CN108446870B - Safety comprehensive decision-making method for large goods land transportation - Google Patents
Safety comprehensive decision-making method for large goods land transportation Download PDFInfo
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- CN108446870B CN108446870B CN201810089652.5A CN201810089652A CN108446870B CN 108446870 B CN108446870 B CN 108446870B CN 201810089652 A CN201810089652 A CN 201810089652A CN 108446870 B CN108446870 B CN 108446870B
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- G06—COMPUTING; CALCULATING OR COUNTING
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- G06Q10/00—Administration; Management
- G06Q10/08—Logistics, e.g. warehousing, loading or distribution; Inventory or stock management
- G06Q10/083—Shipping
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- G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
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- G06—COMPUTING; CALCULATING OR COUNTING
- G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
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Abstract
The invention discloses a comprehensive decision-making method for the land transportation safety of large goods, which comprises the steps of sequentially selecting a typical straight road surface, a maximum downhill road surface, a turning road surface and a cross slope road surface on a land transportation route, respectively determining the road conditions of the typical straight road surface, the maximum downhill road surface, the turning road surface and the cross slope road surface, respectively inputting a binding scheme, carrying out sideslip and cross overturn analysis, outputting a corresponding binding scheme according to an analysis result, or increasing binding, when the original route transportation cannot increase binding, replanning or eliminating obstacles on the route through the route, then analyzing the binding scheme, and finally outputting the safety scheme for the land transportation of large goods. The invention can realize the scientific and efficient completion of the design of the land transportation construction scheme and furthest ensure the safety of land transportation of the large goods.
Description
Technical Field
The invention relates to the technical field of large cargo land transportation, in particular to a large cargo land transportation safety comprehensive decision-making method.
Background
The safe transportation of goods is a systematic project, particularly the land transportation of large goods, and a comprehensive decision is made from the safety point of view to ensure the safety of the large goods. The comprehensive decision method comprises the following steps: comprehensively considering the binding condition, the road condition and the driving operation, comprehensively deciding by a comprehensive planning method from the global perspective, and making a construction scheme for the land transportation of the goods.
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 safe transport of goods, lashing 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. 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.
At present, most of enterprises for carrying large cargos in China mainly rely on the experience of designers, and complete the formulation of a large cargo land transportation construction scheme by using a rough calculation method, and all factors influencing cargo land transportation safety cannot be comprehensively considered. The method has higher subjectivity and one-sidedness, increases the uncertainty and risk in the process of transporting the large pieces of goods on land, and also reduces the efficiency of making a construction scheme. Therefore, a scientific, reasonable and feasible comprehensive decision method for land transportation safety 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.
Among them, the (1) th and (2) th calculation methods are a checking method, and the (3) th calculation method can be understood as a method of a banding design. None of these algorithms involve a method of integrated decision making for land transportation security. 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 algorithm assumes that the inertia force of the cargo is determined, and does not consider the influence of different road conditions and driving operations on the inertia force of the cargo. This is very different from the actual engineering. The land transportation of large goods is different from the land transportation of common goods, the stress condition of the goods can be comprehensively considered, the road section with better road conditions is selected, and the driving operation is properly eased, namely, the speed is reduced, the braking time is prolonged, and the like. In this way, the inertial forces to which the load is subjected are significantly reduced. Neglecting this factor can result in excessive banding.
Disclosure of Invention
The invention aims to provide a comprehensive decision-making method for the land transportation safety of large goods aiming at the technical defects in the prior art, which can assist engineering technicians to carry out the comprehensive decision-making of the land transportation safety, scientifically and efficiently complete the work of designing a land transportation construction scheme and furthest ensure the land transportation safety of the large goods.
The technical scheme adopted for realizing the purpose of the invention is as follows:
a safety comprehensive decision-making method for large cargo land transportation comprises the following steps:
(1) selecting a typical straight road surface on a land transportation line;
(2) setting driving operation parameters of a typical straight road surface, including vehicle speed and braking time;
(3) inputting a binding scheme, initially defaulting to no binding, performing longitudinal sliding analysis on the emergency braking working condition of the flat road surface, and performing the step (7) if the analysis result is qualified; otherwise, performing the step (4);
(4) judging whether binding can be increased; if yes, performing the step (5); otherwise, performing the step (6);
(5) adding binding on the basis of the existing binding scheme, modifying the binding scheme, and repeating the step (3);
(6) modifying the driving operation parameters, and repeating the step (3);
(7) selecting a maximum downhill road surface on a land transportation route;
(8) determining a longitudinal slope angle of the downhill road, and setting driving operation parameters of the downhill road, including vehicle speed and braking time;
(9) inputting the existing binding scheme, performing longitudinal sliding analysis on the downhill road surface moderate brake working condition, and performing the step (16) if the analysis result is qualified; otherwise, performing the step (10);
(10) judging whether binding can be added or not, and if so, performing the step (13); otherwise, performing step (11);
(11) judging whether the driving speed on the downhill road can be reduced or not and whether the braking time on the downhill road can be prolonged or not, and if so, performing a step (14); otherwise, performing the step (12);
(12) judging whether the road section can be avoided, if so, re-planning the route; otherwise, carrying out obstacle removing treatment on the road section, relieving the gradient and carrying out the step (15);
(13) adding binding on the basis of the existing binding scheme, modifying the binding scheme, and repeating the step (9);
(14) modifying the driving operation parameters, and repeating the step (9);
(15) according to the re-planned route or the route with the obstacles eliminated, modifying the longitudinal slope angle in the road condition, and repeating the step (9);
(16) selecting a turning road surface on a land transportation route;
(17) determining the turning radius and the road surface height of a turning road surface, and setting driving operation parameters of the turning road surface, including the vehicle speed;
(18) inputting the existing binding scheme, performing sideslip analysis and rollover analysis towards the inner side of the curve of the turning road surface, and performing sideslip analysis and rollover analysis towards the outer side of the curve, and performing the step (25) if the analysis result is qualified; otherwise, performing step (19);
(19) judging whether binding can be added or not, and if so, performing a step (22); otherwise, performing step (20);
(20) judging whether the vehicle speed can be properly adjusted, and if so, performing step (23); otherwise, performing step (21);
(21) judging whether the road section can be avoided, if so, re-planning the route; otherwise, carrying out obstacle removing treatment on the road section, increasing the turning radius or reducing the road surface superelevation, and carrying out the step (24);
(22) adding binding on the basis of the existing binding, modifying a binding scheme, and repeating the step (18);
(23) modifying the driving operation parameters, wherein if the sideslip analysis and the rollover analysis to the inside of the curve in step (18) fail, the vehicle speed is increased; otherwise, reducing the vehicle speed; repeating the step (18);
(24) according to the re-planned route or the route after the obstacle is eliminated, the turning radius and the superelevation in the road condition are modified, and the step (18) is repeated;
(25) selecting a maximum cross slope road surface on the land transportation route;
(26) determining a cross slope angle of a cross slope road surface;
(27) inputting the existing binding scheme, performing sideslip analysis and transverse overturn analysis on the cross slope road surface, and performing the step (32) if the analysis is qualified; otherwise, performing step (28);
(28) judging whether binding can be added or not, and if so, performing the step (30); otherwise, performing step (29);
(29) judging whether the road section can be avoided, if so, re-planning the route; otherwise, carrying out obstacle removing treatment on the road section, relieving the gradient and carrying out the step (31);
(30) adding binding on the basis of the existing binding, modifying a binding scheme, and repeating the step (27);
(31) according to the re-planned route or the route after the obstacle is eliminated, the cross slope angle in the road condition is modified, and the step (27) is repeated;
(32) and outputting the land transportation scheme, and finishing the comprehensive decision process.
In the steps (4), (10), (19) and (28), the specific method for judging whether the binding can be increased is to judge whether the direct binding or top-winding binding can be increased on the goods on the basis of the existing binding.
Wherein, the step of increasing banding in the steps (5), (13), (22) and (30) is as follows:
(41) inputting an initial binding scheme;
(42) judging whether the vehicle length is enough for arranging direct binding of two ends of the goods, and if the vehicle length is enough, performing the step (43); otherwise, performing step (45);
(43) judging whether binding can be added at the two ends of the goods, if so, performing step (44); otherwise, performing step (45);
(44) 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;
(45) judging whether binding can be added on the two sides of the goods, and if so, performing a step (46); otherwise, performing step (47);
(46) 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;
(47) on the basis of the existing binding, a group of top-winding binding is added, and the binding angle of the newly added binding is determined according to the position of a binding point on the vehicle and the geometric dimension of the goods.
(48) And outputting a new binding scheme.
In the step (42), the specific method for judging whether the vehicle length is enough to arrange the direct binding of the two ends of the goods is as follows:
and (3) acquiring the size of the goods, the length and the width of the goods loaded part of the vehicle or the number of the axial lines and the number of columns of the modular transport vehicle and the goods loading position, and judging whether the goods loaded parts of the vehicles at the front end and the rear end of the goods have enough residual length for arrangement and direct binding.
In the step (43), the method for judging whether the binding can be added at the two ends of the goods is to eliminate used binding points on the basis of the existing binding and judge whether the binding points exist at the two ends of the goods or can be added by a welding method; and judging whether the corresponding position of the vehicle has a binding point.
In the step (45), 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 situation of the goods 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.
The external force applied to the goods changes in real time during the course of land transportation. Road conditions, driving operations and cargo binding all affect the stress state of the cargo. Specifically, the method comprises the following steps: the road conditions, namely the longitudinal slope, the transverse slope and the road surface are ultrahigh, influence the longitudinal component force and the transverse component force of the gravity of the goods. If the route can be reasonably planned, the road sections with the bad road conditions are avoided, or the obstacle removing treatment is carried out on the road sections with the bad road conditions, the longitudinal slope, the transverse slope, the super-high height and the like of the road sections are reduced, and the maximum value of the gravity component can be reduced. The driving operation, i.e., the vehicle running speed, the braking time, etc., affects the magnitude of the inertial force applied to the cargo. If the driving operation of the driver, that is, the vehicle speed and the braking time of the specific road section can be limited, the maximum value of the inertial force can be reduced. Cargo lashing affects the amount of lashing force that the cargo is subjected to. If the binding of the goods can be increased, the binding force, the friction force and the stable torque can be increased, and the goods can be more effectively prevented from sliding and overturning.
Therefore, the safety of the large goods transportation on land is a system engineering, the three factors of road conditions, driving operation and goods binding must be comprehensively considered, the comprehensive decision is made by a comprehensive method from the global perspective, the construction scheme of the safe goods transportation is made, and the safety of the goods transportation on land is ensured. 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 finds that the method for increasing cargo binding is the most convenient and effective method, so the method is most preferably adopted. If the safety of the cargo transportation on land cannot be ensured, the driving operation is considered to be restricted. If the safety of goods cannot be guaranteed even by adding lashing and restricting driving operations, the road conditions must be improved.
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 stability of the goods is analyzed, the dangerous conditions are selected as the working conditions of the stress check of the goods, and the invention is provided based on the above, and various dangerous conditions are comprehensively considered and the binding scheme is analyzed and changed according to the conditions, so that engineering technicians can be assisted to carry out comprehensive decision on the land transportation safety, the work of designing the land transportation construction scheme is scientifically and efficiently completed, and the land transportation safety of the large goods is ensured to the maximum extent.
Drawings
FIG. 1 is a flow chart of a method for integrated decision making for the shipment of large items over land;
FIG. 2 is a flow chart of an incremental banding method.
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 comprehensively deciding the freight transportation of large pieces on land comprises the following steps:
Step 102, a typical straight road surface on a road transport route is selected.
In step 103, driving operations, i.e., vehicle speed and braking time, are set for a typical straight road surface.
And 105, judging the stress state of the goods on the flat road surface. Specifically, longitudinal and sliding analysis of the brake working condition of the flat road surface is carried out. If the analysis result is qualified, go to step 108; otherwise, go to step 106.
And step 106, judging whether banding can be added. The specific method comprises the following steps: on the basis of the existing binding, whether direct binding or top-winding binding can be added on the goods is judged. If the judgment result is yes, the step 107 is carried out, binding is added on the basis of the existing binding, the existing binding scheme is modified, and the step 104 is repeated; otherwise, the driving operation is adjusted and step 103 is repeated.
And 108, selecting the maximum downhill road surface on the land transportation route.
And step 111, inputting the existing binding scheme.
And 112, judging the stress state of the goods on the downhill road. Specifically, longitudinal slip analysis of the downhill road surface moderate brake condition is performed. If the analysis result is qualified, go to step 119; otherwise, go to step 113.
And step 113, judging whether banding can be increased. The specific method comprises the following steps: on the basis of the existing binding, whether direct binding or top-winding binding can be added on the goods is judged. If so, performing step 114, adding banding on the basis of the existing banding, and repeating step 111; otherwise, step 115 is performed.
In step 115, it is judged whether or not moderate driving is possible. Specifically, on the premise of meeting the requirements of land transportation, whether the driving speed on the downhill road can be reduced or not and whether the braking time on the downhill road can be prolonged or not can be determined within a reasonable range. If yes, repeating the step 110; otherwise, step 116 is performed.
And 119, selecting a turning road surface on the land transportation route.
And step 120, determining the turning road condition, namely turning radius and road surface superelevation.
In step 121, a vehicle speed, which is a driving operation on a turning road surface, is set.
And step 123, judging the stress state of the goods on the turning road surface. Specifically, a sideslip analysis and a rollover analysis of the turning road surface toward the inside of the curve, and a sideslip analysis and a rollover analysis toward the outside of the curve are performed. If the analysis result is qualified, designing a turning road surface, and performing step 130; otherwise, go to step 124.
in step 126, it is judged whether or not moderate driving is possible. Specifically, on the premise of meeting the land transportation requirement, whether the driving speed of the turning road surface can be adjusted in a reasonable range or not can be judged. If the sideslip analysis and the rollover analysis towards the inner side of the curve in the step 123 do not pass, the vehicle speed is appropriately increased; otherwise the vehicle speed is reduced appropriately. If the judgment result is yes, adjusting the driving operation and repeating the step 121; otherwise, step 127 is performed.
In step 127, it is determined whether the road segment can be avoided. Specifically, on the premise of meeting the land transportation requirement, whether the selected turning road section can be bypassed or not can be judged. If yes, go to step 128, replan route, repeat step 120; otherwise, the step 129 is performed, the obstacle removing processing is performed on the road section, the turning radius is increased or the road surface height is reduced, and the step 120 is repeated.
And step 130, selecting the maximum cross slope road surface on the land transportation route.
And step 133, judging the stress state of the goods on the cross slope road surface. Specifically, the sideslip analysis and the rollover analysis of the cross slope road surface are performed. If the analysis is a pass, go to step 139; otherwise, step 134 is performed.
In step 136, it is determined whether the road segment can be avoided. Specifically, on the premise of meeting the land transportation requirement, whether the selected maximum cross slope road section can be bypassed or not can be avoided. If yes, go to step 137, re-plan the route, and repeat step 131; otherwise, step 138 is performed, obstacle elimination processing is performed on the road section, the gradient is relaxed, and step 131 is repeated.
And step 139, the land transportation scheme meets the requirement of safe transportation, and the land transportation scheme is output.
And step 140, finishing the comprehensive decision process.
And (4) binding 203, judging whether the vehicle length is enough to arrange direct binding of two ends of the goods. 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 is long enough, go to step 204; otherwise, go to step 205.
And step 204, judging whether the two ends of the goods can be additionally bound. 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 the determination result is yes, step 206 is performed, and if the determination result is no, step 205 is performed.
And step 205, judging whether binding can be added on the two sides of the goods. 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 208, otherwise go to step 210
And step 206, adding a group of direct bindings at the two ends of the goods on the basis of the existing bindings.
And step 207, determining the 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.
And step 208, adding a group of direct lashing on two sides of the goods on the basis of the existing lashing.
And step 209, determining the 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.
And step 210, adding a group of top-winding binding on the basis of the existing binding.
And step 211, determining the binding angle of the newly added binding according to the position of the binding point on the vehicle and the geometric dimension of the goods.
In step 213, the method of adding banding ends.
The binding scheme formed by the invention aiming at a typical straight road surface is taken as the existing binding scheme of a downhill road surface, the binding scheme formed by aiming at the downhill road surface is taken as the existing binding scheme of a turning road surface, and the binding scheme formed by aiming at the turning road surface is taken as the existing binding scheme of a cross slope road surface.
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 (6)
1. A safety comprehensive decision-making method for large cargo land transportation is characterized by comprising the following steps:
(1) selecting a straight road surface on a land transportation route;
(2) setting driving operation parameters of a straight road surface, including vehicle speed and braking time;
(3) inputting a binding scheme, initially defaulting to no binding, performing longitudinal sliding analysis on the emergency braking working condition of the flat road surface, and performing the step (7) if the analysis result is qualified; otherwise, performing the step (4);
(4) judging whether binding can be increased; if yes, performing the step (5); otherwise, performing the step (6);
(5) adding binding on the basis of the existing binding scheme, modifying the binding scheme, and repeating the step (3);
(6) modifying the driving operation parameters, and repeating the step (3);
(7) selecting a maximum downhill road surface on a land transportation route;
(8) determining a longitudinal slope angle of the downhill road, and setting driving operation parameters of the downhill road, including vehicle speed and braking time;
(9) inputting the existing binding scheme, performing longitudinal sliding analysis on the downhill road surface moderate brake working condition, and performing the step (16) if the analysis result is qualified; otherwise, performing the step (10);
(10) judging whether binding can be added or not, and if so, performing the step (13); otherwise, performing step (11);
(11) judging whether the driving speed on the downhill road can be reduced or not and whether the braking time on the downhill road can be prolonged or not, and if so, performing a step (14); otherwise, performing the step (12);
(12) judging whether the largest downhill road surface on the land transportation route can be avoided or not, and if so, re-planning the route; otherwise, carrying out obstacle removing treatment on the maximum downhill road surface on the land transportation route, relieving the gradient and carrying out the step (15);
(13) adding binding on the basis of the existing binding scheme, modifying the binding scheme, and repeating the step (9);
(14) modifying the driving operation parameters, and repeating the step (9);
(15) according to the re-planned route or the route with the obstacles eliminated, modifying the longitudinal slope angle in the road condition, and repeating the step (9);
(16) selecting a turning road surface on a land transportation route;
(17) determining the turning radius and the road surface height of a turning road surface, and setting driving operation parameters of the turning road surface, including the vehicle speed;
(18) inputting the existing binding scheme, performing sideslip analysis and rollover analysis towards the inner side of the curve of the turning road surface, and performing sideslip analysis and rollover analysis towards the outer side of the curve, and performing the step (25) if the analysis result is qualified; otherwise, performing step (19);
(19) judging whether binding can be added or not, and if so, performing a step (22); otherwise, performing step (20);
(20) judging whether the vehicle speed can be adjusted, and if so, performing step (23); otherwise, performing step (21);
(21) judging whether a turning road surface on the land transportation route can be avoided or not, and if so, re-planning the route; otherwise, carrying out obstacle removing treatment on the turning road surface on the land transportation route, and increasing the turning radius or reducing the road surface superelevation to carry out the step (24);
(22) adding binding on the basis of the existing binding, modifying a binding scheme, and repeating the step (18);
(23) modifying the driving operation parameters, wherein if the sideslip analysis and the rollover analysis to the inside of the curve in step (18) fail, the vehicle speed is increased; otherwise, reducing the vehicle speed; repeating the step (18);
(24) according to the re-planned route or the route after the obstacle is eliminated, the turning radius and the superelevation in the road condition are modified, and the step (18) is repeated;
(25) selecting a maximum cross slope road surface on the land transportation route;
(26) determining a cross slope angle of a cross slope road surface;
(27) inputting the existing binding scheme, performing sideslip analysis and transverse overturn analysis on the cross slope road surface, and performing the step (32) if the analysis is qualified; otherwise, performing step (28);
(28) judging whether binding can be added or not, and if so, performing the step (30); otherwise, performing step (29);
(29) judging whether the largest cross slope road surface on the land transportation route can be avoided, if so, re-planning the route; otherwise, carrying out obstacle removing treatment on the maximum cross slope road surface on the land transportation route, relieving the gradient and carrying out the step (31);
(30) adding binding on the basis of the existing binding, modifying a binding scheme, and repeating the step (27);
(31) according to the re-planned route or the route after the obstacle is eliminated, the cross slope angle in the road condition is modified, and the step (27) is repeated;
(32) and outputting the land transportation scheme, and finishing the comprehensive decision process.
2. The comprehensive decision-making method for the safety of large cargo land transportation according to claim 1, wherein in the steps (4), (10), (19) and (28), the specific method for judging whether the lashing can be increased is to judge whether the direct lashing or top-winding lashing can be increased on the cargo on the basis of the existing lashing.
3. The method for integrated decision making for the safety of mass transit according to claim 1, wherein the step of adding lashing in steps (5), (13), (22), (30) is:
(41) inputting an initial binding scheme;
(42) judging whether the vehicle length is enough for arranging direct binding of two ends of the goods, and if the vehicle length is enough, performing the step (43); otherwise, performing step (45);
(43) judging whether binding can be added at the two ends of the goods, if so, performing step (44); otherwise, performing step (45);
(44) 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;
(45) judging whether binding can be added on the two sides of the goods, and if so, performing a step (46); otherwise, performing step (47);
(46) 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;
(47) on the basis of the existing binding, a group of roof-winding binding is added, and the binding angle of the newly added binding is determined according to the position of a binding point on the vehicle and the geometric dimension of the goods;
(48) and outputting a new binding scheme.
4. The integrated decision-making method for safety of mass transit according to claim 3, wherein in step (42), the specific method for judging whether the vehicle length is enough to arrange the direct binding of both ends of the cargo is as follows:
and (3) acquiring the size of the goods, the length and the width of the goods loaded part of the vehicle or the number of the axial lines and the number of columns of the modular transport vehicle and the goods loading position, and judging whether the goods loaded parts of the vehicles at the front end and the rear end of the goods have enough residual length for arrangement and direct binding.
5. The comprehensive decision-making method for the safety of the large cargo land transportation according to claim 3, wherein in the step (43), the judgment method for judging whether the two ends of the cargo 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 cargo still exist or can be added with the binding points by a welding method; and judging whether the corresponding position of the vehicle has a binding point.
6. The comprehensive decision-making method for the safety of the large cargo land transportation according to claim 3, wherein in the step (45), 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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| CN113837712B (en) * | 2021-08-10 | 2023-08-22 | 中国海洋石油集团有限公司 | Large land liquefied natural gas production process module dividing and arranging method |
| CN115424441A (en) * | 2022-08-31 | 2022-12-02 | 南京慧尔视智能科技有限公司 | Road curve optimization method, device, equipment and medium based on microwave radar |
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