfterwards, braking starts to act, and this is just
It is reaction time and corresponding reaction distance.When lorry starts braking, the speed of vehicle reduces rapidly up to being 0, but actual
Until pointRear vehicle just begins with braking deceleration, according to《Motor vehicle safe and technical specification》It is defined braking away from
From be fromArrive, because speed ratio is very fast before braking deceleration is produced, so the reaction time pair of motor vehicle braking system
The influence of braking distance is very big.
In emergency circumstances driver can take brake measure, the brake force again to lorry is braked since vehicle and is reached most
A process is experienced greatly, in the process, tire and road can leave the braking marking by friction, here it is the braking marking.With
The increase of brake force, the tire print stayed on road surface occurs corresponding change.Freight car braking trace can when initially forming
To clearly distinguish tyre tread, then decorative pattern slowly does not see gradually unclear, thick black trace to the last occurs, can be with
See in the front portion of braking trace, tyre tread gradually deepens, until fuzzy, to brake trace and be referred to as braking impressing.From this moment
Start, the wheel of lorry from pure rolling () state entrance sliding () state.
Wheel is in complete slip state, and braking trace becomes the black stripe after tire and pavement friction completely,
Referred to as tyre skid mark.Driver exerts oneself rapidly brake pedal by the light of nature under emergency case, and vehicle then stays on the ground
The lower braking marking.
The length key of tyre skid mark is speed, the attachment coefficient on road surface of the vehicle before braking, finds skidding distance
The speed travelled with vehicle it is square proportional, additionally depend on ground surface material, pavement behavior (dry, wet etc.) and sliding velocity
Etc. factor, factors above will also result in influence.
For lorry when braking, actual braking distance then has necessarily and the measured distance of the scene of the accident between
The deviation of distance, and the appearance of such case is then mainly slided by the tire during the increase of wagon brake brake force with ground
The different situations such as shifting rate is by loading, brake type, initial speed of braking are influenceed, so as to have led to not having between tire and ground
The trace for forming drag mark trace or formation causes the increase of qualification result uncertainty than actual range short-range missile.
The present invention is to measure road surface measured distance under friction speed based on a large amount of measured tests, using testing or obtain number
According to determining relation between vehicle active braking distance and road surface measured distance using statistical method, and finally draw various feelings
The correction factor of road surface measured distance under condition.The present invention only studies the different number of axle（Three axles, four axles, five axles）Lorry respectively in sky
Carry and the correction factor under full load conditions.Under having following equation lorry being drawn with different attachment coefficients, different initial velocity
Under attachment coefficientUnderCorresponding value, here because the test number (TN) for determining is more, for the attachment of more representative selection
Coefficient is the average in the case of each, equation below：
（3.14）；（3.15）；Then correction factorWith road surface measured distanceRelation it is as follows
Formula；（3.16）；Braking when obtaining lorry successively respectively under unloaded and full load conditions with 40,50,60km/h away from
From correction factor, as shown in the different number of axle lorries of following table 3.5 in unloaded and full load braking distance correction factor table.
Table 3.5
Embodiment 10：
Overloading wagon decision method described in embodiment 1, data processing method is regression analysis
The change of dependent variable lorry attachment coefficient is often influenceed by several key factors, i.e. initial velocity, the number of axle and different load-carryings
The influence of amount, is now accomplished by being explained as independent variable with these three influence factors the change of dependent variable attachment coefficient, and this is just
Carry out multiple regression also known as multiple regression.Work as independent variable（Initial velocity, the number of axle, different loading capacity）With dependent variable attachment coefficient it
Between when being linear relationship, judge independent variable on dependent variable with the presence or absence of influence.IfIt is dependent variable attachment coefficient,,,
It is respectively the independent variable number of axle, it is when being linear relationship between initial velocity and Different Weight, and independent variable and dependent variable, then polynary
Linear regression model (LRM) is：（3.17）
Wherein,It is constant term,,It is regression coefficient,For,When fixed,Often increase a list
Position is rightEffect, i.e.,It is rightPartial regression coefficient；SimilarlyFor,When fixed,Often increase a unit pairEffect, i.e.It is rightPartial regression coefficient, etc..If two independents variable,,Same dependent variableIn line
When related, can be described as with ternary linear regression model：（3.18）
Attachment coefficient processing procedure
Experimental study to 3 factor 3*3*6 levels, respectively experiment 25 times, totally 54 kinds of test cases, three axles, four axles, five axles per level
Car is each at least five, and data measured amount 2000 is multigroup altogether, is convenient experimental data processing, and each car respectively takes 5 valid data, under
Face just lists the situation of change of attachment coefficient and braking deceleration under each test case, such as the test reality of the three-axle truck of table 4.1
Test shown in data, three-axle truck is fully loaded respectively in zero load, overload 50%, overload 100%, overload 150% divides in the case of overload 200%
Not with 40,50, the speed of 60km/h carry out braking test, the data of remaining vehicle are shown in annex.
Table 4.1
Exclude the larger data of discreteness
The larger data of wherein discreteness are screened out, it is to avoid impacted to ensuing analysis, mislead conclusion.First basis
The change of attachment coefficient is turned into box when the different number of axle, different initial velocity and different useful load.
Three axles, four axles, five axle attachment coefficient relation values meet the requirement of normal distribution, and data result shows reliable and stable,
Phenomenon without exception.
According to the attachment coefficient under different initial velocity, it will be seen that all of data are all contained in normal distribution
It is as a result stable, reliable in figure.
When different overload numbers from the point of view of attachment coefficient, attachment coefficient is smaller with overload number at most.See that discreteness is larger
Data, the line number for indicating singular value should give deletion, should with to reject, other data around normal distribution, Ke Yijie
Receive.
（1）, when same number of axle lorry, when overload capacity is the same, independent variableIt is initial velocity, dependent variableIt is attachment coefficient,
Under 40,50,60km/h initial velocity,Contrasted on same scatter diagram and found, such as the three-axle truck of following table 4.2 overloads 100% point
Not with different initial velocity when attachment coefficient shown in, by three-axle truck overload 100% in the case of as a example by, respectively with initial velocity 40,
50th, during 60km/h attachment coefficient change, draw the scatter diagram between initial velocity and attachment coefficient, draw regression equation with one unknown andChange, then pass throughCompared with Calculation Method of Correlation Coefficient Test Table, it is determined that whether both are related.
Table 4.2
| Three axle 40km/h overload 100% | Attachment coefficient | Three axle 50km/h overload 100% | Attachment coefficient | Three axle 60km/h overload 100% | Attachment coefficient |
| 39.90 | 0.36 | 50.20 | 0.33 | 54.20 | 0.27 |
| 40.80 | 0.37 | 49.20 | 0.32 | 58.00 | 0.34 |
| 40.40 | 0.34 | 49.80 | 0.29 | 59.80 | 0.29 |
| 41.70 | 0.38 | 50.00 | 0.35 | 58.00 | 0.35 |
| 39.30 | 0.29 | 49.70 | 0.33 | 59.80 | 0.31 |
| 39.20 | 0.25 | 50.20 | 0.24 | 60.90 | 0.28 |
| 42.90 | 0.27 | 49.80 | 0.23 | 62.20 | 0.27 |
| 41.00 | 0.24 | 54.30 | 0.28 | 56.90 | 0.35 |
| 41.90 | 0.32 | 53.10 | 0.23 | 60.90 | 0.28 |
| 40.60 | 0.31 | 51.30 | 0.36 | 61.50 | 0.33 |
| 42.40 | 0.29 | 49.60 | 0.24 | 61.00 | 0.31 |
| 39.70 | 0.28 | 51.30 | 0.36 | 62.10 | 0.27 |
| 43.10 | 0.32 | 49.20 | 0.32 | 61.50 | 0.35 |
| 39.30 | 0.29 | 53.10 | 0.23 | 59.80 | 0.28 |
| 42.90 | 0.27 | 50.00 | 0.35 | 56.90 | 0.36 |
| 42.10 | 0.29 | 50.60 | 0.24 | 61.10 | 0.28 |
| 40.10 | 0.28 | 48.90 | 0.28 | 60.90 | 0.30 |
| 39.70 | 0.25 | 49.70 | 0.32 | 62.10 | 0.30 |
| 38.50 | 0.32 | 50.20 | 0.35 | 56.90 | 0.35 |
| 41.70 | 0.31 | 51.30 | 0.36 | 58.10 | 0.34 |
| 40.80 | 0.36 | 49.20 | 0.32 | 60.00 | 0.36 |
| 43.00 | 0.32 | 49.70 | 0.34 | 61.00 | 0.27 |
| 39.30 | 0.29 | 50.40 | 0.33 | 59.80 | 0.28 |
| 41.70 | 0.38 | 49.70 | 0.33 | 59.80 | 0.34 |
| 41.50 | 0.38 | 48.30 | 0.32 | 61.10 | 0.31 |
（1）Certain in the number of axle, loading capacity is certain, is in between 40,50, the initial velocity of 60km/h and attachment coefficient respectivelyRelation,=0.026, according to,, Calculation Method of Correlation Coefficient Test Table is looked into, ask
Obtain critical value=0.026<0.39, soWithBetween linear relationship it is not notable, i.e., initial velocity and attachment coefficient be not
It is related.By that analogy, either three axle, four axles, speed is not five axle lorries with the change of attachment coefficient in this case
It is related.
Conclusion：Under identical loading capacity, the value of corresponding attachment coefficient is not with the change of speed for the lorry of the same number of axle
Change, non-correlation, it was demonstrated that the size of attachment coefficient is unrelated with the initial velocity of lorry.
（2）When taking a certain speed（50km/h）, a certain overload capacity（Overload 150%）One timing, independent variableIt is the number of axle, because
VariableIt is attachment coefficient, by three axles, four axles, five axles attachment coefficient in this case is brought and made comparisons, by scatter diagram
It can be seen that with different, the change of dependent variable attachment coefficient of the independent variable number of axle, the class overloading wagon 150% of table 4.3 3 with
Attachment coefficient change during 50km/h.
Table 4.3
| During three-axle truck 50km/h overload 150% | Attachment coefficient | During four-axle truck 50km/h overload 150% | Attachment coefficient | During five axle lorry 50km/h overload 150% | Attachment coefficient |
| 3 | 0.30 | 4 | 0.37 | 5 | 0.25 |
| 3 | 0.27 | 4 | 0.28 | 5 | 0.26 |
| 3 | 0.29 | 4 | 0.23 | 5 | 0.24 |
| 3 | 0.31 | 4 | 0.23 | 5 | 0.26 |
| 3 | 0.29 | 4 | 0.25 | 5 | 0.25 |
| 3 | 0.23 | 4 | 0.33 | 5 | 0.33 |
| 3 | 0.26 | 4 | 0.36 | 5 | 0.31 |
| 3 | 0.24 | 4 | 0.33 | 5 | 0.30 |
| 3 | 0.27 | 4 | 0.31 | 5 | 0.23 |
| 3 | 0.24 | 4 | 0.29 | 5 | 0.31 |
| 3 | 0.24 | 4 | 0.37 | 5 | 0.24 |
| 3 | 0.42 | 4 | 0.25 | 5 | 0.24 |
| 3 | 0.26 | 4 | 0.23 | 5 | 0.24 |
| 3 | 0.27 | 4 | 0.24 | 5 | 0.23 |
| 3 | 0.24 | 4 | 0.24 | 5 | 0.34 |
| 3 | 0.25 | 4 | 0.38 | 5 | 0.33 |
| 3 | 0.23 | 4 | 0.32 | 5 | 0.25 |
| 3 | 0.24 | 4 | 0.28 | 5 | 0.31 |
| 3 | 0.24 | 4 | 0.33 | 5 | 0.28 |
| 3 | 0.25 | 4 | 0.38 | 5 | 0.35 |
| 3 | 0.35 | 4 | 0.37 | 5 | 0.25 |
| 3 | 0.32 | 4 | 0.24 | 5 | 0.24 |
| 3 | 0.29 | 4 | 0.28 | 5 | 0.23 |
| 3 | 0.30 | 4 | 0.23 | 5 | 0.23 |
| 3 | 0.31 | 4 | 0.23 | 5 | 0.21 |
Certain in this overload capacity, speed is certain, only the number of axle not necessarily when, either three axles, four axles or five axles they
Attachment coefficient has very big similitude, is inRelation,=0.06, according to=0.05,=23, Calculation Method of Correlation Coefficient Test Table is looked into, try to achieve critical value=0.06<0.39, soWithBetween linear relationship
Not significantly, i.e., the number of axle is uncorrelated to attachment coefficient.By that analogy, the number of axle is with the change of attachment coefficient under this Type Test
It is uncorrelated.
Conclusion：Certain in overload capacity, in the case that initial velocity is certain, three axles, four axles, the attachment coefficient of five axle lorries does not have
There is otherness because of the change of the number of axle, and distribution is similar, through test specification under multigroup same test conditions, the independent variable number of axle
The non-correlation between dependent variable attachment coefficient, it was demonstrated that the lorry number of axle is uncorrelated to attachment coefficient.
（3）In speed, in the case that the number of axle is certain, independent variableIt is the different loading capacity of lorry, dependent variableIt is lorry
Attachment coefficient, by observationWithBetween scatterplot find that with the increase of truckload, the value of attachment coefficient is in reducing
Trend, illustrates to there is functional relation between loading capacity and attachment coefficient, and degree of correlation is very close.Such as the axle goods of table 4.4 4
Car is with shown in the attachment coefficient of lorry under different loading conditionses under the initial velocity of 40km/h.
Table 4.4
| It is unloaded | Attachment coefficient Ф | It is fully loaded | Attachment coefficient Ф | Overload 50% | Attachment coefficient Ф | Overload 100% | Attachment coefficient Ф | Overload 150% | Attachment coefficient Ф | Overload 200% | Attachment coefficient Ф |
| It is unloaded | 0.61 | It is fully loaded | 0.69 | Overload 50% | 0.53 | Overload 100% | 0.42 | Overload 150% | 0.29 | Overload 200% | 0.25 |
| It is unloaded | 0.60 | It is fully loaded | 0.63 | Overload 50% | 0.50 | Overload 100% | 0.47 | Overload 150% | 0.26 | Overload 200% | 0.26 |
| It is unloaded | 0.63 | It is fully loaded | 0.62 | Overload 50% | 0.49 | Overload 100% | 0.48 | Overload 150% | 0.24 | Overload 200% | 0.24 |
| It is unloaded | 0.61 | It is fully loaded | 0.67 | Overload 50% | 0.62 | Overload 100% | 0.45 | Overload 150% | 0.23 | Overload 200% | 0.27 |
| It is unloaded | 0.69 | It is fully loaded | 0.62 | Overload 50% | 0.53 | Overload 100% | 0.47 | Overload 150% | 0.27 | Overload 200% | 0.25 |
| It is unloaded | 0.66 | It is fully loaded | 0.59 | Overload 50% | 0.49 | Overload 100% | 0.43 | Overload 150% | 0.32 | Overload 200% | 0.37 |
| It is unloaded | 0.68 | It is fully loaded | 0.54 | Overload 50% | 0.49 | Overload 100% | 0.40 | Overload 150% | 0.32 | Overload 200% | 0.32 |
| It is unloaded | 0.67 | It is fully loaded | 0.52 | Overload 50% | 0.49 | Overload 100% | 0.43 | Overload 150% | 0.34 | Overload 200% | 0.32 |
| It is unloaded | 0.67 | It is fully loaded | 0.58 | Overload 50% | 0.54 | Overload 100% | 0.42 | Overload 150% | 0.36 | Overload 200% | 0.23 |
| It is unloaded | 0.64 | It is fully loaded | 0.57 | Overload 50% | 0.51 | Overload 100% | 0.44 | Overload 150% | 0.31 | Overload 200% | 0.31 |
| It is unloaded | 0.61 | It is fully loaded | 0.62 | Overload 50% | 0.54 | Overload 100% | 0.41 | Overload 150% | 0.23 | Overload 200% | 0.24 |
| It is unloaded | 0.60 | It is fully loaded | 0.63 | Overload 50% | 0.56 | Overload 100% | 0.46 | Overload 150% | 0.23 | Overload 200% | 0.26 |
| It is unloaded | 0.65 | It is fully loaded | 0.63 | Overload 50% | 0.55 | Overload 100% | 0.48 | Overload 150% | 0.28 | Overload 200% | 0.25 |
| It is unloaded | 0.64 | It is fully loaded | 0.68 | Overload 50% | 0.56 | Overload 100% | 0.45 | Overload 150% | 0.26 | Overload 200% | 0.23 |
| It is unloaded | 0.73 | It is fully loaded | 0.62 | Overload 50% | 0.62 | Overload 100% | 0.47 | Overload 150% | 0.24 | Overload 200% | 0.26 |
| It is unloaded | 0.58 | It is fully loaded | 0.53 | Overload 50% | 0.51 | Overload 100% | 0.40 | Overload 150% | 0.44 | Overload 200% | 0.39 |
| It is unloaded | 0.53 | It is fully loaded | 0.54 | Overload 50% | 0.44 | Overload 100% | 0.37 | Overload 150% | 0.36 | Overload 200% | 0.31 |
| It is unloaded | 0.61 | It is fully loaded | 0.55 | Overload 50% | 0.43 | Overload 100% | 0.39 | Overload 150% | 0.37 | Overload 200% | 0.31 |
| It is unloaded | 0.62 | It is fully loaded | 0.53 | Overload 50% | 0.42 | Overload 100% | 0.41 | Overload 150% | 0.41 | Overload 200% | 0.31 |
| It is unloaded | 0.61 | It is fully loaded | 0.55 | Overload 50% | 0.42 | Overload 100% | 0.39 | Overload 150% | 0.42 | Overload 200% | 0.38 |
| It is unloaded | 0.67 | It is fully loaded | 0.42 | Overload 50% | 0.36 | Overload 100% | 0.28 | Overload 150% | 0.28 | Overload 200% | 0.27 |
| It is unloaded | 0.58 | It is fully loaded | 0.43 | Overload 50% | 0.37 | Overload 100% | 0.27 | Overload 150% | 0.26 | Overload 200% | 0.25 |
| It is unloaded | 0.63 | It is fully loaded | 0.37 | Overload 50% | 0.36 | Overload 100% | 0.23 | Overload 150% | 0.23 | Overload 200% | 0.23 |
| It is unloaded | 0.63 | It is fully loaded | 0.41 | Overload 50% | 0.31 | Overload 100% | 0.26 | Overload 150% | 0.27 | Overload 200% | 0.24 |
| It is unloaded | 0.62 | It is fully loaded | 0.38 | Overload 50% | 0.33 | Overload 100% | 0.32 | Overload 150% | 0.23 | Overload 200% | 0.23 |
The continuous increase of independent variable loading capacity, the value of dependent variable attachment coefficient is being gradually reduced, and scatterplot all falls within straight lineBoth sides,=0.9, according to significance=0.05,=73, look into related-coefficient test
Table, tries to achieve critical value=0.9>0.22, belong to height correlation, so linear relationship between loading capacity and attachment coefficient
Quite significantly, regression equation is effective.By that analogy, different loading capacity are in close relations with attachment coefficient under this Type Test,
Height correlation.
Conclusion：Same number of axle lorry is high as the big attachment coefficient of the change of loading capacity is gradually reduced under identical initial velocity
Degree is related, it was demonstrated that, size and the loading capacity of attachment coefficient have substantial connection.
By Linear regression and related-coefficient test method to speed, whether the number of axle, loading capacity has to attachment coefficient
Influence, it has been found that only loading capacity has close relationship with attachment coefficient, and degree of correlation is high.The present invention is 3 factor 3*3*6 water
Flat research, respectively experiment 25 times per level, totally 54 kinds of test cases, just list attachment coefficient and system under each test case below
Different number of axle lorry attachment coefficient and the brakings under different loading capacity with friction speed of the situation of change of dynamic deceleration, such as table 4.5
Shown in the size of deceleration average value.
Table 4.5
| Loading capacity | Braking deceleration | Attachment coefficient | Loading capacity | Braking deceleration | Attachment coefficient |
| Five axle 60km/h overload 200% | 2.29 | 0.23 | Five axle 60km/h overload 50% | 3.66 | 0.37 |
| Three axle 50km/h200% | 2.31 | 0.24 | Five axle 50km/h overload 50% | 3.71 | 0.38 |
| Five axle 50km/h overload 200% | 2.33 | 0.24 | Four axle 50km/h overload 100% | 3.92 | 0.40 |
| Three axle 60km/h overload 200% | 2.37 | 0.24 | Four axle 40km/h overload 100% | 3.92 | 0.40 |
| Five axle 40km/h overload 200 | 2.49 | 0.25 | Four axle 60km/h overload 100% | 3.93 | 0.40 |
| Three axle 40km/h overload 200% | 2.50 | 0.26 | Five axle 40km/h overload 50% | 4.01 | 0.41 |
| Three axle 60km/h overload 150% | 2.63 | 0.27 | Three axle 50km/h are fully loaded with | 4.52 | 0.46 |
| Four axle 50km/h overload 200% | 2.63 | 0.27 | Three axle 40km/h are fully loaded with | 4.54 | 0.46 |
| Five axle 50km/h overload 150% | 2.64 | 0.27 | Four axle 40km/h overload 50% | 4.69 | 0.48 |
| Five axle 60km/h overload 150% | 2.71 | 0.28 | Three axle 60km/h are fully loaded with | 4.69 | 0.48 |
| Three axle 50km/h150% | 2.72 | 0.28 | Four axle 60km/h overload 50% | 4.71 | 0.48 |
| Five axle 40km/h overload 150% | 2.73 | 0.28 | Four axle 50km/h overload 50% | 4.81 | 0.49 |
| Three axle 40km/h overload 150% | 2.75 | 0.28 | Five axle 50km/h are unloaded | 5.16 | 0.53 |
| Four axle 40km/h overload 200% | 2.75 | 0.28 | Five axle 60km/h are unloaded | 5.21 | 0.53 |
| Four axle 60km/h overload 200% | 2.79 | 0.28 | Five axle 60km/h are fully loaded with | 5.30 | 0.54 |
| Four axle 60km/h overload 150% | 2.88 | 0.29 | Four axle 50km/h are fully loaded with | 5.32 | 0.54 |
| Four axle 50km/h overload 150% | 2.89 | 0.29 | Four axle 60km/h are fully loaded with | 5.38 | 0.55 |
| Four axle 40km/h overload 150% | 2.91 | 0.30 | Four axle 40km/h are fully loaded with | 5.45 | 0.56 |
| Three axle 60km/h overload 50% | 2.93 | 0.30 | Five axle 40km/h are unloaded | 5.48 | 0.56 |
| Five axle 60km/h overload 100% | 2.99 | 0.31 | Five axle 50km/h are fully loaded with | 5.49 | 0.56 |
| Three axle 50km/h overload 100% | 3.01 | 0.31 | Five axle 40km/h are fully loaded with | 5.59 | 0.57 |
| Three axle 60km/h overload 100% | 3.03 | 0.31 | Three axle 60km/h are unloaded | 5.79 | 0.59 |
| Three axle 40km/h overload 100% | 3.07 | 0.31 | Three axle 40km/h are unloaded | 5.90 | 0.60 |
| Five axle 50km/h overload 100% | 3.32 | 0.34 | Three axle 50km/h are unloaded | 5.95 | 0.61 |
| Three axle 50km/h overload 50% | 3.44 | 0.35 | Four axle 60km/h are unloaded | 6.13 | 0.63 |
| Five axle 40km/h overload 100% | 3.55 | 0.36 | Four axle 50km/h are unloaded | 6.15 | 0.63 |
| Three axle 40km/h overload 50% | 3.66 | 0.37 | Four axle 40km/h are unloaded | 6.18 | 0.63 |
Above by one-variable linear regression progressively to related journey between speed and attachment coefficient, between the number of axle and attachment coefficient
Degree is very weak, and braking deceleration is to the correlation highly significant of attachment coefficient, and attachment coefficient subtracts with braking under each testing level
The variation relation of speed, according to significance=0.05,=52, Calculation Method of Correlation Coefficient Test Table is looked into, try to achieve critical value
=0.98>0.268, belong to height correlation.
By after initial analysis find, in speed, in three influence factors of the number of axle and loading capacity, only loading capacity with it is attached
It is height correlation coefficient, and speed and the number of axle are very weak with the correlation of attachment coefficient, and then influence to attachment coefficient also very little.
Carry out below it is polynary return to analysis, with the number of axle, speed, loading capacity is independent variable, and attachment coefficient is dependent variable, by spss point
Analysis looks at that the influence factor of which variable between three is most notable.Shown in the hypothesis testing of the regression equation model of table 4.8, table 4.9
Three factors for attachment coefficient regression equation shown in
Table 4.8
The F=15386849.829, P of whole regression equation model<0.0, illustrate that regression equation is meaningful, there is regression equation.
Table 4.9
Shown according to spss output results, find contrast braking deceleration, the conspicuousness between initial velocity and the number of axle（Sig.）Point
It is not：0.000th, 0.001,0.022, when saliency value is less than 0.05, then illustrate that conspicuousness is obvious；WhenConspicuousness（Sig.）
=0.022>0.05, showY is not influenceed；WhenConspicuousness（Sig.）=0.001<0.05, relative toCome aobvious to y
Work property is worse；WhenConspicuousness（Sig.）=0.000<0.05, the conspicuousness to y is obvious.
The number of axle is seen from figure, braking deceleration,Regression equation of the braking deceleration on attachment coefficient be：
From regression equation it can be seen that the number of axle and initial velocity on the size of attachment coefficient without influence, that is to say, that to attachment coefficient shadow
Ring maximum is braking deceleration, and braking deceleration is directly influenceed by loading capacity, so the different loading capacity of lorry is to attached
The influence for coefficient is very big.
Can show that the size of attachment coefficient is only relevant with loading capacity by data analysis, it is unrelated with the number of axle and initial velocity,
Influence of the different loading capacity to attachment coefficient is only studied, 95% of attachment coefficient under different loading capacity confidence area is next required
Between, and then by data according to zero load, be fully loaded with, overload 50%, overload 100%, overload 150%, overload 200% is integrated, and takes confidence
Level is 95%, calculate lorry difference useful load under attachment coefficient average 95% confidential interval, the confidential interval tried to achieve
The reference value of attachment coefficient size can be being chosen as in truck traffic accident.It is such as attached under the lorry of following table 4.6 difference loading capacity
Shown in coefficient reference value table.
Table 4.6
| Loading capacity | Minimum value | Maximum | Mean | Standard deviation | Lower limit of confidence interval | The confidential interval upper limit | Standard min | Standard max |
| It is unloaded | .41 | .79 | .5893 | 0.004166872 | 0.58112182 | 0.597455958 | 0.58 | 0.60 |
| It is fully loaded | .28 | .69 | .5245 | 0.006108747 | 0.512515745 | 0.536462033 | 0.51 | 0.54 |
| Overload 50% | .26 | .63 | .4041 | 0.006034356 | 0.39226155 | 0.415916227 | 0.39 | 0.42 |
| Overload 100% | .23 | .55 | .3487 | 0.004695912 | 0.33946268 | 0.357870654 | 0.34 | 0.36 |
| Overload 150% | .20 | .44 | .2815 | 0.003249195 | 0.275142689 | 0.287879533 | 0.27 | 0.29 |
| Overload 200% | .18 | .51 | .2547 | 0.002882624 | 0.249016723 | 0.260316611 | 0.25 | 0.26 |
The correction factor of braking distance is to have measured in test road surface measured distance, active braking distance and road surface measured distance
Ratio be exactly correction factor.
By in test after automobile brake road pavement measured distance measurement, each time test under there is road surface to survey
Distance, data volume is relatively very big, below the road surface measured distance unloaded and fully loaded by vehicle is tested, and such as each axle lorry of table 4.7 exists
Under unloaded and full load conditions shown in the correction factor of braking distance.
Table 4.7
Here it is three axles, four axles, five axle lorries respectively with the initial velocity of 40km/h, 50km/h, 60km/h when unloaded and fully loaded
In the case of braking distance correction factor.
The change of attachment coefficient is turned into box figure when first according to the different number of axle, initial velocity and different useful load；
From the point of view of never with the box traction substation of braking distance correction factor under the number of axle, three axles, four axles, five axles have the larger number of discreteness
According to, hence it is evident that higher than data in normal distribution, should be with to reject, other data can receive around normal distribution.
After the correction factor of the braking distance tried to achieve, the number of axle is equally analyzed, whether speed and loading capacity are to correction factor
Have an impact or three factors in it is bigger with the influence of which factor, processing method is identical with the facture of attachment coefficient, below
Respectively with the number of axle to correction factor, speed is led to correction factor and the simple regression of loading capacity and correction factor, the equation tried to achieve
The inspection of coefficient correlation is crossed to judge to influence size.
When same number of axle lorry, when loading capacity is the same, independent variableIt is initial velocity, dependent variableIt is braking distance amendment system
Number, under 40,50,60km/h initial velocity,Contrasted on same scatter diagram and found, such as unloaded point of the three-axle truck of following table 4.8
Not with different initial velocity when attachment coefficient shown in, so that three-axle truck is under no-load condition as an example, respectively with initial velocity 40,50,
During 60km/h correction factor change, draw the scatter diagram between initial velocity and correction factor, draw regression equation with one unknown and
Change, then pass throughCompared with Calculation Method of Correlation Coefficient Test Table, it is determined that whether both are related.
Table 4.8
| Four axle 40km/h are unloaded | Correction factor | Four axle 50km/h are unloaded | Correction factor | Four axle 60km/h are unloaded | Correction factor |
| 38.1 | 1.27 | 54.3 | 1.48 | 54.2 | 1.04 |
| 39.7 | 1.42 | 48.5 | 1.24 | 56.8 | 1.01 |
| 40.5 | 1.21 | 50.1 | 1.34 | 62.81 | 1.32 |
| 40.3 | 1.26 | 47.1 | 1.17 | 60.1 | 1.04 |
| 45.1 | 1.22 | 53.6 | 1.82 | 58.4 | 1.14 |
| 40.3 | 1.45 | 49.6 | 1.47 | 57.6 | 1.73 |
| 39.4 | 1.32 | 50 | 1.46 | 58.2 | 1.76 |
| 39.7 | 1.34 | 49.4 | 1.55 | 58.9 | 1.77 |
| 40.7 | 1.51 | 49.5 | 1.51 | 60 | 1.69 |
| 40.7 | 1.46 | 48 | 1.55 | 58.4 | 1.45 |
| 40.3 | 1.26 | 51.9 | 1.24 | 60.4 | 1.30 |
| 39.7 | 1.42 | 47 | 1.00 | 59.9 | 1.31 |
| 41.5 | 1.10 | 53.1 | 1.14 | 61.4 | 1.35 |
| 40.1 | 1.24 | 49.1 | 1.15 | 62.7 | 1.40 |
| 40.6 | 1.20 | 49.7 | 1.19 | 61.1 | 1.09 |
| 42.1 | 1.06 | 53 | 1.30 | 59.7 | 1.07 |
| 42.3 | 1.20 | 53.3 | 1.25 | 62.6 | 1.21 |
| 45.2 | 1.26 | 49.7 | 1.20 | 60.5 | 1.24 |
| 41.5 | 1.07 | 50.9 | 1.18 | 62.2 | 1.18 |
| 40.2 | 1.05 | 51 | 1.34 | 63.8 | 1.27 |
| 42.8 | 1.30 | 48.5 | 1.26 | 58.4 | 1.17 |
| 39 | 1.13 | 53.6 | 1.82 | 63.3 | 1.19 |
| 43.3 | 1.44 | 47.1 | 0.96 | 62.8 | 1.36 |
| 40.5 | 1.26 | 49 | 1.03 | 60.1 | 1.05 |
| 39.6 | 0.97 | 49.5 | 1.31 | 58.1 | 1.26 |
Certain in the number of axle, loading capacity is certain, is in between 40,50, the initial velocity of 60km/h and correction factor respectivelyRelation,=0.0141, according to,, Calculation Method of Correlation Coefficient Test Table is looked into, ask
Obtain critical value0.026<=0.39, soWithBetween linear relationship it is not notable, i.e., initial velocity with amendment be
Number is uncorrelated.By that analogy, either three axles, four axles, speed is equal with the change of correction factor in this case for five axle lorries
For uncorrelated, just do not enumerate herein.
When taking a certain speed（50km/h）, a certain loading capacity（It is unloaded）One timing, independent variableIt is the number of axle, dependent variableFor
Correction factor, three axles, four axles, five axles correction factor in this case can be brought and made comparisons, can be with by scatter diagram
See with different, the change of dependent variable correction factor of the independent variable number of axle.If the zero load of the class lorry of table 4.9 3 is with 50km/h
When attachment coefficient change shown in.
Table 4.9
| When three-axle truck 50km/h is unloaded | Correction factor | When four-axle truck 50km/h is unloaded | Correction factor | When five axle lorry 50km/ are unloaded | Correction factor |
| 3 | 1.19 | 4 | 1.48 | 5 | 1.22 |
| 3 | 1.33 | 4 | 1.24 | 5 | 1.39 |
| 3 | 1.17 | 4 | 1.34 | 5 | 1.17 |
| 3 | 1.15 | 4 | 1.17 | 5 | 1.47 |
| 3 | 1.39 | 4 | 1.82 | 5 | 1.19 |
| 3 | 1.49 | 4 | 1.47 | 5 | 1.20 |
| 3 | 1.64 | 4 | 1.46 | 5 | 1.39 |
| 3 | 1.73 | 4 | 1.55 | 5 | 1.15 |
| 3 | 1.36 | 4 | 1.51 | 5 | 1.23 |
| 3 | 1.57 | 4 | 1.55 | 5 | 1.14 |
| 3 | 1.13 | 4 | 1.24 | 5 | 1.15 |
| 3 | 1.19 | 4 | 1.00 | 5 | 1.17 |
| 3 | 1.29 | 4 | 1.14 | 5 | 1.20 |
| 3 | 1.23 | 4 | 1.15 | 5 | 1.13 |
| 3 | 1.36 | 4 | 1.19 | 5 | 1.26 |
| 3 | 1.20 | 4 | 1.30 | 5 | 1.39 |
| 3 | 1.21 | 4 | 1.25 | 5 | 1.34 |
| 3 | 1.22 | 4 | 1.20 | 5 | 1.16 |
| 3 | 1.15 | 4 | 1.18 | 5 | 1.31 |
| 3 | 1.30 | 4 | 1.34 | 5 | 1.33 |
| 3 | 1.24 | 4 | 1.26 | 5 | 1.06 |
| 3 | 1.27 | 4 | 1.82 | 5 | 1.08 |
| 3 | 1.30 | 4 | 0.96 | 5 | 0.97 |
| 3 | 1.31 | 4 | 1.03 | 5 | 0.92 |
| 3 | 1.13 | 4 | 1.31 | 5 | 0.91 |
Certain in this loading capacity, speed is certain, only the number of axle not necessarily when, either three axles, four axles or five axles they
Attachment coefficient has very big similitude, is inRelation,=0.23, according to=0.05,=23, Calculation Method of Correlation Coefficient Test Table is looked into, try to achieve critical value0.23<=0.39, soWithBetween linear correlation
Relation is not notable, i.e., the number of axle is uncorrelated to attachment coefficient.By that analogy, under this Type Test the number of axle and correction factor change
It is uncorrelated.
Table 4.10
The four-axle truck of table 4.10 is with shown in the correction factor of lorry under different loading conditionses under the initial velocity of 40km/h.Illustrate in speed
Degree, in the case that the number of axle is certain, independent variableIt is the different loading capacity of lorry, dependent variableIt is freight car braking distance correction system
Number, by observationWithBetween scatterplot graph discovery, with the increase of truckload, the value of correction factor becomes in reduction
Gesture, illustrates to there is functional relation between loading capacity and correction factor, and degree of correlation is very close.
The continuous increase of independent variable loading capacity, the value of dependent variable attachment coefficient all falls within straight line being gradually reduced scatterplotBoth sides,=0.47, according to significance=0.05,=23, look into coefficient correlation inspection
Table is tested, critical value is tried to achieve0.47<=0.39, belong to significantly correlated, so loading capacity and braking distance correction factor it
Between linear relationship it is significantly correlated, regression equation is effective.By that analogy, different loading capacity are with amendment under this Type Test
Several is in close relations, and relation is notable.
By Linear regression and related-coefficient test method to speed, whether the number of axle, loading capacity has to correction factor
Influence, it has been found that only loading capacity has close relationship with correction factor, significantly correlated.This research is 3 factor 3*3*6 levels
Experimental study, respectively experiment 25 times per level, totally 54 kinds of test cases, but herein only research loading capacity in unloaded and full load
Correction factor, just lists the situation of change of correction factor and braking deceleration under each test case below, such as the institute of table 4.11
Show, the dependency relation for existing between the two is demonstrated again by double coordinate diagrams, it is unloaded and full such as under each test case of table 4.14
Carry shown in braking distance correction factor average.
Table 4.11
In initial analysis before, it is found that loading capacity is significantly correlated, and the number of axle and initial velocity with braking distance correction factor
On correction factor without influence.Below by multiple regression analysis, three factors pair are verified
The influence size of correction factor, such as the regression equation hypothesis testing of table 4.12 and the factor of table 4.13 3 are for system
Shown in the regression equation of dynamic distance correction coefficient.
Table 4.12
Illustrate that whole equation is meaningful, be exist.The F=10.115, P of whole regression equation model<0.0, it is possible to
Illustrate that regression equation is meaningful, there is regression equation.
Table 4.13
Shown according to spss output results, find contrast braking deceleration, the conspicuousness between initial velocity and the number of axle（Sig.）Point
It is not：0.907th, 0.056,0.000, when saliency value is less than 0.05, then illustrate that conspicuousness is obvious；WhenConspicuousness（Sig.）
=0.907>0.05, showY is not influenceed；WhenConspicuousness（Sig.）=0.056<0.05, relative toCome aobvious to y
Work property is worse；WhenConspicuousness（Sig.）=0.000<0.05, the conspicuousness to y is obvious.The regression equation of attachment coefficient is：From regression equation it can be seen that the number of axle and braking deceleration are to braking distance
The influence of correction factor less, illustrates that braking deceleration is in inverse relationship with correction factor, with correlation.
By above-mentioned analysis, the influence of speed and the number of axle to braking distance correction factor is very small, so just eliminating this
The influence of two variables to attachment coefficient, only studies the unloaded and fully loaded influence to correction factor, and then by data according to zero load,
Fully loaded to be integrated, it is 95% to take confidence level, calculates confidence area of the lorry the 95% of unloaded, fully loaded lower correction factor average
Between, this is also that we study the problem conclusion to be obtained, such as attachment coefficient reference under the lorry of following table 4.14 difference loading capacity
Shown in value table.
Table 4.14
| Loading capacity | Minimum value | Maximum | Mean | Standard deviation | Lower limit of confidence interval | The confidential interval upper limit | Standard min | Standard max |
| It is unloaded | .91 | 1.55 | 1.2353 | 0.13128 | 1.2155 | 1.2552 | 1.21 | 1.25 |
| It is fully loaded | .28 | 1.80 | 1.3433 | 0.18152 | 1.3159 | 1.3707 | 1.31 | 1.37 |
Braking distance correction factor according to trying to achieve learns, the value in the range of 1.21 ~ 1.25 is taken under no-load condition, under full load conditions
The value in the range of 1.31 ~ 1.37 is taken, can be widely applied to do data reference during calculated braking distance in lorry accident.
Data processing has been carried out to lorry attachment coefficient and braking distance correction factor respectively with the method for mathematical statistics,
The larger data of discreteness are excluded first, it is to avoid conclusion is misled because exceptional value must be present, then by tentatively being returned with unitary
Return analysis and correlation test, only influence of the loading capacity to attachment coefficient is maximum, because the difference of loading capacity directly affects system
The correction factor of dynamic distance, determine to try to achieve respectively after influence factor under different loading capacity the confidential interval of attachment coefficient and it is unloaded,
The confidential interval of braking distance correction factor under full load conditions, can be widely used in traffic accident identification aspect, as attachment
The value reference of coefficient and correction factor.
Overloading wagon decision method described in embodiment 1, the confidential interval of attachment coefficient under different loading capacity
Analyzed more than and summarized, it is determined that the number of axle（Three axles, four axles, five axles）, initial velocity（40km/h、50km/h、60km/
h）And loading capacity（Unloaded, fully loaded, overload 50%, overload 100%, overload 150%, overload 200%）In three influence factors, only carry
Weight directly produces influence to attachment coefficient, and negatively correlated trend is presented, and the lorry of table 5.1 difference loading capacity is longitudinally attached in bituminous paving
The reference value table that coefficient reference value table is the lorry summed up according to analysis result longitudinal and additional forces under different useful loads.
（1）Under unloaded and full load conditions, high capacity waggon when dried asphalt road is braked, the attachment coefficient with road surface
Value is all higher than 0.5, and braking ability is good, meets brake request of the country to truck.
（2）In overload condition（Overload 50%, overload 100%, overload 150%/, overload 200%）Under it is continuous with loading capacity
Increase, braking deceleration reduces, and corresponding attachment coefficient is gradually reduced.Can be used as that traffic occurs in high capacity waggon accordingly
The selection of attachment coefficient, can remind the more of driver's overloading wagon when accident calculates initial velocity, and coefficient of road adhesion is got over
Low, once occurring, traffic accident is more serious.
（3）Found through experiment, the attachment coefficient size of high capacity waggon is uncorrelated with traveling initial velocity, has no significant effect.
（4）Braking test, test data and analysis shows, high capacity waggon are carried out with three axles, four axles, 5-axle car in experiment
Attachment coefficient and the lorry number of axle relation less, i.e., attachment coefficient size does not change with the increase of the lorry number of axle.
（5）The analysis result of this experiment proves attachment coefficient size of the high capacity waggon in braking and between road surface only with lorry
Loading capacity it is relevant, i.e., with the increase of loading capacity, freight car braking deceleration is gradually reduced, attachment coefficient reduce.In traffic thing
Therefore in, appraiser can judge whether lorry overloads and overload degree according to the size of attachment coefficient.
（6）Due to the attachment coefficient between high capacity waggon and road surface only with loading capacity number it is relevant be proven, with axle
Unrelated, the lorry in experiment of number（Three axles, four axles, five axles）All meet this conclusion, and due to condition limit untapped two axle and
Five axles are also suitable this conclusion with Truck, true and reliable.
By analysis and checking, it has been found that the change of braking distance correction factor under unloaded and full load conditions, wherein
The influence of the number of axle and initial velocity to correction factor is not obvious, has been proved, and the change of loading capacity affects braking distance
The change of correction factor, lorry is unloaded under table 5 below .2 dried asphalt roads joins with braking distance correction factor under full load conditions
It is the confidential interval that lorry carries out braking distance correction factor under unloaded and full load conditions during braking performance test to examine value table.
Found by data analysis in the above-described embodiments, correction factor and the truckload degree of correlation of braking distance
Substantially, low with speed and number of axle degree of correlation, loading capacity is bigger, and the correction factor of braking distance is higher, and vehicle is less susceptible to
Stop, cause to induce traffic accident.When being braked with the initial velocity of 40km/h, drag print clear in full load, with super
What the increase road surface of carrying capacity was formed drags print shorter and shorter, without clearly print is dragged after surpassing 100%, only imprints.Can be with traffic accident
The braking marking according to scene judges whether lorry overloads traveling.In three calculated axles, four axles, five axle lorries with 40km/h,
Respectively in zero load when the initial velocity of 50km/h, 60km/h is braked, it is fully loaded with, overload 50%, overload 100%, overload 150%, overload
The change curve of attachment coefficient when 200%, as shown in the different number of axle lorries of following table 5.3 attachment coefficient average under the different loading capacity.
Table 5.3
| Three axle 40km/h | It is unloaded | It is fully loaded | Overload 50% | Overload 100% | Overload 150% | Overload 200% |
| Attachment coefficient | 0.60 | 0.46 | 0.37 | 0.31 | 0.28 | 0.25 |
| Three axle 50km/h | It is unloaded | It is fully loaded | Overload 50% | Overload 100% | Overload 150% | Overload 200% |
| Attachment coefficient | 0.61 | 0.46 | 0.35 | 0.31 | 0.28 | 0.24 |
| Three axle 60km/h | It is unloaded | It is fully loaded | Overload 50% | Overload 100% | Overload 150% | Overload 200% |
| Attachment coefficient | 0.59 | 0.48 | 0.36 | 0.31 | 0.27 | 0.24 |
| Four axle 40km/h | It is unloaded | It is fully loaded | Overload 50% | Overload 100% | Overload 150% | Overload 200% |
| Attachment coefficient | 0.63 | 0.56 | 0.48 | 0.40 | 0.30 | 0.28 |
| Four axle 50km/h | It is unloaded | It is fully loaded | Overload 50% | Overload 100% | Overload 150% | Overload 200% |
| Attachment coefficient | 0.63 | 0.54 | 0.49 | 0.40 | 0.29 | 0.27 |
| Four axle 60km/h | It is unloaded | It is fully loaded | Overload 50% | Overload 100% | Overload 150% | Overload 200% |
| Attachment coefficient | 0.63 | 0.55 | 0.48 | 0.40 | 0.29 | 0.29 |
| Five axle 40km/h | It is unloaded | It is fully loaded | Overload 50% | Overload 100% | Overload 150% | Overload 200% |
| Attachment coefficient | 0.56 | 0.57 | 0.41 | 0.36 | 0.28 | 0.25 |
| Five axle 50km/h | It is unloaded | It is fully loaded | Overload 50% | Overload 100% | Overload 150% | Overload 200% |
| Attachment coefficient | 0.52 | 0.56 | 0.38 | 0.34 | 0.27 | 0.24 |
| Five axle 60km/h | It is unloaded | It is fully loaded | Overload 50% | Overload 100% | Overload 150% | Overload 200% |
| Attachment coefficient | 0.53 | 0.54 | 0.37 | 0.31 | 0.28 | 0.23 |
The form of above-mentioned data curve is expressed.
Be can see by the change of attachment coefficient under different condition, three axles, the attachment coefficient of four axle cars is with loading capacity
Increase and reduce, reduce trend substantially, and find five axle lorries under unloaded and full load conditions, the attachment coefficient of full load will
It is big during than zero load, change is just clear that by accompanying drawing, find that five axle lorries are in zero load by consulting related data
When being braked, Brake hop phenomenon is there occurs, tire does not occur sliding friction, only portion completely with ground when reason is braking
Wheel is divided to be close to ground, so attachment coefficient when five axle lorries are unloaded is smaller than full load.
On the analysis foundation of above-described embodiment it is resulting on different loading capacity under attachment coefficient confidential interval, no
Braking distance correction factor when being braked with different initial velocity with number of axle lorry under unloaded and full load conditions.It was found that five axle goods
The unloaded attachment coefficient of car is lower than full load, and three axles and four-axle truck are this phenomenon of generation.
Claims (7)
1. a kind of overloading wagon decision method, it is characterized in that:The first step chooses different number of axle lorries, the different carrier strips of lorry
Part, different initial velocities, second step Selection experiment place, the 3rd step utilize braking deceleration instrument, measurement braking deceleration a；
The true value L of braking distance under certain speed is obtained using theorem of kinetic energy；In the case of the actual measurement in accident testing ground is various
Road surface display braking braking distance L；4th step is using braking deceleration and the functional relation a=g of coefficient of road adhesionφ, it is determined that
The actual coefficient of road adhesion of vehicleφ；Acquire data using experiment, using statistical method determine vehicle it is actual braking away from
The relation between the measured distance of road surface, and finally draw the adjusted coefficient K of road surface measured distance；5th step regression analysis
Data processing is carried out, analyze data is obtained a result.
2. overloading wagon decision method according to claim 1, it is characterized in that:It is logical that the first step chooses different number of axle lorries
Cross to three-axle truck, four-axle truck, five axle lorries；The different loading conditionses of lorry are lorries respectively in unloaded, fully loaded, overload
50%th, with different initial velocities it is that 40km/h, 50km/h, 60km/h are made when overload 100%, overload 150%, overload 200%
It is dynamic.
3. overloading wagon decision method according to claim 1, it is characterized in that:Second step Selection experiment place is dry
Dry, smooth, the good bituminous paving of attachment condition will be equipped with three-axle truck or four-axle truck, the five axle goods of braking deceleration instrument
Each five of car, successively it is unloaded, fully loaded, overload 50%, overload 100%, overload 150%, overload 200% load-carrying situation under respectively with
40th, 50, the speed of 60km/h carries out retardation test.
4. overloading wagon decision method according to claim 1, it is characterized in that:3rd step utilizes braking deceleration instrument, surveys
Amount braking deceleration a is when starting to act the average retardation rate 75% fully sent to the vehicle of vehicle deceleration arrival regulation
The required time, braking distance and initial speed of braking square are directly proportional.
5. overloading wagon decision method according to claim 1, it is characterized in that:4th step attachment coefficientφEqual to road
Maximum of the road surface to vehicle tyre tangential stresst maxDivided by the normal stress of pavement of roadP G , i.e.,。
6. overloading wagon decision method according to claim 1, it is characterized in that:4th step correction factorKFor；Its
In,,。
7. overloading wagon decision method according to claim 1, it is characterized in that:5th step regression analysis enters line number
According to treatment, it is that, to attachment coefficient, loading capacity is to attachment coefficient for the number of axle to attachment coefficient first with speed that analyze data is obtained a result
Simple regression analysis is progressively carried out, the scatterplot according to attachment coefficient under different situations obtains regression equation and enters Correlation series inspection
Test, judge influence size of three factors to attachment coefficient；Under identical loading capacity, corresponding attachment is the lorry of the same number of axle
Several values does not change with the change of speed, non-correlation, and the size of attachment coefficient is unrelated with the initial velocity of lorry.
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| CN108734963A (en) * | 2018-06-29 | 2018-11-02 | 上海经达信息科技股份有限公司 | A kind of overload of vehicle determination method based on Multiple Non Linear Regression |
| CN110689723A (en) * | 2019-11-06 | 2020-01-14 | 北京交通大学 | Truck overload identification method based on power distribution and vehicle self-learning |
| CN110751633A (en) * | 2019-10-11 | 2020-02-04 | 上海眼控科技股份有限公司 | Multi-axis cart braking detection method, device and system based on deep learning |
| CN115165408A (en) * | 2022-05-23 | 2022-10-11 | 中科新松有限公司 | Test method, test device and test system for ultimate braking performance of robot |
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