CN108446869B - Large goods land transportation binding design method - Google Patents
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- CN108446869B CN108446869B CN201810089139.6A CN201810089139A CN108446869B CN 108446869 B CN108446869 B CN 108446869B CN 201810089139 A CN201810089139 A CN 201810089139A CN 108446869 B CN108446869 B CN 108446869B
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Abstract
The invention discloses a large cargo land transportation binding design method, which is characterized in that whether the vehicle length is enough to arrange direct binding of two ends of a cargo, whether the two ends of the cargo can be additionally bound or not, whether the two sides of the cargo can be additionally bound or not is judged in sequence, direct binding is preferentially added when the binding can be performed, top-winding binding is added when the direct binding cannot be added, whether the binding scheme can prevent the cargo from sliding and overturning or not is judged, a binding scheme meeting the requirement is output when the binding scheme can be prevented, the strength of a binding device is increased when the binding device cannot be prevented, new binding is added when the strength of the binding device cannot be increased, and the binding scheme is output after the binding scheme meets the requirement. The invention can assist engineering technicians to finish the binding design work of the large goods in land transportation, scientifically and efficiently design the binding scheme, and furthest ensure the safety of the large goods in land transportation.
Description
Technical Field
The invention relates to the technical field of large cargo transportation, in particular to a large cargo land transportation binding design method.
Background
The large goods refer to goods which are oversized in volume and overweight in weight, and the common large goods mainly comprise: stators, rotors, large transformers, etc. of the thermoelectric type; petrochemical reactors, towers, furnaces, and the like. The transportation of large goods is a project with high difficulty and high technical content. In the field of land transportation of large items, the vehicles commonly used are modular transport vehicles. The modular transport vehicle is a high-end modular heavy transport vehicle, consists of huge high-pressure tires and hydraulic oil cylinders, has very strong load-carrying capacity, can be spliced according to requirements, assembles various modules, and is spliced into combined flat cars with different axial numbers and longitudinal numbers to adapt to the transport requirements and various working conditions of large goods with different lengths, widths and weights.
Due to the characteristics of overlarge and overweight of large goods, the transportation has the danger of sliding and overturning. In order to ensure the safe transportation of goods, a lashing design should be performed. The binding means: cargo is fastened by using a binding device (such as a steel wire rope, a chain block, a snap ring and the like), and the maximum binding force which can be provided depends on the specification of the binding device. The common specifications of the chain block in the engineering include 3 tons, 5 tons and the like, and the steel wire rope is matched with the chain block for use. The ligature design means: and on the premise of unknown binding scheme, reversely solving the binding scheme according to the stress balance condition.
At present, most of enterprises carrying large cargos in China mainly rely on the experience of designers and use a rough calculation method to complete the land transportation binding design of the large cargos. The method has higher subjectivity, increases the uncertainty and risk in the process of transporting the large pieces by land, and also reduces the efficiency of design work. Therefore, a scientific, reasonable and feasible binding design method is needed in engineering.
Currently there is no specification in the art for the shipment of large items on land. Reference may be made to the "railway freight loading and strengthening rules" revised by 2008 in the Ministry of railroads and the Load transportation Assemblies on Road Vehicles-Safety revised by 2014 by the European Committee of regulations (Road vehicle Load securing device-Safety, hereinafter referred to as European regulations). The difference between the railway transportation condition and the road transportation of the large goods is larger, the binding style given in the railway specification is single, the engineering guidance is not strong, and the method can not be applied to the actual road transportation. The european norm relates to the field of road transport and has a certain reference significance. The calculation analysis method given by the specification comprises the following steps:
(1) and judging the safety of the goods according to a balance equation. Specifically, the method comprises the following steps: firstly, determining the external force applied to the goods, comprising the following steps: inertial force, binding force, etc.; and then listing stress balance equations and moment balance equations. If the stress and the moment of the goods can reach balance, the goods are safe.
(2) An analytical method for judging the safety of goods according to the bearing capacity of a binding device. Specifically, the method comprises the following steps: according to the inertia force borne by the goods and the number of the binding devices, the binding force required to be borne by a single binding device is obtained; and then judging whether the binding force which needs to be born by the binding device exceeds a bearing limit. If the limit is not exceeded, the cargo is safe.
(3) And (4) a calculation method of the number of the binding devices. Specifically, the method comprises the following steps: firstly, determining the inertia force borne by the cargo; then, according to the maximum binding force which can be provided by the binding devices, the minimum number of the arrangement of the binding devices is obtained.
The calculation methods (1) and (2) are checking methods, and do not relate to binding design methods. The checking method comprises the following steps: on the premise of the known binding scheme, judging whether the force for preventing the goods from moving is larger than or equal to the force for promoting the goods to move, if so, the goods cannot move; and judging whether the moment for preventing the goods from overturning is larger than or equal to the moment for promoting the goods to overturn, if so, enabling the goods not to overturn. If the cargo does not slip and roll over, the cargo is safe.
The calculation method (3) can be understood as a method of banding design. However, this algorithm has significant disadvantages:
firstly, the algorithm calculates the binding arrangement quantity on the premise that the binding devices have the same binding strength, binding angle and the like. However, in engineering, the binding devices with different binding strengths and binding angles are generally arranged at the same time. There is a large difference between the two.
Secondly, in the algorithm, the binding devices are supposed to only play a role in restraining the traction direction of the binding devices, so that the quantity of the binding devices in the transverse direction and the longitudinal direction is respectively calculated according to the stress of the goods in each direction. This is not in accordance with the actual situation. In fact, the binding device can play a role in restraining all directions by increasing the friction force. Neglecting this factor can result in excessive banding.
Finally, the algorithm does not give a binding design logic and does not provide an optimizing idea of a binding scheme, so that a practical and available binding scheme is difficult to obtain according to the algorithm, and the actual operation of a binding project cannot be well guided.
Disclosure of Invention
The invention aims to provide a large cargo land transportation binding design method aiming at the technical defects in the prior art, which can assist engineering technicians to complete large cargo land transportation binding design work, scientifically and efficiently design a binding scheme and furthest ensure the safety of large cargo land transportation.
The technical scheme adopted for realizing the purpose of the invention is as follows:
a binding design method for large cargo land transportation comprises the following steps:
(1) judging whether the vehicle length is enough to arrange direct binding of two ends of the goods; if the vehicle length is enough, performing the step (2); otherwise, performing the step (4);
(2) judging whether binding can be added at the two ends of the goods, and if so, performing the step (3); otherwise, performing the step (4);
(3) on the basis of the existing binding, a group of direct binding is added at the two ends of the goods; determining a binding angle of the newly added binding according to the spatial position relationship between the binding points on the goods and the binding points on the vehicle;
(4) judging whether binding can be added on the two sides of the goods, and if so, performing the step (5); otherwise, performing the step (6);
(5) on the basis of the existing binding, a group of direct binding is added on two sides of the goods, and the binding angle of the newly added binding is determined according to the spatial position relationship of the binding points on the goods and the binding points on the vehicle;
(6) adding a group of roof-winding lashing on the basis of the existing lashing, and determining the lashing angle of the newly added lashing according to the position of a lashing point on the vehicle and the geometric dimension of the goods;
(7) setting the strength of all the binding devices as initial strength;
(8) judging whether the current binding scheme can prevent the goods from sliding and overturning, and if so, performing the step (10); otherwise, performing the step (9);
(9) judging whether the strength of the binding device can be increased, if so, increasing the strength of the binding device, modifying the binding scheme, and repeating the step (8); otherwise, adding binding and repeating the step (1);
(10) and outputting a binding scheme meeting the requirements.
In step (8), judging whether the current binding scheme can prevent the goods from sliding and overturning, and judging the stress state of the goods by a computer program, wherein the method comprises the following steps:
(21) inputting cargo information, road condition information, driving information and binding information into a cargo stress analysis program; wherein the cargo information at least comprises cargo shape, length, width, height, weight and gravity center position; the road condition information at least comprises the maximum longitudinal slope, the maximum transverse slope and the minimum turning radius of a turning road surface, superelevation and wind power grade on the driving route; the driving information at least comprises the vehicle speed and the braking time on a straight road surface, the vehicle speed and the braking time on a downhill road surface and the vehicle speed on a turning road surface; the binding information comprises the number of binding tracks, binding patterns, binding angles and binding strength of each binding track;
(22) the stress analysis program determines the working condition of cargo stress state checking according to the input road condition information and the driving information, wherein the working condition comprises emergency braking on a straight road surface, mild braking on a downhill road surface, passing through a turning road surface and passing through a cross slope road surface;
(23) the stress analysis program calculates the stress of the goods according to the input goods information, road condition information, driving information and binding information;
(24) the stress analysis program brings the cargo stress calculation result into the working condition of stability analysis, and longitudinal slide analysis of emergency braking on a straight road surface, longitudinal slide analysis of mild braking on a downhill road surface, transverse slide analysis through a turning road surface, transverse overturn analysis through a turning road surface, transverse slide analysis through a transverse slope road surface and transverse overturn analysis through a transverse slope road surface are carried out;
(25) outputting a stress analysis result; if the analysis results are all passed, the safety of the goods is indicated, and the output is yes; otherwise, the output is no.
In the step (1), the method for judging whether the vehicle length is enough to arrange the two ends of the goods directly comprises the steps of obtaining the size of the goods, the length and the width of the goods carrying part of the vehicle or comparing the number of axes of the modular transport vehicle with the number of columns and the goods loading position, and judging whether the goods carrying parts of the vehicles at the front end and the rear end of the goods have enough residual length to arrange and directly bind.
In the step (2), the specific method for judging whether the two ends of the goods can be added with binding is to eliminate used binding points on the basis of the existing binding and judge whether the two ends of the goods exist or can be added with binding points by a welding method; and judging whether the corresponding position of the vehicle has a binding point.
In the step (4), the judgment method for judging whether the binding can be increased on the two sides of the goods is to eliminate used binding points on the basis of the existing binding and judge whether the binding points exist on the two sides of the goods or can be increased by a welding method; and judging whether the corresponding position of the vehicle has a binding point.
The stress condition of the large cargo during the transportation process is very complicated. The stress includes gravity, inertia force, wind pressure, friction force, binding force and the like. The inertial force is a force which tends to keep the load in an original motion state when the carrier vehicle has an acceleration during the running process and is opposite to the acceleration direction. The inertia force can be decomposed into longitudinal inertia force, transverse inertia force and vertical inertia force. The longitudinal inertial force is an inertial force due to acceleration and deceleration of the vehicle. The brake test shows that the acceleration value of the vehicle during braking is the maximum. The maximum value of the cargo longitudinal inertia force is therefore the braking inertia force, depending on the vehicle speed and the braking time. The transverse inertia force comprises the inertia force of transverse shaking of the goods and the centrifugal force during turning, and depends on the running speed of the vehicle and road conditions. The vertical inertia force refers to the inertia force of the cargo bumping up and down and depends on the driving speed of the vehicle and road conditions. The wind pressure refers to the pressure of wind acting on the surface of the goods, the magnitude of the wind pressure depends on the wind power level and the wind surface area of the goods, and the acting direction of the wind pressure depends on the wind direction. The binding force refers to the force provided by the binding device to restrain the movement of the goods.
The horizontal component force of gravity, inertia force and wind pressure can promote the goods to slide and turn over; the friction force and the binding force can prevent the goods from sliding; the vertical component force and the binding force of the gravity can prevent the goods from overturning. When the external forces can reach stress balance and moment balance, the goods cannot slide or turn over.
In order to ensure the safety of cargo transportation on land, the cargo must be fully bound, namely, a binding design is required. The banding scheme is a preferred set of a series of parameters, which are: binding pattern, binding angle, binding strength and binding track number.
The first parameter is the banding pattern. Banding patterns can be divided into: direct banding and top-around banding. Direct lashing refers to lashing methods in which lashing ropes are directly fixed to the solid parts or lashing points of the cargo. The top-winding binding is a binding method that the binding rope bypasses the top of the goods, and the downward pressing action not only prevents the goods from overturning, but also increases the friction force between the goods and the contact surface so as to prevent the goods from sliding. By adopting methods such as theoretical calculation, numerical simulation and the like to carry out stress analysis on the whole process of the large cargo land transportation and research on a large number of engineering examples, the invention discovers that the external force which has the greatest threat to the large cargo land transportation safety is the inertia force generated on the cargo during the emergency braking of the vehicle. If the forward inertia force is too great, the cargo is at risk of slipping forward. The longitudinal strapping force provided by the strapping means must therefore be prioritized when designing the strapping scheme. Therefore, no matter the binding is performed from the binding points at both ends of the goods or from the binding points at both sides of the goods, the pulling should be performed in the front-rear direction. The second dangerous state is that when the goods pass through a cross slope road surface, the transverse component force of gravity is too large, so that the goods slide transversely. To avoid such accidents, it is necessary that the banding device provide sufficient lateral banding force. It has been found through investigation that direct banding provides greater longitudinal and lateral banding forces than roof-wrapped banding. Therefore, when designing a banding scheme, direct banding is preferred. The width of goods is usually similar with the width of vehicle in the engineering, to the direct ligature of arranging in the left and right sides of goods, can't be to both sides tractive, and the horizontal ligature power that provides is limited. For direct lashing arranged at the front and rear ends of the cargo, lashing ropes can be crossed, thereby providing sufficient lateral lashing force. Therefore, when designing a lashing scheme, direct lashing arranged at the front and rear ends of the cargo should be preferentially arranged. To sum up, when designing the ligature scheme, the direct ligature that both ends were arranged around the priority use goods uses the direct ligature that the goods left and right sides was arranged secondly, uses at last around the top ligature.
The second parameter is the binding angle. The determination of the binding angle depends on the cargo information and the vehicle information, in particular on the position of the binding points on the cargo, the position of the binding points on the vehicle, the geometry of the cargo, the position of the cargo on the vehicle.
The third parameter is the banding strength. The binding strength refers to the maximum binding force that the binding device can provide. In the engineering, a steel wire rope is used for drawing, a chain block is used for tensioning, and a snap ring is used for connecting. Common specifications for chain blocks are: 3 tons or 5 tons. The specifications of the steel wire rope and the clamping ring are matched with the chain block. Under this premise, the binding strength is equivalent to that of the chain block. To ensure uniform forces on all the lashing means, the same specification of lashing means should be used. And preferentially use the ligature device of low strength, if ligature device intensity is not enough, reuse the ligature device of big intensity.
The fourth parameter is the number of banding tracks. The number of binding tracks is the number of binding ropes in various types. And 4 bands are directly bound in each group due to the consideration of front-back symmetry and left-right symmetry. Direct lashing requires pulling to the lashing points of the goods. By tie points are meant the rigid parts on the load and vehicle to which the tie means are pulling. Lashing points on the goods are limited and therefore it is not usually possible to arrange multiple sets at the same location. Every 1 group of top-winding binding is 1 binding, and multiple groups of top-winding binding can be arranged without pulling to a cargo binding point.
For analyzing the stability of the sliding and overturning of the cargo, the existing methods are: and selecting the condition that all forces and moments for promoting the goods to slide or overturn reach the maximum value at the same time, and carrying out stress balance and moment balance analysis. This analysis method is called "worst-case method". This method has significant disadvantages. In engineering, forces and moments that cause the cargo to slip or roll are generally not maximized at the same time. For example, when the longitudinal component of gravity reaches the maximum value, i.e. passes through a longitudinal slope, the driver can control the vehicle speed to pass smoothly, and the inertia force does not reach the maximum value. By adopting methods such as theoretical calculation, numerical simulation and the like to carry out stress analysis on the whole process of the land transportation of the large cargos, carry out research on a large number of engineering examples and carry out a transportation test of the large cargos for monitoring the stress of the cargos in the whole process, some 'dangerous conditions' in the whole process of the land transportation can be summarized, and the method comprises the following steps: emergency braking on straight roads, moderate braking on downhill roads, through cornering roads, through cross slope roads, etc.
(1) Under the condition of emergency braking on a flat road surface, the vehicle decelerates emergently, the longitudinal forward inertia force of the goods reaches the maximum, and the goods run forward dangerously.
(2) In the case of passing downhill, the longitudinal component of the weight of the load is maximized due to the inclination of the vehicle, while it is subjected to the longitudinal forward inertia caused by the deceleration of the vehicle, which superimposes and risks the forward sliding of the load.
(3) Under the condition of passing through a turning road surface, because the road surface is ultrahigh, the transverse component force of the gravity of the goods in the transverse direction (pointing to the inner side of the curve) reaches an extreme value, and meanwhile, the transverse centrifugal force (pointing to the outer side of the curve) of the goods reaches an extreme value. If the former is larger, the goods have the danger of sliding and overturning towards the inner side of the curve; if the latter is bigger, the goods are in danger of sliding and turning over outside the curve.
(4) When the vehicle passes through a cross slope road surface, the vehicle inclines, the lateral component of gravity borne by the goods reaches the maximum, and the goods run laterally and turn laterally.
If the safety of the cargo can be ensured under the above-mentioned dangerous conditions, the safety of the whole process of land transportation can be ensured. Therefore, when the cargo stability analysis is performed, the dangerous condition should be selected as a working condition for checking the stress state of the cargo.
The inventor provides the binding design method for the large cargo on land based on the consideration about the conditions in the large cargo transportation, and the design method not only can assist engineering technicians to complete the binding design work of the large cargo on land, scientifically and efficiently design the binding scheme, but also can furthest ensure the safety of the large cargo on land.
Drawings
FIG. 1 is a design flow diagram of a large cargo land transportation lashing design method;
fig. 2 is a force analysis calculation program work flow chart.
Detailed Description
The invention is described in further detail below with reference to the figures and specific examples. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.
Referring to fig. 1-2, a method for designing large cargo land transportation binding is realized by the following steps:
the ligature design is started in step 101.
In step 102, it is determined whether the vehicle length is sufficient to arrange direct lashing of the two ends of the cargo.
The specific method comprises the following steps: the size of the cargo, the length of the loaded portion of the vehicle (or the number of axes of the modular transporter), the width (or the number of columns of the modular transporter), the cargo loading position, etc. are obtained. Therefore, whether the vehicle loading parts at the front end and the rear end of the cargo have enough residual length to be arranged and directly bound is judged. If the vehicle length is enough, go to step 103; otherwise, go to step 104.
In step 103, it is determined whether additional lashing of the two ends of the cargo is possible.
The specific judgment method comprises the following steps: on the basis of the existing binding, removing the used binding points, and judging whether the binding points exist at the two ends of the goods or can be added by welding and other methods; and judging whether the corresponding position of the vehicle has a binding point. If yes, go to step 105; otherwise, go to step 104.
In step 104, it is determined whether additional lashing of the sides of the cargo is possible.
The specific judgment method comprises the following steps: on the basis of the existing binding, removing the used binding points, and judging whether binding points exist on the two sides of the goods or can be added by welding and other methods; and judging whether the corresponding position of the vehicle has a binding point. If yes, go to step 107; otherwise, go to step 109.
In step 105, a group of direct ties is added to the two ends of the goods on the basis of the existing ties.
In step 106, according to the spatial position relationship between the binding points on the goods and the binding points on the vehicle, the binding angle of the newly added binding is determined.
In step 107, a group of direct ties are added on both sides of the goods based on the existing ties.
In step 108, the binding angle of the newly added binding is determined according to the spatial position relationship between the binding points on the goods and the binding points on the vehicle.
In step 108, a set of top-around lashes is added based on the existing lashes.
In step 110, the new lashing angle is determined based on the location of the lashing points on the vehicle and the geometry of the cargo.
In step 111, the strength of all the ligating devices is set to the initial strength. I.e. using a low strength gauge banding device.
In step 112, the cargo stress state is determined.
The specific method is that the current binding scheme is input into a cargo stress analysis program, and whether the current binding scheme can prevent the cargo from sliding and overturning or not is judged. If the judgment result is yes, the current binding scheme meets the requirement, and the step 115 is performed; otherwise, the current banding scheme needs to be modified, and the step 113 is performed.
In step 113, it is determined whether the strength of the banding device can be increased. I.e. to determine whether a lashing device of greater strength specification can be used instead. If yes, go to step 114; otherwise, go to step 102.
In step 114, increasing the strength of the banding device, modifying the banding scheme, and repeating step 112;
in step 115, the banding scheme is output.
In step 116, the ligature design process ends.
The step 112 involves repeated determination of the stress state of the cargo, and therefore needs to be implemented by a computer program. The specific implementation steps are as follows:
in step 201, the cargo stress state determination is started. Cargo information in step 202, road condition information in step 203, driving information in step 204 and binding information in step 205 are respectively input into the cargo stress analysis program.
Wherein the cargo information at least includes: cargo shape, length, width, height, weight, center of gravity position, etc.; the traffic information at least includes: the maximum longitudinal slope, the maximum transverse slope and the minimum turning radius and superelevation of a turning road surface on a driving route, the wind power level and the like; the driving information includes at least: the vehicle speed and the braking time on a straight road surface, the vehicle speed and the braking time on a downhill road surface, the vehicle speed on a turning road surface and the like; the binding information refers to a binding scheme, which comprises the following steps: the number of binding tracks, binding pattern, binding angle and binding strength of each binding track.
In step 206, the program determines the cargo stress state checking condition in step 207 according to the input road condition information and driving information. Namely: emergency braking on a straight road surface, moderate braking on a downhill road surface, passing through a turning road surface and passing through a cross slope road surface.
In step 208, the program calculates the cargo force based on the input cargo information, road condition information, driving information, and binding information.
In step 209, the program brings the cargo force calculation results into several conditions for stability analysis, including longitudinal slip analysis for emergency braking on a flat road in step 210, longitudinal slip analysis for mild braking on a downhill road in step 211, lateral slip analysis through a cornering road in step 212, lateral slip analysis through a cornering road in step 213, lateral slip analysis through a cornering road in step 214, and lateral slip analysis through a lateral slope road in step 215.
The force analysis results are output in step 216. Specifically, if the analysis results are all passed, the safety of the goods is indicated, and the output is yes; otherwise, the output is no.
In step 217, the cargo force analysis process ends.
The foregoing is only a preferred embodiment of the present invention, and it should be noted that, for those skilled in the art, various modifications and decorations can be made without departing from the principle of the present invention, and these modifications and decorations should also be regarded as the protection scope of the present invention.
Claims (4)
1. A binding design method for large goods in land transportation is characterized by comprising the following steps:
(1) judging whether the vehicle length is enough to arrange direct binding of two ends of the goods; if the vehicle length is enough, performing the step (2); otherwise, performing the step (4);
(2) judging whether binding can be added at the two ends of the goods, and if so, performing the step (3); otherwise, performing the step (4);
(3) on the basis of the existing binding, a group of direct binding is added at the two ends of the goods; determining a binding angle of the newly added binding according to the spatial position relationship between the binding points on the goods and the binding points on the vehicle;
(4) judging whether binding can be added on the two sides of the goods, and if so, performing the step (5); otherwise, performing the step (6);
(5) on the basis of the existing binding, a group of direct binding is added on two sides of the goods, and the binding angle of the newly added binding is determined according to the spatial position relationship of the binding points on the goods and the binding points on the vehicle;
(6) adding a group of roof-winding lashing on the basis of the existing lashing, and determining the lashing angle of the newly added lashing according to the position of a lashing point on the vehicle and the geometric dimension of the goods;
(7) setting the strength of all the binding devices as initial strength;
(8) judging whether the current binding scheme can prevent the goods from sliding and overturning, and if so, performing the step (10); otherwise, performing the step (9);
(9) judging whether the strength of the binding device can be increased, if so, increasing the strength of the binding device, modifying the binding scheme, and repeating the step (8); otherwise, adding binding and repeating the step (1);
(10) outputting a binding scheme meeting the requirements:
in step (8), judging whether the current binding scheme can prevent the goods from sliding and overturning, and judging the stress state of the goods by a computer program, wherein the method comprises the following steps:
(21) inputting cargo information, road condition information, driving information and binding information into a cargo stress analysis program; wherein the cargo information at least comprises cargo shape, length, width, height, weight and gravity center position; the road condition information at least comprises the maximum longitudinal slope, the maximum transverse slope and the minimum turning radius of a turning road surface, superelevation and wind power grade on the driving route; the driving information at least comprises the vehicle speed and the braking time on a straight road surface, the vehicle speed and the braking time on a downhill road surface and the vehicle speed on a turning road surface; the binding information comprises the number of binding tracks, binding patterns, binding angles and binding strength of each binding track;
(22) the stress analysis program determines the working condition of cargo stress state checking according to the input road condition information and the driving information, wherein the working condition comprises emergency braking on a straight road surface, mild braking on a downhill road surface, passing through a turning road surface and passing through a cross slope road surface;
(23) the stress analysis program calculates the stress of the goods according to the input goods information, road condition information, driving information and binding information;
(24) the stress analysis program brings the cargo stress calculation result into the working condition of stability analysis, and longitudinal slide analysis of emergency braking on a straight road surface, longitudinal slide analysis of mild braking on a downhill road surface, transverse slide analysis through a turning road surface, transverse overturn analysis through a turning road surface, transverse slide analysis through a transverse slope road surface and transverse overturn analysis through a transverse slope road surface are carried out;
(25) outputting a stress analysis result; if the analysis results are all passed, the safety of the goods is indicated, and the output is yes; otherwise, the output is no.
2. The method for designing large cargo land transportation binding according to claim 1, wherein in the step (1), the step of judging whether the vehicle length is enough for arranging the two ends of the cargo is that the size of the cargo, the length and the width of the cargo-carrying part of the vehicle or the number of axes of the modular transport vehicle are obtained to be compared with the longitudinal number and the cargo loading position, and whether the cargo-carrying parts of the vehicle at the front end and the rear end of the cargo have enough residual length for arranging the cargo directly.
3. The binding design method for large cargo land transportation according to claim 1, wherein in the step (2), the specific method for judging whether the binding can be added at the two ends of the cargo is to eliminate the used binding points on the basis of the existing binding and judge whether the two ends of the cargo exist or can add the binding points by a welding method; and judging whether the corresponding position of the vehicle has a binding point.
4. The binding design method for large cargo land transportation according to claim 1, wherein in the step (4), the judgment method for judging whether the binding can be increased on the two sides of the cargo is to eliminate the used binding points and judge whether the binding points exist on the two sides of the cargo or can be increased by a welding method on the basis of the existing binding; and judging whether the corresponding position of the vehicle has a binding point.
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| CN201810089139.6A CN108446869B (en) | 2018-01-30 | 2018-01-30 | Large goods land transportation binding design method |
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| CN201810089139.6A CN108446869B (en) | 2018-01-30 | 2018-01-30 | Large goods land transportation binding design method |
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| CN108446869B true CN108446869B (en) | 2021-08-13 |
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| CN201810089139.6A Expired - Fee Related CN108446869B (en) | 2018-01-30 | 2018-01-30 | Large goods land transportation binding design method |
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